Space Coast Transportation Planning Organization
Intelligent Transportation Systems Master Plan
T F A
R D Prepared for: Space Coast Transportation Planning Organization 2725 Judge Fran Jamieson Way Melbourne, FL 32940
DOCUMENT CONTROL PANEL File Name:
Space Coast TPO ITS Master Plan – Draft Final Report
File Location:
R:\PROJECT\Space Coast TPO ITS Master Plan\Project_Submittals\Task 1
Deliverable Number:
1
Version Number:
2.0
Created By:
Name
Date
Travis Hills, E.I. (KAI)
May 19, 2015
Renata Caetano, P.E. (METRIC)
June 2, 2015
Modified By:
Jack Freeman, P.E., PTOE (KAI) Dale W. Cody, P.E., PTOE (METRIC) Dale W. Cody, P.E., PTOE (METRIC) Renata Caetano, P.E. (METRIC) Travis Hills, E.I. (KAI) Renata Caetano, P.E. (METRIC) Renata Caetano, P.E. (METRIC)
May 22, 2015 June 4, 2015 July 9, 2015 June 5, 2015 July 7, 2015 July 8, 2015 July 10, 2015
Completed By:
Reviewed By:
The preparation of this report has been financed in part through grant(s) from the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA), U. S. Department of Transportation (USDOT), under the State Planning and Research Program, Section 505 (or Metropolitan Planning Program, Section 104(f) of Title 23, U. S. Code. The contents of this report do not necessarily reflect the official views or policy of the U. S. Department of Transportation.
Table of Contents Table of Contents ............................................................................................................................. i List of Figures ................................................................................................................................. vii List of Tables ................................................................................................................................... ix List of Acronyms ............................................................................................................................... x 1. Executive Summary ................................................................................................................... 1 1.1. Background ....................................................................................................................... 1 1.2. Identifying Causes of Congestion ..................................................................................... 2 1.3. Solutions and Recommendations .................................................................................... 3 1.4. Current Cost to Travelling Public ...................................................................................... 4 1.5. Cost of Solution ................................................................................................................ 4 1.6. Benefit to Cost Ratio ........................................................................................................ 4 1.7. Overall Benefits ................................................................................................................ 5 2. ITS Visions, Goals & Objectives ................................................................................................. 6 2.1. ITS Master Plan Vision ...................................................................................................... 6 2.2. Goals Relating to the ITS Master Plan .............................................................................. 7 2.3. Objectives Relating to the ITS Master Plan ...................................................................... 8 2.3.1 Primary Objectives .............................................................................................. 9 2.3.2 Secondary Objectives ........................................................................................ 12 2.4. Summary of Goals, Objectives, and Performance Measures ........................................ 14 3. Existing Conditions .................................................................................................................. 16 3.1. 2013 State of the System (SOS) Review ......................................................................... 16 3.1.1 Top Employment Sites ...................................................................................... 19 3.1.2 Access to Jobs via Roadway Network ............................................................... 19 3.1.2.1 Access to Jobs via Transit ......................................................................... 21 3.1.3 Park and Ride Facilities ..................................................................................... 22 3.1.4 Intermodal Facilities.......................................................................................... 22 3.1.4.1 Freight Traffic ........................................................................................... 22 3.1.5 Airport ............................................................................................................... 25
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3.1.6.1 Passenger Cruise Activity ................................................................................................ 26 3.1.6.2 Port Cargo Activity .......................................................................................................... 28
3.1.7 Port Tourism Amenities .................................................................................... 29 3.1.8 Spaceport .......................................................................................................... 30 3.1.9 Hurricane Evacuation Routes ............................................................................ 31 3.2. Baseline Conditions Relating to ITS Visions, Goals, and Objectives ............................... 34 3.3. Primary Objectives ......................................................................................................... 34 3.4. Secondary Objectives ..................................................................................................... 41 3.4.1. Freight Advanced Traveler Information System (FRATIS) ................................ 42 4. ITS Technologies ...................................................................................................................... 48 4.1. Potential ITS Technologies & Strategies ........................................................................ 48 4.1.1. Closed‐Circuit Television (CCTVs) ..................................................................... 48 4.1.2. Vehicle Speeds and Volume .............................................................................. 49 4.1.3. Traveler Information Dissemination ................................................................. 49 4.1.4. Traffic Incident Management Program (TIM) ................................................... 50 4.1.5. Active Incident Management ............................................................................ 50 4.1.6. Road Ranger Service Patrols ............................................................................. 51 4.1.7. Rapid Incident Scene Clearance (RISC) ............................................................. 52 4.1.8. Emergency Preparation, Security, Response, & Recovery ............................... 52 4.1.9. Regional Signal Coordination ............................................................................ 52 4.1.10. Traffic Signal Detection ................................................................................... 53 4.1.11. Adaptive Traffic Control Systems (ATCS) ........................................................ 53 4.1.12. Traffic Signal Preemption ................................................................................ 54 4.1.13. Automatic Vehicle Location (AVL) and Automatic Passenger Count (APC) .... 54 4.1.14. Transit Signal Priority & Queue Jumping ........................................................ 55 4.1.15. Managed Lanes ............................................................................................... 55 4.1.16. Ramp Metering ............................................................................................... 55 4.1.17. Traffic and Weather Information Systems ...................................................... 56 4.1.18. Work Zone Management ................................................................................ 56
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4.1.18. Work Zone Management ................................................................................ 56 4.1.19. Variable Speed Limits ...................................................................................... 56 4.1.20. Parking Guidance and Information Systems ................................................... 57 4.1.21. Connected Vehicles Initiative .......................................................................... 57 4.1.22. Freight Advanced Traveler Information Systems (FRATIS) ............................. 58 5. Existing Infrastructure ............................................................................................................. 59 5.1. Existing Systems and Communications .......................................................................... 59 5.1.1. FDOT District 5 .................................................................................................. 59 5.1.2. FL 511 Traveler Information System/Program (FLATIS) ................................... 59 5.1.3. Waze ................................................................................................................. 60 5.1.4. Traffic Incident Management (TIM) Program ................................................... 60 5.2. Space Coast Local Agencies ............................................................................................ 60 5.2.1. Traffic Management Centers in Brevard County .............................................. 61 5.2.2. ITS & Communications Infrastructure .............................................................. 61 5.2.3. Brevard County ................................................................................................. 70 5.2.4. City of Melbourne ............................................................................................. 70 5.2.5. City of Palm Bay ................................................................................................ 70 5.2.6. City of Titusville ................................................................................................. 70 5.2.7. Other Local Municipalities ................................................................................ 71 5.2.8. Emergency Responder/Law Enforcement ........................................................ 71 6. Regional ITS Needs Corridor .................................................................................................... 72 6.1. Active Arterial Management .......................................................................................... 73 6.2. Insufficient Maintenance and Operations Resources .................................................... 73 6.3. Regional Signal Coordination/Re‐timing ........................................................................ 74 6.4. Work Zone Management ............................................................................................... 74 6.5. Road Ranger Service Patrols .......................................................................................... 74 6.6. Transit Based ITS ............................................................................................................ 74 6.7. ITS Scoring Methodology for Future ITS Deployment ................................................... 75 6.7.1. Existing Volume to MAV ................................................................................... 76
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6.7.2. Future Activity (2035 LRTP) .............................................................................. 77 6.7.3. Existing Volume ................................................................................................. 77 6.7.4. Intermodal/Economic ....................................................................................... 77 6.7.5. Safety ................................................................................................................ 78 6.7.6. Hurricane Evacuation ........................................................................................ 79 6.7.7. Transit ............................................................................................................... 79 6.8. ITS Needs Corridors ........................................................................................................ 79 6.9. Traffic Management Center Options ............................................................................. 84 6.9.1. Existing Melbourne TMC ................................................................................... 84 6.9.2. Existing Brevard County TMC............................................................................ 84 6.9.3. Future Regional TMC ........................................................................................ 84 6.9.4. Location ............................................................................................................. 85 6.9.5. TMC Operations Software ................................................................................ 85 6.9.6. TMC Staffing for Operations ............................................................................. 85 7. Identification of Applicable ITS Strategies .............................................................................. 87 7.1. The Causes of Network Deficiencies .............................................................................. 87 7.2. Applicable ITS Infrastructure Expansion ........................................................................ 88 7.2.1. System Communications and Interconnectivity ............................................... 89 7.3. Proposed Fiber and Wireless System ITS Routes ........................................................... 90 7.4. Traffic Operations and Management ............................................................................. 92 7.4.1. Planned ATMS ................................................................................................... 92 7.4.2. ATMS Features .................................................................................................. 92 7.4.3. Increase Roadway Surveillance Coverage ........................................................ 96 7.4.4. Travel Time Speed Volume Vehicle Data Information ...................................... 98 7.4.5. Traffic Signal Detection ................................................................................... 100 7.4.6. Signal Retiming................................................................................................ 101 7.5. Roadway Traveler Information .................................................................................... 101 7.5.1. Arterial Dynamic Message Sign (ADMS) ......................................................... 101 7.5.2. 511 .................................................................................................................. 104
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7.5.3. Parking Management System ......................................................................... 104 7.6. Incident Management .................................................................................................. 106 7.6.1. Traffic Incident Management ......................................................................... 106 7.6.2. Rapid Incident Scene Clearance ...................................................................... 107 7.7. Emergency Management ............................................................................................. 107 7.7.1. Road Rangers .................................................................................................. 107 7.8. Transit Management .................................................................................................... 110 7.8.1. Space Coast Area Transit ................................................................................ 110 7.9. Information Management ............................................................................................ 112 7.10. Maintenance and Operations ...................................................................................... 113 7.10.1. Temporary Equipment for Work Zone Management ................................... 113 7.11. Airports, Ports and Freight ........................................................................................... 114 7.12. ITS Strategies Cost Requirements ................................................................................ 115 7.12.1. Capital Improvements ................................................................................... 115 7.12.1.1 ITS Equipment and Infrastructure ........................................................ 115 7.12.1.2 TMC Cost .............................................................................................. 116 7.12.1.3 Transit Cost (Optional) ......................................................................... 116 7.12.1.4 Road Ranger (Optional) ........................................................................ 119 7.12.1.5 511 (Optional) ....................................................................................... 119 7.12.2. Operations and Maintenance ....................................................................... 120 7.12.3. Lifecycle Replacement .................................................................................. 122 7.12.4. Overall ITS Master Plan ................................................................................. 122 7.13. Opportunity Costs ........................................................................................................ 125 7.14. Benefit/Costs Ratio....................................................................................................... 125 8. Regional ITS Architecture ...................................................................................................... 126 9. Concept of Operations Summary .......................................................................................... 128 10. Proposed Consortium for ITS Master Plan ............................................................................ 132 10.1. Consortium Overview ................................................................................................... 132 10.2. Consortium Structure Levels ........................................................................................ 133
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10.3. Consortium Executive Committee ............................................................................... 134 10.4. Consortium Agreements .............................................................................................. 135 10.5. Functional Requirements of Operations and Maintenance Vendors .......................... 136 11. Conclusion ............................................................................................................................. 137
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List of Figures Figure 1 – Proposed Regional Consortium Structure .................................................................... 3 Figure 2 – ITS Master Plan Goals, Objectives, and Performance Measures .............................. 15 Figure 3 – SOS Roadway Network ............................................................................................... 18 Figure 4 – Access to Top Employment Sites ................................................................................ 20 Figure 5 – Population Making Effort to Drive Less ...................................................................... 21 Figure 6 – 2013 Brevard County Truck AADT .............................................................................. 24 Figure 7 – MLB Total Passenger Enplanements (2008 to 2013) ................................................. 25 Figure 8 – Port Canaveral Total Annual Cruise Passengers (2008 to 2013) ............................... 27 Figure 9 – Hurricane Evacuation Routes ...................................................................................... 33 Figure 10 – Hours of Congestion .................................................................................................. 37 Figure 11 – Delayed SIS Connector Segments ............................................................................. 43 Figure 12 – Vehicle Miles Traveled on SOS Roadway Segments (2008 to 2013) ....................... 46 Figure 13 – Vehicle Miles Traveled per Capita on SOS Roadway Segments (2008 to 2013) ..... 47 Figure 14 – Existing Arterial Fiber Optic Network ....................................................................... 65 Figure 15 – Existing Arterial CCTV Devices .................................................................................. 66 Figure 16 – Existing BlueTooth Devices ....................................................................................... 67 Figure 17 – Intersections Equipped with Wireless Magnetometers .......................................... 68 Figure 18 – Existing Arterial Dynamic Message Signs (ADMS) ................................................... 69 Figure 19 – Top Ranked Regionally and Non‐Regionally Significant Roadway Segments......... 82 Figure 20 – Overall Proposed Communications Infrastructure Improvements ......................... 91 Figure 21 – Overall Adaptive Signal Coordination ...................................................................... 94 Figure 22 – Overall CCTV Network ............................................................................................... 97
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Figure 23 – Overall Travel Time Network .................................................................................... 99 Figure 24 – Overall ADMS Locations .......................................................................................... 103 Figure 25 – Sample Pictures for Parking Systems Built by Trans‐Tech ..................................... 105 Figure 26 – RISC Timeline Implementation ............................................................................... 107 Figure 27 – Proposed Road Rangers Area of Patrol .................................................................. 109 Figure 28 – Space Coast Area Transit System ............................................................................ 111 Figure 29 – Temporary CCTV and DMS ..................................................................................... 114 Figure 30 – Puerto Rico TMC Rendering .................................................................................... 116 Figure 31 – Overall ITS Master Plan ........................................................................................... 123 Figure 32 – Overall ITS Master Plan Detail ................................................................................ 124 Figure 33 – Interconnect: Brevard County Field Equipment Sample ....................................... 126 Figure 34 – Service Package Sample .......................................................................................... 127 Figure 35 – Proposed Regional Consortium .............................................................................. 132 Figure 36 – Proposed Regional Consortium Structure .............................................................. 134
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List of Tables Table 1 – Stakeholder Agencies ..................................................................................................... 2 Table 2 – Truck Traffic Volumes (AADT) (2008 to 2013) ............................................................. 23 Table 3 – Cruise Passengers by Departure Port (2008 to 2013) ................................................. 27 Table 4 – Waterborne Cargo Tonnage for Florida Ports ............................................................. 29 Table 5 – Air Quality Attainment Status Ozone Readings in ppb (2007 to 2013) ...................... 46 Table 6 – Space Coast Existing Systems Infrastructure ............................................................... 62 Table 7 – Space Coast Arterial Fiber Optic Network Infrastructure ........................................... 63 Table 8 – Summary of ITS Needs ................................................................................................. 72 Table 9 – Technical Ranking Criteria and Weighting Modified for ITS Performance Measures 76 Table 10 – Top Ranked Regionally Significant Roadway Segments Based on Modified ITS Scoring .......................................................................................................................................... 80 Table 11 – Top Non‐ Ranked Regionally Significant Roadway Segments Based on Modified ITS Scoring .......................................................................................................................................... 81 Table 12– Final ITS Master Plan Priority List ............................................................................... 83 Table 13 – Traffic Signal Vehicle Detection Installation Cost ................................................... 100 Table 14 – Traffic Signal Vehicle Detection Annual Maintenance Cost ................................... 101 Table 15 – Transit Cost Estimate ................................................................................................ 118 Table 16 – 511 Plug‐in Estimates ............................................................................................... 120 Table 17 – Necessary Staffing for Adequate O&M in Brevard County .................................... 121 Table 18 – Overall ITS Master Plan Cost .................................................................................... 122
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List of Acronyms AADT .................................................................................................................. Average Annual Daily Traffic AAM .................................................................................................................. Active Arterial Management AAPA ............................................................................................. American Association of Port Authorities ADMS ............................................................................................................ Arterial Dynamic Message Sign AERIS .................................................... Applications for the Environment Real‐Time Information Synthesis APC ..................................................................................................................... Automatic Passenger Count ATCS ............................................................................................................. Adaptive Traffic Control System ATMS ................................................................................................ Advanced Traffic Management System AVL ...................................................................................................................... Automatic Vehicle Location BTI ...................................................................................................................................... Buffer Time Index CARS ............................................................................................................ Crash Analysis Reporting System CCAFS ......................................................................................................... Cape Canaveral Air Force Station CCTV ........................................................................................................................ Closed Circuit Television CEI .......................................................................................................... Construction Engineering Inspector CFRPM ............................................................................................ Central Florida Regional Planning Model CIP .................................................................................................................. Capital Improvement Program CMS ............................................................................................................ Congestion Management System ConOps ........................................................................................................................ Concept of Operations DASH ................................................................................................................ Daytona Area Smart Highway DMS ............................................................................................................................ Dynamic Message Sign EMD .................................................................................................... Emergency Management Department EOC ................................................................................................................. Emergency Operations Center EPA ............................................................................................................ Environmental Protection Agency EVP ............................................................................................................... Emergency Vehicle Preemption FDOT ................................................................................................... Florida Department of Transportation FHWA ......................................................................................................... Federal Highway Administration FLATIS ................................................................................... Florida Advanced Traveler Information System FRATIS .................................................................................. Freight Advanced Traveler Information System FTE .................................................................................................................... Florida’s Turnpike Enterprise FY .................................................................................................................................................... Fiscal Year GPS ....................................................................................................................... Global Positioning System GDOT ................................................................................................. Georgia Department of Transportation HAR .......................................................................................................................... Highway Advisory Radio HOT ................................................................................................................................ High‐Occupancy Toll HOV ............................................................................................................................. High‐Occupancy Lanes ICM ............................................................................................................ Integrated Corridor Management ITS .............................................................................................................Intelligent Transportation Systems ITSFM .................................................................... Intelligent Transportation Systems Facility Management JPA ................................................................................................................... Joint Participation Agreement
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KSC .................................................................................................................. John F. Kennedy Space Center LEHD ................................................................................. Longitudinal Employment and Housing Dynamics LRTP .............................................................................................................. Long Range Transportation Plan MAV ............................................................................................................... Maximum Acceptable Volume MLB ............................................................................................................. Melbourne International Airport MOU ............................................................................................................ Memorandum of Understanding MUTCD…………………………………………………………………………………..Manual on Uniform Traffic Control Devices MVDS .................................................................................................. Microwave Vehicle Detection System NFTPO .......................................................................... North Florida Transportation Planning Organization OOCEA .................................................................................. Orlando‐Orange County Expressway Authority RISC ...............................................................................................................Rapid Incident Scene Clearance RTMC .................................................................................................... Regional Traffic Management Center RTOP ..................................................................................................... Regional Traffic Operations Program RWIS ........................................................................................................ Road Weather Information System SCAT ........................................................................................................................ Space Coast Area Transit SCTPO ............................................................................. Space Coast Transportation Planning Organization SEMP……………………………………………………………………………………………Systems Engineering Management Plan SHSP ................................................................................................................ Strategic Highway Safety Plan SIS ...................................................................................................................... Strategic Intermodal System SOG ............................................................................................................... Standard Operating Guidelines SOS ................................................................................................................................... State of the System TAZ ................................................................................................................................. Traffic Analysis Zone TIM ................................................................................................................... Traffic Incident Management TIP ..................................................................................................... Transportation Improvement Program TMC .................................................................................................................... Traffic Management Center TSM&O ......................................................................... Transportation Systems Management & Operations TSP ................................................................................................................................. Transit Signal Priority TTI ........................................................................................................................................Travel Time Index TTS .................................................................................................................................... Travel Time System V2I ............................................................................................................................ Vehicle to Infrastructure V2V ..................................................................................................................................... Vehicle to Vehicle V/C ................................................................................................................................... Volume to Capacity VFN ............................................................................................................................ Virtual Freight Network VHD ............................................................................................................................. Vehicle Hours of Delay VMT ............................................................................................................................. Vehicle Miles of Travel
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1. Executive Summary 1.1.
Background
Over 500,000 people live within Brevard County and many of these individuals commute to and from work, shopping centers, restaurants, and other businesses on a daily basis. As is the case throughout the country, the majority of these commutes are made in automobiles, which means that the local roadways are frequently inundated with vehicles. This heavy traffic volume leads to congestion, stalled vehicles and traffic crashes, which further decrease the capacity of the roadway. Intelligent Transportation System (ITS) is an integral part of providing innovative services, which help alleviate traffic congestion on local roadways and provides traffic information to motorists in Brevard County while also incorporating intermodal aspects of transportation. As the associated areas collectively known as the “Space Coast” continue to expand, so does the demand for an advanced and modern transportation network to meet the increasing levels of congestion. The old method of “scrape it and pave it” is making way for a more cost efficient method of meeting increasing traffic demands by turning to technology. ITS have proven to provide unmatched service to freeway management agencies within Florida, saving the state, and its residents, millions of dollars annually in terms of delay reduction, fuel consumption, gas emissions, and safety benefits. Today these same principles are working their way to key arterials, in what is being called “Active Arterial Management” (AAM) in order to provide a fair and balanced transportation network for all commuters. The AAM and ITS systems are part of what is called the Transportation System Management and Operations (TSM&O) program. Federal Highway Administration (FHWA) has been promoting the approach of using TSM&O to improve the overall performance of the transportation network (Freeway and Arterial). TSM&O is a performance driven approach for solving traffic related problems and minimizing congestion through the utilization of ITS, signal system control, and other management and operational strategies to locate and minimize the causes of delays in real‐time. The objective of the TSM&O program is to improve the efficiency of the existing transportation network through performance monitoring and coordinating freeway and arterial management strategies, such as incident management. The TSM&O Program also considers future technologies and the importance of improving the overall efficiency of the transportation network. TSM&O principles were used throughout the development of this ITS Master Plan.
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According to the 2012 Urban Mobility Report, nationwide in 2011 congestion caused urban motorist’s approximately 5.5 billion hours of extra travel time more than needed, resulting in extra fuel consumption of over $2.9 billion a year, which translates into a congestion cost of $121 billion annually. In Brevard County, as described in the to 2035 Space Coast Transportation Planning organization (SCTPO) Long Range Transportation Plan (LRTP), the congestion is expected to exponentially increase over years; going from a Vehicle Hours of Delay (VHD) of 5 minutes to 50 minutes per person, a 10 times increase by the year of 2035, if congestion strategies are not improved/implemented. This document, SCTPO ITS Master Plan, provides the framework for determining the region’s future ITS needs. The Space Coast TPO is the primary member and supporter of this initiative. This ITS Master Plan formulates a strategy for the development and maintenance of Brevard County’s ITS network; incorporates various methodologies in conformance with national, statewide, and regional architecture; and aids in the formation of a sound basis for design, plans, specifications, estimates, operations and maintenance to phase implementation for the potential ITS projects.
1.2.
Identifying Causes of Congestion
To identify the causes of congestion, stakeholders (see Table 1) were contacted and interviewed and collectively provided regional input. The Space Coast area has identified operations and maintenance gap as the most critical concern in the arterial network. Currently, the arterial network is maintained and operated by four different agencies and the lack of consistency in the level of service as well as a lack of uniform performance measurement throughout the region is identified as the primary cause of congestion. AAM, a concept developed by the statewide TSM&O Program seeks to optimize the arterial network through performance based operations and maintenance initiatives. In the Statewide Active Arterial Management Needs Plan, conducted in 20131, it was also noted that the funding deficiencies are the significant contributing causes of congestion. Space Coast TPO
City of Cocoa Beach
City of Satellite Beach
City of Melbourne City of Palm Bay
City of Cape Canaveral Space Coast Area Transit
FDOT – District 5 Brevard Public Schools
NASA / Kennedy Space Coast (KSC)
City of West Melbourne
City of Cocoa
Brevard County Traffic Operations
Canaveral Port Authority
City of Rockledge
Brevard County Public Works
City of Titusville
Patrick Air Force Base
Table 1 – Stakeholder Agencies
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Statewide Active Arterial Management Needs Plan, Renata Caetano, PE and Dale Cody, PE, PTOE, 2013.
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1.3.
Solutions and Recommendations
The primary recommendation is to introduce dedicated funding for the operations and maintenance of the arterial network, as well as provide capital improvements to allow for better management of the arterial network. In order to successfully implement, operate, and maintain the ITS Master Plan in Brevard County, a regional consortium is proposed to provide structure and decision making for the ITS Master Plan. The proposed consortium structure would establish a regional partnership between local agencies with the ultimate goal of safety and mobility on the Brevard County roadway network. The stakeholders would establish and agree to the roles and responsibilities of each agency, including data information exchange, permissions and requirements in order to support an integrated operations center. The proposed structure is displayed in Figure 1 below and a detailed description of the overall consortium is described on Section 10of this report.
Figure 1 – Proposed Regional Consortium Structure
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1.4.
Current Cost to Travelling Public
Unfortunately, a lack of resources for maintenance and operations has resulted in a cost to the traveling public. In addition, numerous arterials would benefit from the use of ITS elements that have not yet been installed. The lack of this technology also results in a cost to the traveling public. These costs are referred to as opportunity costs; a projected amount of money that the travelling public is expected to pay should improvements not be implemented. Overall, the total opportunity costs of not implementing the solutions identified in this document, to the Space Coast residents, is estimated at $90 Million a year.
1.5.
Cost of Solution
As a part of this ITS Master Plan, a high‐level cost analysis was completed to determine the next 10 years operations and maintenance funding required to properly manage the arterial network. Future capital improvements were also considered as the Space Coast Area continues to grow. The overall costs that were captured in this analysis include: Capital Improvements, Operations and Maintenance, and Lifecycle Replacement. The calculated cost of a 10 year plan is estimated at $118,500,000. A detailed breakdown of the cost can be found later in this report.
1.6.
Benefit to Cost Ratio A Benefit/Cost ratio is a measure to determine the viability of any effort when utilizing public funding. It quantifies the public benefit received for every public dollar spent. Therefore, any value greater than one, indicates a value to the public. The corresponding benefit/cost for Brevard County is the ratio of the total opportunity cost and the cost to implement the ITS Master Plan. The benefit/cost ratio based on a 10 year plan is: 8.08:1.
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1.7.
Overall Benefits
In an era of decreasing budgets and limited resources, FDOT and local agencies have recognized that not only a monetary benefit is important but also the opportunity to improve congestion and safety on arterial roads by leveraging their strengths and their needs for partnership. As some roadways have already reached their capacity, management of congestion also provides additional benefits and safety to the public. Some of the benefits of ITS are:
Reduce delays for travelers Improve travel time reliability Reduce costs of delay to freight and transit Improve real‐time management of incidents, events, or work zones Improve safety based on less stops and reduced secondary crashes Fuel Savings Improved environmental factors (reduction of air pollutants)
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2. ITS Visions, Goals & Objectives Before the development of the ITS Master Plan, vision, goals, and objectives should be established in order to guide the Steering Committee and project team. Performance measures should also be defined in order to track progress towards the goals and objectives established for the ITS Master Plan. The success of the ITS Master Plan will be in the implementation of ITS projects and achievement of established performance measures. The goals, objectives, and performance measures identified in this section will help set the foundation for future success.
2.1.
ITS Master Plan Vision
Before establishing goals and objectives for the ITS Master Plan, a clear vision statement should be defined. Vision statements from the SCTPO, Brevard County, the Florida Department of Transportation (FDOT) ITS Program, and the FDOT TSM&O Program, presented below, were reviewed to help the project team develop a SCTPO ITS Vision statement.
SCTPO Vision Statement: o “To become the benchmark planning forum trusted for its leadership and respected for its integrity and inclusiveness in developing and implementing transportation projects and programs that enrich Brevard County.”
Brevard County Vision Statement: o “A community which excels and is recognized for: Providing for the health, safety, education and social needs of our community; Protecting the environment and conserving our valuable natural resources; Building a diverse, strong economic base with the needed infrastructure to support a quality lifestyle; Creating cooperative partnerships between the government, business, community organizations and our residents; and Maximizing performance and communication to provide excellent service to our customers.”
FDOT ITS Vision Statement: o “Be the national leader in ITS by promoting multi‐jurisdictional coordination for the provision of an efficient, secure, reliable, and safe transportation system.”
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FDOT TSM&O Vision Statement: o “To operate our transportation system at the highest level of cost effective performance.” After review of the above visions statements, the project team created the following SCTPO ITS Vision statement:
Accessibility, reliability, and safety should be at the forefront of any project, and the ITS Master Plan is no exception. The existing Space Coast transportation system can be built upon and improved to increase these three main themes within Brevard County. Automobile users are considered the primary benefactor of ITS projects but the ITS Master Plan will also include multi‐modal elements, most of which will specifically target Space Coast Area Transit (SCAT) and its users. This Vision was presented and accepted by the SCTPO at the ITS Master Plan Kick‐Off Meeting on February 18, 2014. The draft SCTPO ITS Vision statement was presented at the first Steering Committee meeting in order to obtain input and feedback. The ITS Vision statement was accepted by the Steering Committee and used as the guiding principle for the ITS Master Plan.
2.2.
Goals Relating to the ITS Master Plan
In order to fully realize the ITS Vision and provide a guiding framework for developing the ITS Master Plan, the 2035 Long Range Transportation Plan (LRTP) was reviewed to determine how ITS strategies could support the primary goals outlined in the LRTP. The four primary goals of the LRTP are: 1. Improve Economic Vitality through Better Access and Intermodal Connectivity for People and Goods: Implementation of an ITS Master Plan for Brevard County can have a variety of direct and indirect impacts on the economic vitality of the region. One of the ways this can be done is through improved access and connectivity to Brevard County’s strategic intermodal hubs resulting from various ITS strategies. These ITS strategies include the addition of active arterial traffic management, improved signal timings/signal coordination, and improved real‐time congestion management strategies.
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2. Improve the Safety and Security of the Transportation System: The safety and security of the transportation system can be enhanced by improving the ITS infrastructure throughout the region. The use of video surveillance, the reduction in average emergency response times, and the reduction of evacuation clearance times can be achievable through ITS infrastructure enhancements. 3. Improve Mobility through Effective Management and Operations of the Transportation System: ITS infrastructure improvements are one of the key drivers for improved mobility throughout Brevard County’s transportation system. ITS strategies such as Dynamic Message Signs (DMS), improved signal timings/signal coordination, Transit Signal Priority (TSP), active arterial traffic management, travel time reliability measurement methods, and improved emergency response procedures can greatly enhance mobility by improving total travel time, travel time reliability, and ease of access. 4. Improve Sustainability and Livability: ITS infrastructure has the ability to significantly impact total hours of delay on the arterial transportation system. ITS can also enhance transit operations and patron information resulting in increased ridership with the added byproduct of fewer cars. With improved ITS infrastructure, greenhouse gas emissions will be reduced, improving sustainability and livability in the region. ITS improvements outlined in Goals 1 through 3 will also support overall sustainability and quality of life in Brevard County.
2.3.
Objectives Relating to the ITS Master Plan
After ITS strategies supporting the four LRTP goals were identified, the objectives for these goals were reviewed to determine specific ITS elements which could be reported and measured. These objectives are separated into primary, objectives directly supported by ITS strategies, and secondary, objectives supported by an ITS strategy applied for a primary objective. In addition, a performance measure has been identified for each LRTP objective as a starting point for quantifying the goal the objective is targeting. ITS related performance measures have been generated based on the measures outlined for the primary and secondary objectives discussed in this section. The SCTPO will rely on the following
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performance measures and targets to evaluate progress towards achieving the ITS Master Plan goals and ultimately the goals of the LRTP. To strive for consistency of measurements over time, the SCTPO will set a current baseline data point for each performance measure. Once the baseline is established, the SCTPO can update the performance measures and track progress as a part of the State of the System (SOS) Report. 2.3.1 Primary Objectives The primary LRTP objectives and corresponding performance measures applicable to the ITS Master Plan are discussed below: Objective 2.3 – Increase the number of roadway miles under surveillance by 50% Measure: 2.3.1 – Number of roadway miles under surveillance ITS Performance Measure: The total number of Brevard County non‐limited access facility roadway miles under surveillance should be used to measure this objective. Based on the 2035 LRTP, this data has yet to be collected. Approximately 40 total miles of surveillance were installed as a part of the FDOT Daytona Area Smart Highway (DASH) projects, 30 to 35 miles of which are in Brevard County. The Brevard County ITS plan, the FDOT 511 website, and other Brevard County agency resources can be used to determine the baseline conditions for this measure. These resources, in addition to meetings with various Brevard County area stakeholders, will provide an accurate baseline number to be compared to future conditions. Objective 3.1 – Reduce system wide delay for cars, trucks, and transit Measure 3.1.1 – Vehicle hours of delay (VHD) on the system. ITS Performance Measure: Average VHD per person per day is used to measure progress towards objective 3.1 in the 2035 SCTPO LRTP. In 2011, total delay per person on the system was nine minutes. Based on projected population and traffic volumes in 2035, the anticipated target delay is 15 minutes (0.25 hours) per person. This
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statistic should be used to measure the possible impact future ITS improvements have on delay conditions in Brevard County. Those corridors having the highest delay can be identified for future ITS improvements. Examples of other jurisdictions having implemented programs aimed at reducing delay include the following:
The Georgia Department of Transportation (GDOT) Regional Traffic Operations Program (RTOP) reported the following after just 16 months (reference GDOT RTOP ConOps): o Reduced number of stops by 8.3%; o Traffic Volume Increased by 9%; o Eliminated 1.4 million hours of delay; o Reduced stopped time delay by 12%; and o Saved 700,000 gallons of fuel.
Los Angeles reportedly synchronized all of their signals and reported a city wide average speed increase of 16% and major intersection delay decrease of 12%.
The AAM oriented FDOT Statewide Needs Plan estimated the following: o Average reduced delay due to adequate and sufficient signal retiming of 8% annually; o Average reduced delay of 3% annually due to the implementation of Adaptive Traffic Control Systems (ATCS); and o Average incident reduction of 20‐25% during incidents. Objective 3.2 – Reduce corridor delay for cars, trucks, and transit with traffic management Measure 3.2.1 – Percent of corridors actively monitored or managed ITS Performance Measure: The number of corridors actively monitored and/or managed (in lane‐miles) is used to measure objective 3.2 in the 2035 SCTPO LRTP. In 2011, the total amount of actively monitored/managed corridor miles on the system was 10 lane‐ miles. In 2035, the anticipated target is 240 lane‐miles. This statistic should be used to measure the breadth of ITS implementation in the Brevard County area.
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Objective 3.3 – Improve reliability and predictability of travel Measure 3.3.1 – Variability of travel time on priority corridors Performance Measure: Based on the 2035 LRTP, this data is yet to be collected. Various methods are used across the country to measure travel time reliability, most of which require ITS infrastructure (i.e. continuous vehicle speed data collection). Travel time reliability/predictability can also be measured using the following annual data that is more accessible based on current ITS conditions in Brevard County:
Average
incident response time (coordinate with local fire and police services, see also secondary Measure 2.2.1);
Miles of actively monitored/managed lanes (see also primary Measure 3.2.1); Miles and average duration of lane closures; Weather, special events; and Crashes per lane mile (collected as part of Annual Countywide Safety Report).
It is recommended the SCTPO work with local Brevard County agencies to implement the regular collection of one or more of the data sources above. Objective 3.4 – Improve real time transit management Measure 3.4.1 – Percent of transit routes with real time monitoring or management ITS Performance Measure: Currently there are no transit routes in Brevard County with real‐time monitoring or management. However, as real‐time transit management methods are added, progress toward achieving this objective can be measured by calculating the percentage of transit routes which have incorporated real time monitoring methods. The SCTPO should coordinate with SCAT to obtain this data as time progresses. Objective 3.5 – Improve real time traffic and transit information Measure 3.5.1 – Percent of travelers with access to real time traffic/transit information ITS Performance Measure: It is suggested the SCTPO conduct a traveler survey (vehicle and transit users) to determine what percentage of travelers currently have access to traffic and transit information. This traffic and transit information includes parking 11
availability information, DMS, next bus technology, and real‐time congestion information, among other information. After ITS improvements are made, a traveler survey should be conducted to determine progress toward this objective. 2.3.2 Secondary Objectives The secondary objectives and corresponding performance measures applicable to the ITS Master Plan are discussed below: Objective 1.4 – Maintain the connectivity of intermodal hubs (seaport, airport, spaceport, transit and rail stations) Measure 1.4.1 – VHD on the system. ITS Performance Measure: Not unlike Measure 3.1.1, VHD per person can be used to measure progress towards objective 1.4 in the 2035 SCTPO LRTP. When trying to maintain connectivity to the intermodal hubs, tracking delay of freight movement into and out of the intermodal hubs should be a focus. Port Canaveral, one of the largest ports in Florida, serves as both an import/export port along with a thriving cruise industry. Minimizing delay along FDOT maintained Strategic Intermodal System (SIS) facilities will enhance freight movement and get cruise passengers to the Port more efficiently. Coordination of ITS improvements along SIS facilities will need to take place with the FDOT. Delay on the system can also impact transit and high demand corridors which may connect to intermodal hubs. ITS strategies such as Automatic Vehicle Location (AVL) and TSP will help improve transit flows, making the intermodal hubs more accessible. As with Measure 3.1.1, the anticipated target delay of 15 minutes per person should be used to measure the possible impact future ITS improvements have on delay conditions near and around the intermodal hubs.
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Objective 2.2 – Reduce average response times by 10% for each priority crash type (aggressive driving, intersection crashes, vulnerable road users and lane departures)
Measure 2.2.1 – Average crash response and clearance times by crash type ITS Performance Measure: Based on the 2035 LRTP, this data is yet to be collected. An effort should be taken by the SCTPO to coordinate with Brevard County emergency response departments to obtain information on average response times seen for aggressive driving crashes, intersection crashes, vulnerable road user (bicycle and pedestrian) crashes, and lane departure crashes. Average response times can be obtained to establish a baseline (existing) condition to compare future average response and clearance times after ITS strategies have been implemented.
Objective 2.7 – Improve ability to evacuate during an emergency event with reduced clearance times and increased capacity during evacuations. Measure 2.7.1 – Evacuation clearance times ITS Performance Measure: Based on the 2035 LRTP, this data is yet to be collected. An effort should be taken by the SCTPO to coordinate with Brevard County emergency service agencies to determine this statistic along critical evacuation routes, as identified in the SOS Report. Any recorded data from previous evacuation emergency events should be reviewed to determine a baseline condition. After ITS strategies are implemented, evacuation clearance times should be measured to quantify the potential impact ITS improvements have had on evacuating the County. Measure 2.7.2 – Evacuation roadway capacity ITS Performance Measure: Evacuation roadway capacity should also be used to measure the possible impact future ITS improvements can have on the ability to evacuate residents in Brevard County. Using FDOT Quality/Level of Service criteria, evacuation routes should be analyzed to determine generalized, planning‐level evacuation capacity (and capacity deficiencies) in the baseline (current) and future year conditions. As part of this analysis, lane reversal of evacuation roadways should be reviewed.
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Objective 4.1 – Reduce greenhouse gas emissions Measure 4.1.2 – Per capita greenhouse gas emissions from mobile sources and vehicle miles of travel (VMT) per person ITS Performance Measure: The two methods of measurement outlined by the 2035 LRTP to quantify reductions in greenhouse gas emissions are per capita greenhouse gas emissions from mobile sources and VMT per person. When corridor ITS improvements are made, the number of vehicle stop‐starts is decreased, resulting in decreased carbon emissions along the corridor. The National Emissions Inventory (collected by the Environmental Protection Agency [EPA]) aggregates carbon monoxide emissions (from mobile sources) data on a county‐by‐county basis. This data can be used to compare the baseline (2011) condition of 89,373 tons of total carbon monoxide emissions to future year conditions after ITS improvements are made.
REDUCE!
Vehicles miles of travel per person should also be used to measure the possible impact future ITS improvements can have on reducing greenhouse gas emissions in Brevard County. This data can be calculated from the annual SOS Report.
2.4.
Summary of Goals, Objectives, and Performance Measures
Figure 2 on the following page summarizes the goals, objectives, and performance measures established for the ITS Master Plan.
14
GOALS 1. Improve Economic Vitality
2. Improve Safety and Security of System
OBJECTIVES
MEASURES
1.4 Maintain connectivity of intermodal hubs (seaport, airport, spaceport, transit and rail stations)
1.4.1 Vehicle hours of delay on the system
2.2 Reduce average response time by 10% for each priority crash type
2.2.1 Average crash response and clearance times by crash type
2.3 Increase roadway miles under surveillance by 50%
2.3.1 Number of roadway miles under surveillance
2.7 Improve ability to evacuate during an emergency event with reduced clearance times and increased capacity during evacuations
3. Improve Mobility through Management and Operations
4. Improve Sustainability and Livability
2.7.1 Evacuation clearance times
2.7.2 Evacuation roadway capacity
3.1 Reduce system wide delay for cars, trucks, and transit
3.1.1 Vehicle hours of delay on the system
3.2 Reduce corridor delay for cars, trucks, and transit with traffic management
3.2.1 Percent of corridors actively monitored or managed
3.3 Improve reliability and predictability of travel
3.3.1 Variability of travel time on priority corridors
3.4 Improve real time transit management
3.4.1 Percent of transit routes with real time monitoring or management
3.5 Improve real time traffic and transit information
3.5.1 Percent of travelers with access to real time traffic/transit information
4.1 Reduce greenhouse gas emissions
4.1.2 Per capita greenhouse gas emissions from mobile sources and vehicle miles of travel per person
Figure 2 – ITS Master Plan Goals, Objectives, and Performance Measures 15
3. Existing Conditions The transportation network within Brevard County contains thousands of miles of roadways including limited access highways, and arterials. The various dispersed attractions in the area in combination with the physical layout of the region contribute to the need to use ITS related solutions to resolve current and future traffic related issues. Multiple agencies including the FDOT, SCTPO, Brevard County, and local municipalities collect and analyze available data to determine the success rate of their networks and identify areas in need of improvement. Before developing the ITS Master Plan it is important to understand and document existing conditions and infrastructure to form a foundation to build off of. By compiling information pertinent to the ITS vision, objectives, and goals from all involved agencies and municipalities, it allows the plan to take shape and magnitude in a direction most beneficial to those involved. The following subsections detail the present conditions and infrastructure within Brevard County to be considered in the development of the ITS Master Plan.
3.1.
2013 State of the System (SOS) Review
The SCTPO evaluates the state of its transportation system each year along the SOS roadway network, which includes the Florida Strategic Intermodal System (SIS), Regional Roads (major arterials of regional significance) and Non‐Regional Roads (other state roads and local arterials and collectors) as illustrated in Figure 3. This information is documented in the annual SOS report covering a synthesis of current conditions and trends of the County’s multimodal transportation facilities. The SCTPO uses the SOS to understand if current transportation programs and priorities are effective at targeting facilities needing attention, and if these programs are aligned with the goals and objectives of the SCTPO. As such, information from the report is also used as a basis for decisions on future funding priorities. The SOS Report is a key component of the SCTPO’s Congestion Management System (CMS):
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“The SOS Report provides a key link between the LRTP, immediate and shorter‐term strategies in the transportation improvement program (TIP), and the capital improvement programming (CIP) process of respective jurisdictions. The SOS report provides a benchmark for the SCTPO and various decision‐makers to identify new and/or confirm existing transportation priorities with the TIP and various CIPs, and verify if the overall programs are aligned with Countywide and LRTP goals and objectives. Priority corridor segments resulting from the SOS Report are considered top candidates for action within the SCTPO’s funding availability. Action steps can range from conducting more detailed evaluations of corridors to implementing capital and operational changes.” Because the SOS is a critical component to the overall goals and objectives of the SCTPO, it was reviewed for data applicable to the ITS Master Plan. Information regarding top employment sites, park and ride facilities, intermodal facilities, and evacuation routes was deemed to be directly applicable to the ITS goals and objectives outlined in Section 2: ITS Vision, Goals, and Objectives. Using this data, corridors where ITS improvements would prove to be most beneficial were identified. The remainder of this section summarizes the 2013 SOS data for the four metrics noted above.
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Legend SIS Regional Non-Regional
Figure 3 - SOS Roadway Network
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3.1.1 Top Employment Sites As a part of the SOS report, employment centers are mapped to identify corridors having the potential to generate the highest amount of daily commuter trips. Typically, corridors with the highest number of employment centers have the most reoccurring congestion. As a part of the ITS Master Plan goals and objectives, reducing system and corridor wide delay for transit, automobiles, and trucks, while also improving reliability, is a priority. Identifying the corridors serving the most daily commuters, for both transit and automobile modes, can help focus the ITS strategies and improvements. 3.1.2 Access to Jobs via Roadway Network The level of access provided by our transportation infrastructure to employment opportunities is a key concern not only of the SCTPO, but also of the State, the County, and all of our partner municipalities. In today’s economic reality, it is imperative that transportation dollars target facilities that provide access to the highest level of employment opportunities. The top 20 employment sites throughout the County were identified using the U.S. Bureau of Census Longitudinal Employment and Housing Dynamics (LEHD) database. Top employment sites shown in Figure 4 indicate census blocks with the highest aggregate total number of jobs. The Central Florida Regional Planning Model (CFRPM) was then used to run 15‐minute drive times (free flow) from each employment location. The roadway facilities that can be used within this 15‐minute drive shed were selected and mapped.2 Figure 4 illustrates the streets captured within this 15‐minute framework. Streets utilized to access a higher number of top employment traffic analysis zones (TAZs) are shown as purple and those used to access fewer are displayed as light blue. The optimal performance of these facilities, in terms of vehicular, transit, and pedestrian and bicycling levels of service can help provide optimum accessibility to the most employment destinations within the County.
2
To perform this task, the TAZs with the top 10 highest levels employment populations were identified. The 2005 base year CFRPM 5.0 model was run to derive the shortest path TAZ travel time matrix using free flow speed, using the shortest path travel times between each TAZ pair as determined by the travel time matrix. A Cube script was then written to find the surrounding TAZ locations which would have 15‐minute or less travel time to each employment site TAZ. Streets within this 15‐minute TAZ framework were identified as those providing the highest level of access to the top 10 employment TAZs.
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Legend Number of Employment Centers Within 15 Minutes
1 2 3
4 5 6
7 8 9
Blocks with Highest Aggregate ^ Census _ Number of Jobs
10 11 12
Figure 4 - Access to Top Employment Sites
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The top employment centers in 2013 are not the same as they were in 2012. While the major employment areas have remained inland, there has been a continued shift towards Melbourne, with only three of the top 20 employment centers located in the northern half of the County (two located near Titusville and the other is the Kennedy Space Center). Because of this shift, and the resulting increased concentration of employment, roadways with access to those jobs have also become more concentrated. Access to Jobs via Transit Transit services are available on most corridors that are highly accessible to jobs. As shown below, recent research has discovered younger people are more likely to utilize multimodal commuting options, indicating that connecting major employment centers with transit may help the region be more competitive. Additional corridors needing transit service are Woody Burke Drive between Hibiscus Boulevard and NASA Boulevard, Wickham Road north from US 192 to Ellis Road/NASA Boulevard, John Rhodes Boulevard from US 192 to Eau Gallie Boulevard, and SR 518/Eau Gallie Boulevard from Sarno Road to Wickham Road. 3.1.2.1
Figure 5 – Population Making Effort to Drive Less3
3
Source: “Demographics Reversal: Cities Thrive, Suburbs Sputter” June 29, 2012 http://www.brookings.edu/research/opinions/2012/06/29‐cities‐suburbs‐frey (retrieved on August 6, 2012)
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3.1.3 Park and Ride Facilities Park and ride facilities are critical locations in the transit network. The accessibility to these facilities, both by automobiles to/from their homes and transit to/from the route, is critical to the success of the park and ride system. The facility should be the starting point for any transit related ITS improvements. SCAT partners with local transportation management associations, the FDOT, and local jurisdictions to coordinate their bus routes to stop at the County’s park and ride lots. These lots include:
Viera Park & Ride Lot (on Porada Drive, Near Stadium Parkway and Viera Boulevard) – Designated bus stop for Route 1 and includes 48 parking spaces
Eau Gallie Park & Ride Lot (Exit 183, West of I‐95 on Eau Gallie Boulevard) – No designated bus service, this is strictly for vanpool/carpool users; has 128 parking spaces, including spaces designated for vanpool parking
Palm Bay Park & Ride Lot (Emerson Drive, West of Minton Road) – Designated bus stop for Route 23 and includes 105 parking spaces.
3.1.4 Intermodal Facilities Port Canaveral, Melbourne International Airport (MLB), and John F. Kennedy Space Center (KSC) are the three intermodal facilities located within Brevard County. Movement of people and freight into and out of these facilities is a key component to the economy of the County. Because these people and goods are dependent on the reliability of the roadway network surrounding the intermodal hubs, ITS strategies can be implemented to improve travel time and travel time reliability as well as access along critical intermodal facility corridors. Freight movement, especially around Port Canaveral and MLB, should be a primary focus along these corridors. Getting people to/from MLB and Port Canaveral in a safe and efficient way also helps stimulate and drive the economy. An evaluation of the freight traffic as well as seaport, airport, and spaceport activity is summarized in this section. Freight Traffic The Florida Legislature has designated all Interstates and many principle arterials throughout the state as either Strategic Intermodal System (SIS) facilities or SIS connectors because they are needed to connect to important intermodal facilities. Within Brevard County, the Regional roadway network is an important complement to the two SIS facilities, I‐95 and SR 528, because they provide a connection between local areas and the two major freeways. The amount of truck traffic on I‐95, SR 528 and the Regional roadway network serves as one indicator of freight and goods movement through the County. 3.1.4.1
The Annual Average Truck Traffic in Brevard County is calculated as the truck traffic weighted by lane‐miles of SIS and regional roadway segments. Table 2 displays the change in truck 22
Average Annual Daily Traffic (AADT) per year for the past five years (2008 through 2013). Figure 6 displays the 2013 truck AADT for the SOS roadway network. The truck traffic volume along regionally significant roadways has increased by 5% from 2012 to 2013. Other highlights of truck volumes include:
The five percent truck traffic decrease on I‐95 was the first decrease observed since 2009. While there was a decrease between 2012 and 2013, since 2010 the truck traffic along I‐95 has increased by 17 percent.
Truck traffic volume increased by six percent on SR 528. This is the first increase seen since before 2005.
Five percent increase in truck traffic on Regional roads. While this increase is not as large as in previous years, the increase may signify greater goods movement internal to the County as opposed to goods moving through it. Additionally, the reclassification of a few Regional roads likely had an effect on the overall truck traffic increase.
YEAR 2008 2009 2010 2011 2012 2013
I‐95
Volume 6,000 5,000 5,014 5,481 6,157 5,850
SR 528
% Change ‐24 ‐17 0 9 12 ‐5
Volume
REGIONAL ROADS
% Change
Volume 2,500 ‐22 1,400 2,400 ‐4 1,100 2,397 0 951 2,374 ‐1 917 2,300 ‐3 1,182 2,433 6 1,246 Table 2 – Truck Traffic Volumes (AADT) (2008 to 2013) 4
% Change 17 ‐21 ‐14 ‐4 29 5
4
Data Source: FDOT Annual Traffic Count Program, traffic counts collected from 2008 to 2013
23
Legend < 500 501 - 1,000 1,001 - 2,000 2,001 - 4,000 > 4,000
Data Source: Brevard County GIS, FDOT Annual Traffic Count Program
Figure 6 - 2013 Brevard County Truck AADT
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3.1.5 Airport Melbourne International Airport (MLB), Brevard County’s major airport, includes three runways, eight gates, seven jetways, and a 200,000 square‐foot terminal. The airport can accommodate 2 million travelers annually. MLB is also home to the Florida Tech Research Park which is occupied by aerospace and aviation technology companies, including three aircraft manufacturers. In 2012, the Brazilian aviation company Embraer unveiled plans to add a $24 million engineering center to its operations at the airport. This center is expected to employ 200 people with an average salary of $70,000, tapping into the talent pool left behind by the end of NASA’s Space Shuttle Program. MLB is the home to the only North American aircraft assembly facility and only global customer center for Embraer.5 MLB generates more than $1.1 billion annually in economic activity and employs more than 6,000 people who work daily at the airport. Enplanements fell by 1.67 percent in 2013 compared to 2012. This marks the first time enplanements have fallen since 2009, however there is still more activity than 2008 (see Figure below)
Figure 7 – MLB Total Passenger Enplanements (2008 to 2013) 6
5
MLB. “Embraer Announces New $24 Million Engineering Center at Melbourne International Airport” 21 March, 2012. http://www.mlbair.com/Default.aspx?tabid=142&Article=76
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3.1.6 Seaport Port Canaveral is one of the busiest ports in the country serving cruise, cargo, and naval functions. Florida Governor and Legislators funded $28 million for Port projects in 2013.7 As of the 2012 economic impact study, business activity generated $2 billion in activity and 17,000 jobs for the local community, up 73 percent in business revenue since the last economic impact analysis in 2009.8 While the Port grew rapidly over the past several years, 2013 was a plateau year. In response to this, the Port has taken advantage of the opportunity to set a new vision and direction. To do this, it has looked to the public, other agencies, and its customers in a new public involvement process. Some of the goals include public input for a Comprehensive Port Master Plan; physical growth in cruise and cargo infrastructure; a wider, deeper channel; the start of Cove hotel and retail development; contracts with existing and new home ported cruise lines; a completed new cruise terminal; and a functioning and utilized container facility. Passenger Cruise Activity In 2013, Port Canaveral’s multi‐day passenger embarkations remained relatively stable, with a one percent decrease. This was the smallest decrease in the state, and only Port Miami saw an increase (see Figure 8). Port Canaveral is second, only to Miami, among the world’s busiest cruise ports.9 The Port has seven existing cruise terminals, two planned cruise terminals, and seven year‐round cruise ships, making it the largest year‐round fleet in the state.10 In 2013, Port Miami, Port Canaveral, and Port Everglades once again occupied the top three positions as busiest in port activity, with Port Canaveral surpassing Port Everglades in Fort 3.1.6.1
6
Data Source: Federal Aviation Administration passenger and cargo data extracted from the Air Carrier Activity Information System. Passenger boarding and all‐cargo data is collected for a full calendar year and released in October the following year. Data for this year’s SOS report reflects calendar year statistics.
7
Port Canaveral. “2014 Report/Directory.” 2014. http://www.portcanaveral.com/general/10155%20Port%20Report%20lr.pdf 8 Port Canaveral. “Port Canaveral Generates $2 Billion in Community Impact” 25 April, 2012. http://www.portcanaveral.com/general/news/releases/04252013.php 9 Port Canaveral. “Port Canaveral 2014 Report/Directory” 2014. http://www.portcanaveral.com/general/10155%20Port%20Report%20lr.pdf 10 FDOT. “Florida’s Cruise Industry: A Statewide Perspective.” 11 December, 2013.
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Lauderdale (see Table 3). Port Canaveral is investing a significant amount of money into cruise‐ based tourism. Over the next 10‐15 years, the Port plans to build four more terminals and the first project began construction in January 2014. Several weeks after Port Canaveral welcomed Royal Caribbean’s Enchantment of the Seas in April 2013, the company announced it would base a third ship, Explorer of the Seas at Port Canaveral. In addition, the Norwegian Breakaway, first of a new vessel class for Norwegian Cruise Line, began weekly calls at Port Canaveral in October 2013. In 2013, 30 percent of the State’s cruise passenger departures were from Port Canaveral, just shy of the 31 percent in 2012.
Figure 8 – Port Canaveral Total Annual Cruise Passengers (2008 to 2013) 11 2008
2009
2010
2011
2012
2013
2012 TO 2013 CHANGE (%)
Port Canaveral
2,455
2,468
2,723
3,101
3,761
3,718
‐1
Miami
4,138
4,110
4,145
4,018
3,774
4,079
8
Port Everglades
3,228
3,140
3,674
3,953
3,757
3,601
‐4
Tampa
768
803
807
876
974
854
‐12
Jacksonville
76
185
174
189
195
185
‐5
10,665
10,706
11,523
12,137
12,461
10,827
0
PORT
State Total
12
Table 3 – Cruise Passengers by Departure Port (2008 to 2013) 11
Data Source: Port Canaveral’s annual report, 2008‐2014.
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Eight DMS are installed along SR 528 between I‐95 and the area surrounding the port. Two of these signs (one eastbound and one westbound) on the mainland are operated by FDOT and could be used to coordinate an evacuation. The other six signs belong to the port and are used to update drivers on which cruise terminal (A or B) different cruise ships are docked as well as give information on the parks and campgrounds at the Port. It is unlikely that these six signs will be readily available in the event of an emergency evacuation. The FDOT currently operates these signs. Port Cargo Activity Port Canaveral cargo traffic comprises the smallest volume of all the ports in the State (see Table 4). In 2013, construction for the project to widen and deepen the channel to accommodate larger ships began. The wider and deeper Port will allow for more passengers and cargo to be brought into the Port and thus lead to bigger profits at the Port and the businesses around it. The project is expected to yield $11 for every dollar invested. Construction also continued on two new north‐side cargo piers and the Foreign Trade Zone 136 was expanded by 4,000 acres divided among three hubs in north, central, and south Brevard County. Additionally, Port Canaveral has identified a new goal of attracting containers in addition to bulk and break cargo. To support this, Governor Rick Scott announced asking legislators to approve $9.7 million for a new container terminal at Port Canaveral. The Port is also continuing to complete a $51 million project to complete two new deep‐water cargo berths and is working to develop on‐dock rail service. 3.1.6.2
Currently the Port has no connection to rail but with the widening and deepening of the Port and the completion of the Miami to Orlando high speed rail, future rail alternatives are 12
Data Source: Each Port’s respective annual report, 2008‐2014.
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expected to be evaluated. The KSC Master Plan considers a rail line connecting the Port to KSC. Additionally, Port Canaveral is currently studying barge to rail services in anticipation of the increased cargo to be serviced by the area. The Port continued to see a decline in cargo tonnage this year, although dropping by just one percent compared to last year. The change is relatively on par with the rest of the state, which saw almost no change in cargo tonnage. With the exception of 2011, the Port is still seeing higher tonnage numbers than it has in the past few years. The State’s focus on improving cargo capacity through the ports in the State, as well as the Port’s aforementioned cargo endeavors, are intended to increase cargo traffic at Port Canaveral. PORT Port Canaveral Port Manatee Port of Jacksonville Port of Miami Port Everglades Port of Tampa Total Cargo Tons
2008
2009
2010
2011
2012
2013
2011 TO 2012 CHANGE (%)
2,396 8,300
2,593 8,200
3,218 9,000
4,548 9,000
3,905 9,000
3,875 8,000
‐1 ‐11
8,397
7,282
8,044
8,128
8,237
8,179
‐1
7,430
6,831
7,389
8,282
8,108
7,981
‐2
24,227
21,504
21,640
22,088
22,116
22,452
2
42,613
37,810
36,956
34,263
33,908
34,910
3
93,363
84,220
86,247
86,309
85,274
85,397
0
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Table 4 – Waterborne Cargo Tonnage for Florida Ports 3.1.7 Port Tourism Amenities Port Canaveral has a unique location along one of the Nation’s most visited beach destinations. This unique location among other visitor/tourism‐oriented amenities makes the Port both an essential piece of an overall tourism area as well as a destination in itself. The Port currently has three parks, covered picnic pavilions, bike paths, boat‐launch ramps, an RV and tent campground, lifeguard‐protected ocean beach, and a fishing pier. The area also has a number of private marinas and boat charters, and the Port contains a waterfront dining and retail area known as The Cove. The Port is also an event venue that hosted kick‐off events for Super Boat International’s Grand Prix racing circuit and the Hot Rod Magazine Annual Power Tour. The Port Authority has been building on its existing assets to enhance the visitor experience and community‐oriented nature of the Port and to make it a destination in and of itself. In 2013, the new, seven story Exploration Tower was opened. The opening of this tower is the first step and the anchor of the redevelopment of The Cove. The first group to tour the tower was the attendees of the 2013 American Association of Port Authorities (AAPA) Annual Convention, 13
Data Source: Port Authorities Annual Status Reports. Port Manatee’s 2011 through 2013 data is estimated based on facts and figures on Port of Manatee's website: http://www.portmanatee.com/facts.aspx.
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which was hosted over five days at Port Canaveral. The Port accepted three communications awards for the Port magazine print and electronic editions. Community leaders and media were invited to a VIP ribbon‐cutting celebration shortly after, and a community celebration occurred later in the week. In addition to the completion of Exploration Tower, a new Cove Master Plan reflecting comments received in a public interaction campaign was approved in April 2013. The plan includes an active shopping street connecting Exploration Tower with a public waterfront park and also includes a local market and a boutique hotel. Transportation infrastructure to support this and to connect the Port back to the local commercial centers of Brevard’s communities could help generate significant local economic development activities. 3.1.8 Spaceport The SCTPO has the unique role of including space travel as a part of its transportation system planning. The KSC is a NASA installation, having been the launch site for every United States human space flight. As the world's only launch site for the space shuttle, KSC handled ground processing, launch, landing, and recovery of the shuttle for years. During shuttle launches, the Emergency Management Department (EMD) has worked with the local police departments and Orlando‐Orange County Expressway Authority (OOCEA) to clear congestion in the area, specifically along SR A1A and SR 528. Typically, it would take 8 to 10 hours to clear congestion after a shuttle launch but with interagency coordination, the congestion would clear in approximately two to three hours. As mentioned before, pertaining to Port Canaveral, the FDOT owned DMS could be used to provide information to travelers along SR 528. Since the conclusion of the Space Shuttle Program with the final launch of Shuttle Atlantis in July 2011, there are not any active U.S. space flights planned. The 30‐year‐old shuttle program had 135 missions. Today, KSC continues to manage and operate rocket launch facilities for the civilian space program from the Cape Canaveral Air Force Station (CCAFS). Future plans for the Center call for transitioning it to a government launch complex that allows commercial and government launches, instead of limiting it to a particular launch program. Boeing and NASA also finalized a contract to build a new, powerful rocket designed to launch humans and cargo to the moon, Mars, asteroids, and into deep space to further President Obama’s goal of sending men to Mars and beyond. The first unmanned test launch is scheduled to take place from KSC in 2017 with the first manned flight being launched in 2021. NASA is expected to confirm the
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budget and schedule soon.14 Additionally, the Space Center is still actively used as a major tourist attraction in Central Florida, acting as a showcase for the history of the Space Center and the space program. The SCTPO works collaboratively with Space Florida to develop plans and prioritize space transportation projects for state funding. Space Florida was created by the Florida Legislature in 2006 to coordinate all space‐related issues in Florida. In 2013, the SCTPO assisted in preparing a System Plan for all space‐related facilities and infrastructure in the State of Florida. The Florida Spaceport System Plan is the first statewide spaceport system plan to be developed in the United States and will strengthen Florida’s multi‐modal infrastructure for space transportation. The SCTPO also worked closely with Space Florida, KSC and CCAFS to develop the Cape Canaveral Spaceport Master Plan to identify current and future commercial, national, and state space transportation requirements within the boundaries of the spaceport. The plan provides information and analysis to guide Space Florida in its efforts to attract commercial space, technology, and life science related businesses through expansion and modernization of facilities and guides funding recommendations made by Space Florida and the SCTPO to the FDOT. 3.1.9 Hurricane Evacuation Routes As a coastal community, Brevard County is particularly concerned about the ability of the County’s transportation system to facilitate a safe and efficient evacuation during an emergency. Brevard County in coordination with the State Disaster and Emergency Management Division has designated a number of hurricane evacuation routes throughout the County. Brevard County Emergency Operations Center (EOC), local government agencies, and
14
Simmons, Laura. “NASA and Boeing Finalize Contract.” Liberty Voice. 6 July, 2014. http://guardianlv.com/2014/07/nasa‐and‐boeing‐finalize‐contract/
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the SCTPO worked with the East Central Florida Regional Planning Council to update the routes in 2012 (see Figure 9). When prioritizing roadways for ITS improvements, hurricane evacuation routes should also be a consideration. Unique ITS strategies, such as reversible lanes, Arterial Dynamic Message Signs (ADMS) information dissemination, and active signal timing optimization can be incorporated on certain facilities to assist during an emergency or evacuation.
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Legend Designated Hurricane Evacuation Route
Data Source: Space Coast TPO, 2013
Figure 9 - Hurricane Evacuation Routes
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3.2.
Baseline Conditions Relating to ITS Visions, Goals, and Objectives
The vision, goals, and objectives previously presented in Section 2: ITS Vision, Goals, and Objectives provide a framework for the future of ITS implementation and operation in Brevard County. Performance measures were previously defined in order to track progress towards the goals and objectives established for the ITS Master Plan. The first step in measuring this progress is establishing baseline conditions for each one of the performance measures outlined under the stated Goals and Objectives (Figure 2). The purpose of this section is to identify where the region currently stands in relation to the ITS Master Plan Goals and Objectives.
3.3.
Primary Objectives
The primary objectives, performance measures, and the current progress towards them are organized below according to objective. These measures should be the focus of short‐term efforts to improve regional infrastructure using ITS strategies throughout the region. For more detail on the specific objective or measure discussed, please see Section 2: ITS Vision, Goals, and Objectives. Objective 2.3 – Increase the number of roadway miles under surveillance by 50% Measure 2.3.1 – Number of roadway miles monitored One of the primary ways Brevard County municipalities and agencies can maintain an accurate picture of the transportation system is through active monitoring of primary roadways. The FDOT has made significant investments in ITS deployments by equipping approximately 40 miles of arterials and freeways with traffic monitoring cameras as a part of the DASH projects; of that 30 to 35 miles of these projects are in Brevard County. Additionally in the last few years, FDOT and Brevard County completed ITS projects on nine critical corridors within the county, installing nearly 50 additional Closed Circuit Televisions (CCTVs) for traffic monitoring. For the sake of this plan, only arterial coverage limits will serve as the baseline measure. Various ITS As‐Built Plans from ITS Projects within Brevard County, the FDOT 511 website (http://fl511.com/Cameras.aspx), and other Brevard County agency resources were used to determine the baseline conditions for this measure. These resources, in addition to meetings with various Brevard County area stakeholders indicated that today there are approximately 56 miles of primary arterial roadway visible through nearly 80 CCTVs operated and maintained by FDOT, Brevard County, or local municipalities within the Space Coast region.
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Objective 3.1 – Reduce system wide delay for cars, trucks, and transit Measure 3.1.1 – VHD on the system. The objective speaks to the amount of time cars, trucks, and transit vehicles spend in congested conditions every day. While VHD can be measured by using field travel time measurement tools, congested hours and congested lane‐miles are measured in the SOS report. This report provides a tool to indicate the most congested corridors in the region. Specific ITS strategies such as AAM have the ability to significantly reduce both recurring and non‐recurring delay on a system‐ and corridor‐basis. The region should primarily focus on its most congested corridors for these improvements in the near future. To set a baseline for comparison to future conditions, total congested hours on the system in 2013 for regional and non‐regional facilities (not including I‐95 or SR 528) was estimated to be 84 hours per day. Congested lane‐miles on the system in 2012 for regional and non‐regional facilities (not including I‐95 or SR 528) was estimated to be 129 lane‐miles. In 2013, the level of congestion decreased from 2012 despite a four percent increase in congestion on Regional roadways. The majority of the observed congestion level decrease occurred on Non‐Regional roadways (68 percent decrease in congestion). Congested lane miles in the system in 2013 for regional and non‐regional facilities (not including I‐95 or SR 528) were estimated to be 113 lane‐miles. There may be several causes for this substantial decrease in congestion. One of the most congested segments on the network, Wickham Road from I‐95 to Walmart was re‐categorized as regionally significant. Additionally, road widening projects on portions of I‐95 and the resulting reduction of congestion there may have shifted travel patterns away from Non‐Regional roadways and may contribute to the reduction in congestion. ITS implementation efforts in the near future should begin by considering improvements to the corridors containing segments with the highest congestion in the County. These corridors have the potential to gain the most immediate benefit from implementing ITS congestion management strategies. The following corridor segments have the highest hours of congestion in the region (greater than 1 hour/day):
SR 520 (US 1‐Causeway EB) from Delannoy Ave to Riveredge Blvd – 4 hours/day SR 520 (US 1‐Causeway WB) from Delannoy Ave to Brevard Ave – 4 hours/day Malabar Rd from Jupiter Blvd to Minton Rd – 3 hours/day Wickham Rd from I‐95 to Wal‐Mart Entrance /Target Entrance (signal) – 3 hours/day San Fillippo Dr from Jupiter Blvd to Malabar Rd – 2 hours/day 35
Babcock St from Foundation Park Blvd to Malabar Rd – 2 hours/day SR 520 (US 1‐Causeway EB) from Forrest Ave to Brevard Ave – 2 hours/day SR 520 (US 1‐Causeway WB) from Brevard Ave to Forrest Ave – 2 hours/day
The following corridor segments have one (1) hour of delay per day and a volume to capacity (v/c) ratio greater than 1.0:
SR 520 (US 1‐Causeway WB) from Riveredge Blvd to Delannoy Ave US 1 – Sarno Road to Eau Gallie Blvd US 192 from Dayton Blvd to Windover Square Entrance Clearlake Rd from Wal‐Mart Entrance to SR 524 S Patrick Drive from Banana River Drive to Desoto Pkwy S Courtenay Pkwy from Cone Road to Fortenberry Road
Figure 10 shows all of the roadway segments in Brevard County experiencing high congestion.
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Legend 1 Hour or Less More Than 1 Hour
Data Source: Brevard County GIS and Space Coast TPO Annual Traffic Count Program, 2013
Figure 10 - Hours of Congestion
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Objective 3.2 – Reduce corridor delay for cars, trucks, and transit with traffic management Measure 3.2.1 – Percent of corridors actively monitored or managed Similarly to Objective 2.3, one of the primary ways Brevard municipalities and agencies can maintain an accurate picture of the transportation system as a whole is through active traffic management. This has a direct correlation to the percent of corridors being actively monitored. This ITS strategy can begin to address both recurring congestion (triggered as a result of an expected, rapid, increase in traffic volumes) and non‐recurring congestion (triggered as a result of traffic incidents, weather, special events, etc.) issues. As mentioned prior, there are approximately 56 miles of primary arterial corridors viewable via County, FDOT, or municipal CCTVs. In 2011, the total amount of actively monitored/managed corridor miles on the system was 10 lane‐miles, or 18% of the viewable roadway. In 2035, the anticipated target is 240 lane‐miles. This statistic should be used to measure the breadth of ITS implementation in the Brevard County area as well as the number of timing changes made based on CCTV information. Objective 3.3 – Improve reliability and predictability of travel Measure 3.3.1 – Variability of travel time on priority corridors by time of the day As the traveling public becomes more concerned with the travel time reliability of their everyday commute, agencies across the state and country are implementing travel time reliability measurement programs to address the rising concern. This ITS strategy begins to address issues associated with non‐recurring congestion (congestion as a result of traffic incidents, weather events, special events, and other unplanned events). There are several data sources addressing travel time variability, most requiring ITS infrastructure (i.e. continuous vehicle speed data collection). In Brevard County, BlueTooth readers have been deployed on ten segments of major arterial corridors as part of the Advanced Traffic Management System (ATMS) Expansion project to provide real‐time traffic information including speeds and travel times. As the region progresses towards realizing the goals of the ITS Master Plan, travel time reliability performance data, should be collected and analyzed. The following measures are useful for determining the performance of a particular roadway segment and can be determined with BlueTooth data:
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Travel Time Index (TTI) – Average Travel Time / Free Flow Travel Time
Planning Time Index – 95% Travel Time / Free Flow Travel Time
Buffer Time Index (BTI) – (95% Travel Time – Average Travel Time) / Average Travel Time Travel Time Reliability – 90% Anticipated Travel Time / Time by Time of Day Response Time of Traffic Incidents – 90% of Incidents – Clearing within 30 minute or less
ITS strategies such as improved signal retiming efforts and AAM (Including retiming in real‐time) can improve the above measures on a case by case basis or over a sustained period of time. Since crashes tend to cause the greatest fluctuations in travel time variability due to lane blockages and “rubber‐neckers,” the amount of crashes per lane‐ mile was reviewed to support measurement of travel time reliability/predictability. In 2012, Brevard County ranked 24th out of 67 counties in Florida for crashes per lane mile on the State Roadway Network, with 4.36 crashes per lane mile. The Florida Highway Patrol and Brevard County Sheriff’s Office average incident response time goal within Brevard County is 30 minutes or less, which they reach approximately 65 percent of the time. Once an effective arterial management program has been established within Brevard County, the goal is to meet the 30 minute or less response time for more than 90 percent of the traffic incidents which occur along managed corridor segments, and that overall response times will decrease. Current sources of travel time reliability data include local fire, police, and emergency services, FDOT construction data, and county‐wide crash data. Objective 3.4 – Improve real time transit management Measure 3.4.1 – Percent of transit routes with real time monitoring or management As many formerly auto‐oriented communities around the nation begin to consider transit as a convenient, reliable option for everyday travel, measures should be taken in the Space Coast region to make transit a more competitive option. Improving real time transit management is an important step towards the goal of improving mobility through the effective management and operation of the transportation system.
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Currently there are no transit routes in Brevard County with real‐time monitoring or management. SCAT considers AVL and Global Positioning System (GPS) implementation a priority in the region. Once SCAT implements such a system, it should be used primarily for schedule adherence and vehicle headway information dissemination practices. In addition, Automatic Passenger Count (APC) data, on‐board video surveillance, and TSP can be implemented for passenger load monitoring and improving travel time along critical routes. Objective 3.5 – Improve real time traffic and transit information Measure 3.5.1 – Percent of travelers with access to real time traffic/transit information Currently, real time traffic information is provided to travelers in the region through the use of DMS throughout the County, the Florida 511 website and call center, radio and TV broadcast, and on most major arterials by third party applications. While this information is accessible to many residents and visitors in the region, it is generally focused on the freeway system and generally inconsistent on the arterial system. Therefore, a concerted effort should be taken to provide more comprehensive real time traffic information infrastructure. Suggestions for future ITS traffic information enhancements include expanding 511 to include the arterials, 3rd party information services (i.e. INRIX, Google Traffic, etc.), traffic incident information and parking availability information. Percent of transit routes with real time monitoring or management was reviewed to develop a baseline measure for improving real time transit information. Currently, real‐ time transit information is not provided anywhere in the County. As SCAT considers the provision of real‐time passenger information an ITS priority, mobile apps, real‐ time vehicle mapping, next bus information boards, and third‐party platforms should be explored as options for providing this information. Note that these applications should be integrated with the overall traffic information system. A traveler survey should be conducted after ITS improvements are made to measure user perception of the progress made by increasing the percentage of travelers with access to real time traffic/transit information.
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3.4.
Secondary Objectives
The secondary objectives, performance measures, and the current progress towards them are organized below according to objective. These measures are more indirectly related to ITS implementation in the region but should still be a focus of longer‐term efforts to improve ITS conditions. For more detail on the specific objective or measure discussed, please see Section 2: ITS Vision, Goals, and Objectives. Objective 1.4 – Maintain the connectivity of intermodal hubs (seaport, airport, spaceport, transit and rail stations) Measure 1.4.1 – VHD on the system. Maintaining connection to the State’s SIS throughout the County is important to the economic development of the State and should be measured when implementing ITS enhancements. VHD on the system should be used to measure the possible impact future ITS improvements might have on delay conditions along SIS Connectors. SIS Connectors are facilities connecting SIS corridors (I‐95 and SR 528 in Brevard County) to intermodal hubs (Port Canaveral, MLB, and KSC). Specific ITS implementations such as AAM, improved signal timing, and other improved real‐time congestion management strategies have the ability to significantly reduce delay on a system‐and corridor‐basis. Maps of the SIS Connectors and congested segments can be found in Figure 11. ITS implementation efforts in the near future should begin by considering improvements for SIS Connectors experiencing high congestion/delay. These corridors have the potential to gain the most immediate benefit from implementing ITS congestion management strategies. Only the SIS Connector segments with the most congested hours (at least 1 hour/day) in the region are listed below:
Cape Canaveral Spaceport o
SR 50 from I‐95 to SR 405 – 1 hour/day
Melbourne International Airport o o
Sarno Rd from Eau Gallie Blvd to Wickham Rd – 1 hour/day US 192 from Wickham Rd to Airport Blvd – 1 hour/day
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Note: US 192 SIS designation will be removed and placed on Ellis Road when Ellis Road is widened and connected to I‐95. All congested roadway segments in the County are mapped in Figure 10. 3.4.1. Freight Advanced Traveler Information System (FRATIS) The US DOT created the FRATIS program and in fall 2012, began prototype testing in South Florida. The previously developed Virtual Freight Network (VFN), which inspired FRATIS, was designed to provide the region’s freight community with ITS‐based solutions to mobility constraints. Together, the South Florida FRATIS team which consists of trucking companies, railroads, port authorities, MPOs, FDOT, and more identified three major target areas to lead the program: 1. Dynamic traveler information to allow for dynamic routing when available 2. Drayage optimization 3. Emergency Management response and recovery Other initiatives on the programs horizon may one day include commercial vehicle serving as data providers, load‐matching which will reduce empty loads/trucks, virtual code compliance stations, and specialized signal synchronization in areas of high freight traffic.
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Legend SIS Facility SIS Connector Delayed SIS Segment (>1 hr/day)
Figure 11 - Delayed SIS Connector Segments
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Objective 2.2 – Reduce average response times by 10% for each priority crash type (aggressive driving, intersection crashes, vulnerable road users and lane departures) Measure 2.2.1 – Average crash response and clearance times by crash type Average crash response times can benefit greatly from enhanced ITS implementation. AAM operations have the ability to facilitate proper and swift response from necessary local responders so as to reduce the lane blockage and incident durations and improve safety. Further, efficient AAM operations can expedite the notification and arrival of specialized responders and equipment such as Hazmat and heavy duty wreckers to an incident scene. Effort was taken to coordinate with Brevard County emergency response departments to obtain information on average response times seen for aggressive driving crashes, intersection crashes, vulnerable road user (bicycle and pedestrian) crashes, and lane departure crashes. As noted in Objective 3.3 – Improve Reliability and Predictability of Travel, the Florida Highway Patrol and Brevard County Sheriff’s Office average incident response time goal within Brevard County is 30 minutes or less, which they reach approximately 65 percent of the time. Objective 2.7 – Improve ability to evacuate during an emergency event with reduced clearance times and increased capacity during evacuations. Measure 2.7.1 – Evacuation clearance times The ability to evacuate during an emergency event can be significantly optimized through the implementation of ITS enhancements throughout the Space Coast region. Sufficient ITS deployments will empower future operations staff to monitor traffic conditions in real time and respond to the atypical demand levels triggered by an evacuation. The proper equipment can provide real‐time volumes, speeds, and travel times to aide in an active response and planning for future evacuation procedures. The Brevard EMD handles evacuations in Brevard County with the help of representatives from various maintaining agencies and jurisdictions throughout the County (SCAT, Brevard County Public Works, local law enforcement, etc.). On average, it takes 26 to 30 hours to evacuate the 250,000 residents living within five miles of the barrier islands. The goal is to reduce this number using ITS strategies which is included in the ITS Master Plan
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Measure 2.7.2 – Evacuation roadway capacity The ability to evacuate during an emergency event is dependent on the capacity of designated evacuation clearance routes and the strategies taken along the route to provide priority in the evacuation direction. Evacuation routes can be directly altered through the use of ITS strategies such as reverse flow lanes, active signal timing optimization, and real‐time traffic information dissemination. Figure 9 displays the hurricane evacuation routes for the County, but according to the Brevard EMD, I‐95, US 192, SR 518, SR 404, SR 520, SR 528 and SR 405 are the primary hurricane evacuation corridors in County. Along the primary evacuation routes listed above, reversible lanes can be implemented along I‐95 only under the Governor’s authority. Increasing the amount of cameras along primary evacuation routes could help track real time traffic congestion during evacuations. Also, specific evacuation signal timings along these corridors would help maximize the existing capacity of the roadway. Objective 4.1 – Reduce greenhouse gas emissions Measure 4.1.2 – Per capita greenhouse gas emissions from mobile sources and VMT per person As Brevard County, the country, and the world become more aware of environmental impacts, transportation‐related air pollution from vehicle emissions has become a growing concern. This is especially true when considering the increased Federal and State funding targeted at projects and programs improving mobility and access in an environmentally sensitive and sustainable way. The 2035 LRTP outlines two transportation‐related methods of measurement to quantify reductions in greenhouse gas emissions: per capita greenhouse gas emissions from mobile sources and VMT per person. The main source of information regarding carbon monoxide emissions has not been updated since 2011. In 2011 89,373 tons of carbon monoxide was emitted from vehicles, or approximately 6.10 tons of emissions per person. Emissions can also be measured by monitoring the level of Ozone (O3), the primary component of smog. As can be seen in Table 5, Brevard County has consistently met attainment status regarding Ozone levels since 2007, with readings well below the current non‐attainment standard of 75 parts per billion.
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Brevard County has made a concerted effort to increase multimodal options and reduce VMT as it is directly correlated with vehicle emissions. As can be seen in Figure 12 and Figure 13, VMT has consistently decreased since 2008; the only exception being a small spike in 2011. While a general shift to a more multimodal system will help to reduce VMT and congestion, reduction in delay from ITS will also further the goal of reducing VMT and the resulting emissions. YEAR OF READING 2007 2008 2009 2010 2011 2012 2013 Attainment Status**
COCOA BEACH STATION Reading* Date 68 69 61 64 66 65 63
4/6/07 4/30/08 6/23/09 4/22/10 5/7/11 6/29/12 3/8/13 Attainment
MELBOURNE STATION Reading* Date 67 67 64 64 66 64 63
4/6/07 5/12/08 4/22/09 4/22/10 4/26/11 4/10/12 3/3/13 Attainment
Table 5 – Air Quality Attainment Status Ozone Readings in ppb (2007 to 2013) 15
Figure 12 – Vehicle Miles Traveled on SOS Roadway Segments (2008 to 2013) 16 15
* Readings are 4th highest eight hour average ** Ozone non‐attainment standard is a threshold of 75 parts per billion (EPA updated March 12, 2008) Source: Florida Department of Environmental Protection, Florida Ozone Network
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Figure 13 – Vehicle Miles Traveled per Capita on SOS Roadway Segments (2008 to 2013) 17
16
Data Source: SCTPO and FDOT Annual Traffic Counts Program
17
Data Source: SCTPO and FDOT Annual Traffic Counts Program, US Census Bureau
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4. ITS Technologies In previous sections, the ITS Goals, Objectives, and Measures were identified and the existing ITS conditions and infrastructure in Brevard County were documented. The next step in the ITS Master Plan is to identify ITS technology options and regional deficiencies where ITS improvements could have the greatest benefit.
4.1.
Potential ITS Technologies & Strategies
ITS technology can vary in different types of applications, including different types traffic signal controllers, variable message signs, vehicle speed detections, automated vehicle plate recognition, monitoring cameras, road weather information, to a more complex applications in which integrate real time data to actively manage the traffic. In the past, ITS technologies have been segregated between arterial and freeway application, but with the initiation of the TSM&O program and its goal of intertwining operations between the arterials and freeways, ITS technologies are starting to blend together their fields of application. This section provides a brief summary of some of the ITS techniques and technologies available today and in the foreseeable future designed to increase system efficiency and improve traveler mobility. These technologies can then be considered to improve regional deficiencies where ITS improvements are determined to have the greatest potential benefits. 4.1.1. Closed‐Circuit Television (CCTVs) By utilizing CCTV cameras, agencies have the ability to monitor traffic, resulting in a series of benefits when it comes to traffic operations. The cameras along the roadways visually identify traffic conditions on a real‐time basis, whether during normal free flowing traffic conditions, or non‐free flowing conditions such as incidents, work zones, special events, congestion, incident response emergency vehicles, weather conditions, railroad crossing, and others. CCTVs can also verify the proper operation of other ITS equipment, such as DMSs and Highway Advisory Radio (HAR) Beacons.
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4.1.2.
Vehicle Speeds and Volume In conjunction with CCTVs, determining the speed and the volume of traveling vehicles is crucial for traffic operations and maintenance. The monitoring of speed and volume can be used to identify possible delays within the transportation network. For instance, if a speed detector is programed for a defined threshold of a speed on a certain road segment and the vehicles slow down below this pre‐determined threshold, a red flag is sent and the operator at the TMC receives an alarm of a possible change in regular operations of that roadway segment. CCTVs can then be used to view the roadways in order to allow the operator to determine the cause of the speed drop and make a decision as to the appropriate response. There are two primary methods of speed and volume data collection: Microwave Vehicle Detection System (MVDS) and Induction Loops. The MVDS is the most used method within the most recent ITS deployments. An MVDS is typically installed on a pole mounted about 15‐47 feet from the ground level. The MVDS has typical volume accuracy of 95% or more and speed accuracy over 90%. An inductive loop system is installed into pavement detecting the vehicles as the vehicle drives on the loops. The loops are also very reliable, but present maintenance challenges since loops are installed in travel lanes that generally require lane closures to maintain. 4.1.3. Traveler Information Dissemination FDOT is already using various methods of broadcasting freeway traffic information: DMS, radio (Highway Advisory Radio (HAR) system) and phone (voice or web) applications such as 511. In addition, there are third parties that also disseminate traffic information, such as television, Google Maps and radio stations. The DMS sign is an electronic dynamic message sign that is often used to provide traffic information on the freeways. The advantage of using a DMS instead of a static sign is the ability to alter the traffic information based on traffic conditions. These signs are typically mounted on overhead structures and can display up to a three line message. The message displayed can be used for traffic incidents, 49
weather, amber and silver alerts, travel time or simply be used to display safety messages such as “Buckle–up”. The 511 Traveler Information System is a great resource of traffic information for motorists that has typically been used on the freeway system. This system provides traffic information via text, web, phone hotline and DMS signs. Using this information, the motorists can determine traffic conditions in advance and choose alternate routes, if desired. At this time, 511 is being expanded to the arterial system to offer this service to the traveling public. 4.1.4. Traffic Incident Management Program (TIM) The FDOT TIM Program, aka “TIM Team,” brings together all agencies involved in responding to traffic incidents. The program holds educational seminars and monthly meetings throughout the state districts for responding agencies, operations agencies, and other contract service providers with the goal of improving incident clearance and safety practices. Together they aim to make incident management more efficient and safer for not only the responders, but for the motorists as well. Traditionally, these teams have focused on the freeways. However, increasing their reach to the arterials will be necessary to continue to improve the overall reliability of the transportation system. 4.1.5. Active Incident Management An all‐encompassing term that has adopted/birthed some of the technologies and strategies discussed later in this document; active incident management strategies have re‐shaped the operations of state roadways over the past few decades; specifically the freeway system. In general, active incident management consists of operators stationed in a RTMC or local Traffic Management Center (TMC) that identify non‐reoccurring active traffic incidents such as vehicle crashes, disabled vehicles and severe weather through the use of roadside detectors and camera surveillance. Upon detection of an incident, the operators are instructed to follow a pre‐developed set of standard operating guidelines (SOG) to notify the appropriate first response agencies (i.e. Fire, Police, etc.). In addition, not only are the emergency first responders notified, but the traveling public is also notified via the ITS traveler information system (i.e. HAR, DMS, FL 511, etc.). The technologies and strategies utilized by these programs have drastically
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improved incident response practices and incident clearance times. Statewide, the average roadway clearance times on freeways have been cut almost in half since the inception of active incident management. Overall, active incident management has shown significant savings in terms of reducing unnecessary delay, idling, fuel consumption, automotive gas emissions and secondary crashes. Currently, active incident management operations along Florida’s freeways are recognized at the highest level throughout the nation. As stated earlier, up until just recently these practices were limited to the state’s freeways. However, with the advent of Integrated Corridor Management (ICM) Principles, which recommends that all types of roadways work to load balance traffic within a region, the desire to bring active incident management to the arterial corridors is growing. 4.1.6. Road Ranger Service Patrols Founded in 2000, this is a free service, for the user, provided by the FDOT and its partners and was initially used for the management of vehicle related incidents in construction zones. The program has since expanded to respond to all types of incidents across hundreds of miles of the state’s limited access facilities and has become one of the most effective and apparent elements of FDOT’s incident management program. Road Rangers provide various services to motorists such as fuel, incident clearance, assisting with tire changes, and other minor emergency repairs. According to the FDOT, since the program’s inception, Road Rangers have catered to 4.3 million service assists and provided the following benefits to the Department and travelers abroad:
Reduction in quantity of vehicle crashes Reduction in incident duration Assistance to disabled and/or stranded motorists Removal of road debris Reduction of congestion produced air pollutants Increased safety at incident scenes
In general, Road Ranger services are currently limited to Florida’s freeways; this service has not yet reached the Brevard County freeway. Other areas in Florida are considering strategies to bring the service patrols to critical arterial corridors, specifically in the Fort Lauderdale region. In the next few years, it is possible that Road Rangers will begin to service motorists along state highways. It should be noted that the FDOT Road Rangers services are not centrally managed, but are divided up among the FDOT Districts.
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4.1.7. Rapid Incident Scene Clearance (RISC) In 2004, with the goal of reducing the impact of major traffic incidents, Florida’s Turnpike Enterprise (FTE) developed and implemented the RISC program. Due to the success of the program, the Department expanded the program statewide, allowing individual districts to implement RISC as they saw fit. A major component of Florida’s freeway management programs, RISC has created an incentive‐ based program that pays participating towing companies monetary bonuses for meeting the program’s 90‐minute incident clearance goal for major crashes. The program ensures that the proper equipment and personnel are promptly brought to the incident scene when needed with the purpose of safely and quickly restoring highway facilities to normal operations. 4.1.8. Emergency Preparation, Security, Response, & Recovery There are multiple ITS strategies and technologies that can be used before, during, and after emergencies (i.e. natural disasters) to facilitate the movement of residents and necessary resources into and out of the affected area. Strategies such as dynamic signal retiming and reversible lanes help optimize evacuation activities as demand on the transportation system fluctuates and information dissemination practices allow traffic operation’s staff to inform travelers of an alternative routes. The application of appropriate ITS with sufficient staffing resources to operate them can significantly lower evacuation times and enhance safety along the roadways in the event of an emergency. 4.1.9. Regional Signal Coordination Traffic signal management can be defined as using improved tools, techniques, and equipment to make existing traffic signal control systems operate more efficiently. Signal coordination and re‐timing is the ability to synchronize multiple intersections to enhance the operation of one or more phases in a signal system. These two methods are some of the most cost‐effective ways to keep traffic moving smoothly and make streets safer for motorists; however, they can be limited when crossing jurisdictional lines. While it is not reasonable to ask agencies to simply “hand over” their infrastructure, the idea of a multi‐jurisdictional system allows regional goals to be initiated and achieved. Large‐scale
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regional signal coordination efforts can not only provide traveler benefits, but can also substantially increase levels of inter‐agency communication. A common communications network allows agencies to share real‐time traffic operations information and update signal plans accordingly while still respecting demarcation and permission points for agencies’ infrastructure. 4.1.10. Traffic Signal Detection Traffic Signal Detection has been used for decades. The traffic signal detection system provides the signal controller the vehicle data to either extend or terminate the green time of a certain phase based on demand. The following is an overview of the different ways that this detection can be accomplished. The most common vehicle detection system for traffic signals is inductive loop detectors. An inductive loop is an electromagnetic detection system that is used for the detection of large metal objects (vehicle). These loops are installed within the pavement approximately 3 inches deep. As a vehicle drives over a loop, it is detected and this information is sent to the traffic controller. Unfortunately, loops have traditionally presented challenges with regards to maintenance due to their placement within the travel lanes and reliance on good pavement conditions. Therefore, over the years, other methods of vehicle detection have been developed and implemented. These technologies have included in‐ground detection such as “pucks”, or microloops, and, overhead detection such as microwave or video detection. Each of these technologies has advantages, but also limitations. Therefore, it is important to evaluate the individual site conditions and the maintaining agencies capabilities and desires prior to implementing a particular traffic detection system. 4.1.11. Adaptive Traffic Control Systems (ATCS) ATCS collect traffic demand information from upstream and/or downstream detectors in real‐ time and dynamically and optimally react to volume variations; allowing traffic signal phases to serve and instantly adjust and coordinate phasing and green time. Processors installed at each signal control cabinet communicate with adjacent intersections and coordinate green bands, turning movements, and pedestrian cycles to optimize the flow of traffic through the corridor on which they are installed. Unconstrained by traditional timing patterns, ATCS is a viable solution for corridor segments made difficult by geometric layout, high preemption activity,
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fluctuating traffic conditions, and other aspects. It is important to note that maintaining the thresholds on these systems is critical. In addition, all adaptive systems must have extremely accurate, well‐maintained detection systems in order to be reliable. Note: Traffic Responsive System and Regularly Scheduled Signal Timing Optimization are current systems being used in certain regions of Brevard County. It is recommended that an engineering analysis be performed prior to project deployment to determine if a Traffic Responsive System and Regularly Scheduled Signal Timing Optimization are best suited to be used in lieu of the Adaptive System. 4.1.12. Traffic Signal Preemption Traffic Signal Preemption is a system that allows the normal operations of traffic signals to be interrupted and altered, typically to accommodate an approaching emergency vehicle, to help reduce emergency response times and improve traffic safety at the intersection. Modern systems work by reading the approach of the emergency vehicle via infrared or GPS and modifying the signal plan based on its intent to proceed through the intersection while halting all other phases. In addition, Traffic Signal Pre‐emption should also be used at crossings of railroad systems per Manual Uniform Traffic Control Devices (MUTCD) requirements. 4.1.13.
Automatic Vehicle Location (AVL) and Automatic Passenger Count (APC) Quite possibly the two most significant advancements in transit technology of recent decades, AVL and APC systems enable transit agencies to much more efficiently track the activity of their busses.
AVL – uses standard GPS technology to monitor vehicle locations, which allows transit agencies to more efficiently monitor schedule adherence and provide accurate estimated arrival times to users based on predefined check points the bus must pass to follow its route. Increasing reliability of the bus schedules, as well as security measures, it is easy to see the benefit of applying AVL; however, it is a system that must be applied to all of an agency’s buses, as riders will expect consistent levels of service and most importantly travel time reliability.
APC – allows transit agencies to track active ridership on any of their equipped vehicles. This information is pivotal to determining whether a bus should be allowed to activate TSP or similar systems, and to assist in identifying more critical routes used by the public.
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4.1.14. Transit Signal Priority & Queue Jumping Developed to ensure improved schedule adherence for transit agencies, TSP slightly modifies the existing timing plan at an intersection by “stealing” green time from movements with lower demand to allow qualified transit busses to pass through the intersection. TSP may extend or reduce the green time for the approach of the bus using the extra time taken from a conflicting movement. Queue Jumping uses separate lanes (i.e. A right turn lane) and signals (similar to designated bus lanes) to allow only the bus to proceed through the intersection, thus “jumping” past other vehicles. 4.1.15. Managed Lanes Essentially a freeway within a freeway, where a set of lanes within the freeway is separated from the general purpose lanes and are managed using a combination of tools and techniques (pricing, vehicle eligibility, and access control) in order to sustain optimal conditions. Typically implemented in areas of high congestion, managed lanes have been proven to provide enhanced travel time reliability and provide incentives to carpool and/or use transit along the corridors in which they are installed. Examples of managed lanes include high‐ occupancy vehicle (HOV) lanes, value priced lanes, or high‐ occupancy toll (HOT) lanes. Managed lanes solutions allow for transportation system user’s “choice”. 4.1.16. Ramp Metering Ramp meters are installed to restrict the total flow entering the freeway at one time, to prevent traffic flow from exceeding the freeway's capacity. Detectors are installed in the mainline travel lanes and on the ramp. Vehicles entering the roadway are temporarily stored on the on‐ramps, while the loops will measure and calculate the traffic flow, speed and occupancy levels; allowing the vehicle to enter the freeway in a permissive manner avoiding the “bottle neck” concerns and improving the safety of motorists entering the freeway. When installing ramp meters, it is important to monitor the immediate area’s varying traffic conditions as the delay caused by the ramp meter waiting period may cause some drivers to choose other routes. Also, the effect on the ramp
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queue should be reviewed and monitored so as to not negatively affect the arterials. While there has not been a study to support coordinating ramp metering signals with arterial traffic signals, the two systems working together may have significant benefits for traffic performance of a corridor. 4.1.17. Traffic and Weather Information Systems Information regarding current roadway conditions can come from a variety of different ITS technologies and strategies. A combination of the following three technologies listed below is in use today by FDOT for weather and traffic information due to a weather variation:
Road Weather Information System (RWIS) – These stations collect data, measure atmospheric, pavement and/or water level conditions to develop forecasts, and display or disseminate road weather information in a format that can be easily interpreted.
DMS – These digital display boards can be used to provide roadway information to the traveling public on both the freeways and arterials. Information made available varies from incident information, public safety announcements, weather conditions, and travel time information. 4.1.18. Work Zone Management There is a need to utilize service patrols, ITS equipment, and/or system notification (i.e. DMS, FL511, etc.) in order to improve the safety of construction work zones for both the traveling public as well as the workers themselves. The incorporation of ITS and traffic management strategies (i.e. TIM) has the potential to minimize unnecessary work zone crashes, notify the traveling public of any delays, and improve the surveillance of the overall work zone. Additionally, travel time information and camera feeds within arterial work zones can allow traffic engineers to optimize the signal timing through the region with hard data to support their efforts. Work zones can be effectively managed by using already installed ITS equipment, or by installing temporary equipment that could be used during construction time. 4.1.19. Variable Speed Limits Developed to handle corridors with highly varying conditions such as work zones and heavily urbanized areas, variable speed limits are variable message signs that change the speed limits of a roadway based on road conditions, rush hour traffic, volumes and weather conditions. Variable
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speed limits can improve safety by restricting speeds during adverse road and/or traffic conditions. 4.1.20. Parking Guidance and Information Systems These systems are extremely useful in urban areas with limited parking, special events, and for park‐n‐ride or transit facilities. As simple as a smart phone based app which could, for example, display how many parking spots are available in a particular parking facility in the area. The information made available can eliminate unnecessary congestion as vehicles would otherwise drive in circles looking for parking. 4.1.21. Connected Vehicles Initiative Traditionally drivers have received their traffic information from a number of sources including radio, smart phone applications, and DMS. The Connected Vehicles Initiative offers additional methods to receive and disseminate information. Some methods of receiving this information are as follows:
Vehicle to Vehicle (V2V) and Vehicle to Infrastructure (V2I) communications technology is designed to increase motorists’ awareness and improve safety. This technology allows wireless data exchange between nearby vehicles regarding position, location and speed. The system is designed to actively alert the motorists (motorcycle, buses, trucks and automobiles) of potential hazards, such as merging into a vehicle in a driver’s blind spot, running a red light, rapid deceleration (brake light warning), etc.;
Dynamic real time data collection and management methods and practices create and expand access to high‐quality multimodal transportation real‐time data captured from connected vehicles (speed, direction, acceleration, etc.), mobile devices (location), and infrastructure (traffic control device status) with the goal of providing travelers and system operators with access to information to facilitate improved traveler decision making;
Road Weather Management — travelers and transportation agencies can use vehicle‐based data for current weather and road conditions. This system provides awareness of weather conditions and forecasts;
Applications for the Environment Real‐Time Information Synthesis (AERIS) — Still in the early stages of development, the AERIS program is intended to generate,
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capture, and analyze data to allow system users and operators to make green transportation choices, such as which travel modes and routes offer the most environmentally friendly path to a destination and how to operate traffic signals and other system elements to reduce vehicle gas emissions. Estimated to have made substantial ground breaking by the end of this decade, the Connected Vehicles Initiative has established itself as the future of the ITS and will ultimately give new definition to the term “automobile”. 4.1.22. Freight Advanced Traveler Information Systems (FRATIS) The FRATIS consists of three applications that can provide operational solutions for moving vast quantities of goods through highly urbanized areas. FRATIS is currently in the development phase of three applications by the Federal Highway Administration (FHWA) and the ITS Joint Program Office:
Freight Real‐Time Traveler Information with Performance Measures – Enhances traveler information systems to address specific freight needs and increase their use and effectiveness;
Drayage Optimization – Optimizes drayage operations so that load movements are coordinated among freight facilities – maximizes productive moves and seeks to eliminate unproductive ones;
Freight Dynamic Route Guidance – Utilizes real‐time traveler information to provide best route options between freight facilities for carriers.
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5. Existing Infrastructure 5.1.
Existing Systems and Communications
Existing systems and infrastructure information were obtained through meetings with officials from local municipalities and a field verification of existing documentation for the FDOT ATMS Expansion ITS Plans for Brevard County. Local stakeholders also provided updates regarding their signal network, current operations, and future plans when applicable. 5.1.1. FDOT District 5 Local FDOT ITS infrastructure is monitored from the FDOT District 5 Regional Traffic Management Center (RTMC) in Orlando, FL. The RTMC is the regional hub for Central Florida and operates a vast ITS network across extensive fiber optic communications on I‐4, I‐95, I‐75, and other freeway and arterial state roads in the region.
The following services have been developed and refined over the past two decades to service Florida’s limited access facilities and are currently being considered for arterial application by multiple agencies throughout the state. 5.1.2. FL 511 Traveler Information System/Program (FLATIS) The FDOT 511 Traveler Information System is a free phone and internet resource that provides real time traffic information on Florida limited access facilities. The statewide system provides information on commuter travel times, construction, lane closures, crashes, congestion, and severe weather affecting traffic. Callers can also access public transit, airport, and seaport information. In the event of an emergency, 511 provides information on road closures and evacuation information. FDOT traffic information is available by calling 511 or on the web at FL511.com or on a web‐ enabled mobile device at mobile.FL511.com. Selected area CCTV camera feeds are also available. Traditionally, this service has focused on the freeways, but is beginning to expand to the arterials; however, currently only information for I‐95 is available within Brevard County.
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5.1.3. Waze Waze is a relatively new, free community‐based traffic and navigation application recently purchased by Google. The application, while in its early developmental phases is capable of providing travel time, speed, and incident information for a user’s potential route. The information is based on “Wazers” who actively feed the program data and confirm incident conditions, educating other users on traffic conditions in real time. The FDOT has recently begun to partner with Waze to see how it can be used to provide this information for the state’s arterial network. 5.1.4. Traffic Incident Management (TIM) Program The FDOT TIM Program brings together agencies involved in clearing crashes and other various incidents from the roadway. Together they strive to make incident management a safer and more effective practice for all those involved. The TIM teams consist of representatives from responding agencies, towing, and other contract service providers and typically meet once per month. The TIM Teams review past response actions and explore ways that incident management can be improved. These teams also conduct training seminars for incident responders and are open to all responders with no cost to attend meetings.
5.2.
Space Coast Local Agencies
The following section details the existing ITS and traffic infrastructure of the agencies specific to Brevard County as well as a brief overview of the status of each agency that is responsible for maintaining ITS or signalization infrastructure. The list of the stakeholders was defined on Section 1.0: Executive Summary.
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5.2.1. Traffic Management Centers in Brevard County In addition to the District 5 RTMC, there are currently two independent TMC facilities utilized separately by the City of Melbourne and Brevard County. The two agencies share control of local traffic CCTVS, but otherwise operate independently of each other in terms of ITS and traffic signals.
City of Melbourne TMC – Melbourne Public Works Complex, 2901 Harper Rd, Melbourne, FL 32904
Brevard County TMC – Viera Government Center, 2725 Judge Fran Jamieson Way, Viera, FL 32940 One of the primary goals of this Master Plan is to provide recommendations on appropriate TMC location, interagency cooperation, equipment, and hours with a primary focus on operations and maintenance staffing and funding resources. 5.2.2. ITS & Communications Infrastructure Up until the past few years, the primary focus for ITS applications has been limited access facilities within the state. Florida’s freeway management ITS Program is renowned across the nation for its practices and procedures; however, over the last decade, FDOT and Brevard County have successfully been constructing substantial ITS deployments with a vast fiber optic communications network along critical arterials throughout the region. A combination of several ITS projects including iFlorida, the Wickham Road ITS Projects, Brevard County ATMS, and FDOT Dash III in the region has established the basic infrastructure and a solid foundation for arterial management practices along many of its major routes. As a part of the overall analysis, the project team utilized existing documentation of ITS device locations and infrastructure within Brevard County along with other resources and field reviews to provide as accurate and comprehensive information as possible on the location of ITS devices and infrastructure along these corridors. Table 6 and Table 7on the following pages document these roadway segments and the types of existing ITS and infrastructure. Figure 14 though Figure 18 illustrate the approximate locations of the equipment.
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Table 6 – Space Coast Existing Systems Infrastructure CORRIDOR US‐192 Wickham Rd
SEGMENTS
TOTAL
ADMS CCTV
SIGNALS
BLUE TOOTH
WIRELESS ADAPTIVE PUCKS
EXTENTS Simon Rd
EXTENTS Dairy Rd
MILES 5.18
4
5
12
7
113
No
Shoppes Drive
Jordan Blass Dr
3.56
2
7
12
0
390
Yes
Pineda Plaza Way
US‐192
8.6
2
12
21
4
61
No
Suntree Blvd
Wickham Rd
US‐1
0.44
3
1
0
0
0
No
Palm Bay Rd
Hollywood Blvd
RJ Conlan Blvd
4.79
3
9
17
7
90
Yes
I‐95
Emerson Dr
1.92
1
3
8
2
71
Yes
I‐95
Milwaukee Ave
1.71
0
0
4
0
0
No
Minton Rd SR 520
I‐95 SB
Clearlake Rd
2.53
2
1
6
0
0
No
Clearlake Rd
S. Banana River Dr
5.64
1
10
24
8
247
Yes
SR 520
Merritt Island TOC
0.91
0
0
0
0
0
No
Peachtree St
Eyster Blvd
2.52
0
3
7
4
42
Yes
Lake Washington
Babcock St
2.61
0
4
4
4
79
No
North of SR 520
North of SR 528
3.36
0
0
0
0
0
No
I‐95
SR 405
0.4
1
2
2
2
34
Yes
SR 405
SR 50
US‐1
4.22
6
6
6
5
76
Yes
SR 518
I‐95 SB
Pineapple Ave
5.44
3
6
10
5
122
No
Plumosa St US‐1 US‐1 ‐ Planned
Malabar Rd
San Filippo Dr
Babcock St
0.85
2
2
4
0
0
No
Pineda Causeway
I‐95 SB
Holy Trinity Dr
2.86
0
0
4
0
0
No
Barton Blvd
Cedar St
Murrell Rd
0.64
0
0
4
0
0
No
I‐95
US‐1
2.81
3
3
4
0
0
Yes
Barnes Rd Judge Fran Jamieson
I‐95
Engineering
1.12
0
0
2
0
0
No
Fiske Blvd
SR 520
E.O.C.
2.22
1
0
3
0
0
No
Courtenay Pkwy
SR‐528
Fortenberry Rd
3.61
0
1
14
0
0
No
Ontario Blvd
US‐1
1.91
4
2
0
0
0
No
SR 46 SR 406 Singleton Ave SR 524
I‐95
US‐1
2.79
3
1
0
0
0
No
SR 406
SR 405
1.14
2
0
0
0
0
No
I‐95
Industry Rd
3.03
5
1
0
0
0
No
76.81
48
79
168
48
1325
80
Totals 39 Segments *Does not include SR‐528 and I‐95 Fiber Optic cable or ITS equipment.
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Table 7 – Space Coast Arterial Fiber Optic Network Infrastructure CORRIDOR US‐192 Wickham Rd
Suntree Blvd Palm Bay Rd Minton Rd SR 520
Plumosa St US‐1 ‐ Planned
SEGMENTS
FIBER TYPE
OWNER
BUFFER ‐ FIBER ASSIGNMENT Blue Buffer ‐ Blue/Orange
Extents Simon Rd
Extents Wickham Rd
24sm/12mm
FDOT
Wickham Rd
Dairy Rd
72sm
Brevard
I‐95
Baytree Dr
24sm/12mm
FDOT
Shoppes Dr
Jordan Blass Dr
72sm
Brevard
Pineda Plaza Way
Sarno Rd
24sm/12mm
Brevard
Sarno Rd
US‐192
72sm
Brevard
Wickham Rd
US‐1
24sm/12mm
FDOT
Minton Rd
Woodlake Dr
24sm/12mm
FDOT
Woodlake Dr
RJ Conlan Blvd
72sm
Brevard
Emerson Dr
Milwaukee Ave
72sm
Brevard
I‐95 SB
Range Rd
36sm
Brevard
I‐95 SB
FHP
144sm
FDOT
White Buffer ‐ Green/Brown & Slate/White
FHP
US‐1
24sm/12mm
FDOT
Blue Buffer ‐ White & Violet
Fiske Blvd
Plumosa St
72sm
FDOT
White Buffer
US‐1
S. Banana River Dr
72sm
Brevard
SR 520
Merritt Island TOC
72sm
Brevard
North of SR520
North of SR528
96sm
FDOT
US‐1
Peachtree St
Babcock St
72sm
Brevard
SR 50
Plantation Dr
Foley Rd
24sm/12mm
FDOT
I‐95 SB
SR 405
72sm
Brevard
SR 405
SR 518
Green Buffer ‐ Green/Brown & Blue/Orange
Foley Rd
SR 50
24sm/12mm
FDOT
Windover Trail
US‐1
24sm/12mm
FDOT
SR 50
US‐1
72sm
Brevard
I‐95 SB
Wickham Rd
24sm/12mm
FDOT
Wickham Rd
Pineapple Ave
72sm
Brevard
Green Buffer ‐ Green/Brown & Blue/Orange
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CORRIDOR
SEGMENTS
FIBER TYPE
OWNER
Extents San Filippo Dr
Extents Babcock St
24sm/12mm
FDOT
Pineda Causeway
I‐95 SB
Holy Trinity Dr
72sm
Brevard
Barton Blvd
Cedar St
Murrell Rd
24sm/12mm
FDOT
Barnes Rd
I‐95
US‐1
24sm/12mm
FDOT
Barnes Rd
I‐95
US‐1
72sm
Brevard
Malabar Rd
Judge Fran Jamieson
I‐95
Engineering
72sm
Brevard
Fiske Blvd
SR 520
E.O.C.
24sm/12mm
FDOT
Courtenay Parkway
SR‐528
Fortenberry Rd
72sm
Brevard
Ontario Blvd
US‐1
24sm/12mm
FDOT
SR 46 SR 406 Singleton Ave SR 524
I‐95
US‐1
24sm/12mm
FDOT
SR 406
SR 405
24sm/12mm
FDOT
I‐95
Industry Rd
24sm/12mm
FDOT
BUFFER ‐ FIBER ASSIGNMENT
Blue Buffer ‐ Blue/Orange
Orange Buffer ‐ Red/Black, Rose/Aqua, & Yellow
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Legend County Managed FDOT Managed Fiber of Both Agencies
Figure 14 - Existing Arterial Fiber Optic Network
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Legend Existing Arterial CCTV
Figure 15 - Existing Arterial CCTV Devices
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Legend Existing BlueTooth Device
Figure 16 - Existing BlueTooth Devices
67
Legend Intersections Equipped with Wireless Magnetometers
Figure 17 - Intersections Equipped with Wireless Magnetometers
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Legend Existing Arterial Dynamic Message Sign
Figure 18 - Existing Arterial Dynamic Message Signs (ADMS)
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5.2.3. Brevard County Brevard County currently operates an unofficial TMC at the Viera Government Center. The equipment consists of County refurbished HDTVs and computers that allow for ITS monitoring and management using vendor software. Operations staffing is severely limited as staff currently serve both operations and maintenance roles and is consumed with maintenance requirements alone. Brevard County is responsible for the operation and maintenance of approximately 400 traffic signals within their jurisdiction. The County has standardized Naztec controllers as the accepted signal controller in the area. The County can remotely monitor and communicate with all signals connected to the fiber optic network using Naztec’s ATMS.now signal management software. Due to staffing limitations, the County, like most other agencies does not engaged in active signal adjustments or other ITS strategies, despite having the technology to do so. 5.2.4. City of Melbourne The City of Melbourne operates and maintains 67 traffic signals with Naztec controllers from their TMC, with a back‐up location at City Hall. All signals are independent of the County and exist on a network outside of the City network. Currently ten signals are connected to fiber, allowing for remote control (using ATMS.now) and monitoring. All other signals are active monitored, but communicate via a wireless link. In addition, nine CCTVs were installed at City intersections as a part of the ATMS Expansion projects mentioned earlier. 5.2.5. City of Palm Bay The City of Palm Bay has no current or planned TMC or ITS deployment other than a single CCTV at Malabar Rd and San Filippo Dr. The City operates and maintains 43 traffic signals in which 8 of them are owned by the State. The City currently uses Naztec controllers at all 25 signals it operates and maintains. Signal timings are coordinated based on GPS clocks. 5.2.6. City of Titusville The City of Titusville has no current or planned TMC or ITS developments at this time. The City operates and maintains 42 traffic signals. There is currently no coordination among the eight signals controlled by the City, but four are connected to the Brevard County ATMS and the City intends to install Naztec controllers at the other five and will bring them online thereafter.
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5.2.7. Other Local Municipalities All other Brevard County municipalities’ signal operations and maintenance roles are handled by the County via interagency maintenance agreements. No other organization other than those mentioned above have ITS deployments. 5.2.8. Emergency Responder/Law Enforcement For all interviewed agencies, incident management is handled primarily by the local law enforcement and fire rescue. All agencies have very little coordination with local responders and none employ AAM strategies at this time. There are however dozens of intersections within the area equipped with emergency preemption devices; mostly infrared systems. All agencies recognize the need for a more up to date system and approach to preemption. As opposed to an active preemption of traffic signals, newer, passive systems are in development that would provide for emergency requirements, but more efficiently balance the system as a whole.
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6. Regional ITS Needs Corridor Based on the collective input of the regional stakeholders, the Space Coast area has identified its greatest needs/concerns in the following areas in which enhanced ITS strategies or technologies could provide the greatest benefit. A summary of the ITS needs for Brevard County is listed in Table 8. TRAVEL AND TRAFFIC MANAGEMENT Communications
PUBLIC TRANSIT MANAGEMENT TSP support/Queue jumps
Utilize County's existing communications infrastructure
AVL and APC
Expand existing traffic operations communications
Passenger Advisory System
Traffic Operations and Management
Regional signal coordination
Emergency Management
AAM system
Remote monitoring/information sharing
Expanded video surveillance
Coordination with EOC and Police
Regular signal re‐timing
Automatic incident detection
Enhanced traffic control capabilities
Road Ranger service patrols
Common TMC (Physical or Virtual)
Adaptive Signal System
Information Management
Travel time, speed and volume vehicle data information Signal pre‐empt for emergency vehicles Red light and speed photo enforcement
Expanded interagency data sharing GIS based equipment management/fiber network as‐ built
Automatic detection of traffic equipment malfunctions Traveler Information
Maintenance and Construction Work zone management
DMS installation
Performance Measurement of equipment
Dynamic detour route development and management
Regular preventive maintenance
Expand 511 to Arterial System
Parking management system
Airports, Ports and Freight
Incident management Interagency incident management (TIM/RISC)
FRATIS Traveler information sharing
Table 8 – Summary of ITS Needs The summary above reflects a high‐level view of the overall goals in the region. These needs are not listed in a priority order, but the in the next few pages of this report, some of the most critical needs will be detailed and explored.
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6.1.
Active Arterial Management
One of the most critical areas in the arterial network is the operations and maintenance resource gap. Currently, the arterial network is maintained and operated by four different agencies. The stakeholders have identified a lack of consistency in the level of service as well as a lack of uniform performance measurement throughout the region. AAM, a concept developed by the statewide TSM&O Program seeks to optimize the arterial network through performance based operations and maintenance initiatives. AAM is defined by the FHWA as: “The active prioritization of objectives and collection of information to efficiently manage traffic signal infrastructure and control devices to maximize safety and throughput while minimizing delays. The working definition of traffic signal maintenance is the preventative and responsive activities to preserve traffic signal infrastructure and control devices necessary for the safe and efficient utilization of arterial, collector and local roadways.” The Space Coast region is currently well equipped in terms of ITS infrastructure to begin some basic arterial management practices using AAM principles. The stakeholder’s concerns primarily lie in the staffing resources necessary to establish and consistently meet the performance standards associated with enhanced operations and maintenance. The following areas, in particular, were identified as concerns that were more specific attributes of arterial management.
6.2.
Insufficient Maintenance and Operations Resources
The region’s stakeholders have identified insufficient staffing resources and a lack of funding as reasons that current arterial signal/ITS maintenance and operations practices are at times inconsistent throughout the region. This has resulted in the current infrastructure not being used to its fullest capabilities and also inhibited the ability of the region to use performance measurement for overall maintenance and operations performance improvement. This is a concern that has been identified statewide. For example, according to a FDOT study, Impact of Communication/Detection Degradation on Advance Traffic Management Systems Operation, 2009, statewide it has been noted that there is a general failure rate of approximately 10‐ 20% of traffic signal detectors throughout the state. This leads to additional delay at the signals. For example, in a control section with 8‐10 signals, if there is complete 73
detection failure, the travel time can increase up to 40%. Even if there is a minor failure of some side streets, generally travel time can increase by as much as 6%. This FDOT study shows that a simple proper maintenance of signals detectors could improve the vehicle delay and improve reliability.
6.3.
Regional Signal Coordination/Re‐timing
FDOT studies show that regular signal retiming can result in a sizeable impact to the efficiency of the traffic signals. The Space Coast Region stakeholders have noted inconsistencies within the region with regards to regular signal retiming. This inconsistency is generally attributed to a lack of staffing and funding resources and can result in increased travel time for the region’s motorists; including freight and transit.
6.4.
Work Zone Management
As it currently stands, the region’s stakeholders have noted that there is little done operationally to mitigate the effects of active construction zones on traffic conditions. Studies have shown travel time improvements through long term work zones of up to 20% when operational improvements, such as active retiming have been accomplished.
6.5.
Road Ranger Service Patrols
Before the onset of the recent recession, the Road Ranger program was considered for the I‐95 corridor through Brevard County due to the large success of the program throughout the state. When funding for the service began to diminish, this was tabled. However, as the population and number of travelers passing through the region utilizing the freeways grow, the concern for incidents’ and their effects on freeway conditions becomes more significant.
6.6.
Transit Based ITS
It is a goal of many of the region’s stakeholders to expand the role of transit within Brevard County. Many feel that the transit system is under‐utilized by the traveling public and increasing ridership would have a great benefit on the region’s roadways. Increasing transit based ITS, such as AVL systems and TSP would improve the travel time reliability, which could result in greater ridership. It is understood that the region wishes to move forward with such technologies and a request for information is being considered for release during fiscal
74
year 2016 for the installation of an AVL system. Currently there is only funding for capital improvements but no funding for operations.
6.7.
ITS Scoring Methodology for Future ITS Deployment
The SOS report is an annual document which covers a summary of the current conditions and tendencies of the multimodal transportation facilities. Each roadway segment goes through an evaluation process and is given points for each category. The roadways with the highest points are ranked first and are considered as priority for future capital and operational improvements. Using 2013 SOS data for the 350 Regional segments and 185 Non‐Regional segments in the County, the segment technical rankings were modified to provide a different priority and higher scores were given to elements relating to ITS improvements. Once these elements were identified and scored, the segments were re‐ranked to identify the Top 25 Regional and Non‐ Regional Corridors that could benefit the most from ITS integration. While SIS facilities are not addressed in this analysis, the modified scoring takes into consideration SIS‐connector facilities. The segment technical ranking scores are calculated based on various weights for the ITS related elements listed Table 9. The remainder of this section describes each of the ITS related performance measures evaluated and the results of the Regional and Non‐Regional ITS scoring. A summary scoring table comparing the 2013 SOS scoring with the modified ITS scoring can be found in Appendix A.
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PERFORMANCE MEASURE Ratio of Existing Volume to Maximum Acceptable Volume (MAV) Future Activity (2035 LRTP)
Existing Volume
Intermodal/ Economic
Safety
DESCRIPTION
DATA INPUTS
SCORING SYSTEM*
A measure of existing congestion severity
Current (2013) 24‐ hour traffic counts and existing MAV
(existing volume ÷ MAV) * 30 points Maximum of 40 points (v/c = 1.33)
A measure of improvements having been identified as cost feasible in the 2035 LRTP A measure of the number of vehicles along roadway segments
Cost feasible plan segment projects
Operations / ITS Projects = 15 points Multimodal Emphasis w/ITS Projects = 15 points Other project/No project = 0 points
Current (2013) 24‐ hour traffic counts
Two Lane Rural Facilities All Other Facilities 4,999 or less = 0.0 9,999 or less = 0.0 5,000 to 5,999 = 2.5 10,000 to 19,999 = 2.5 6,000 to 6,999 = 5.0 20,000 to 29,999 = 5.0 7,000 to 7,999 = 7.5 30,000 to 39,999 = 7.5 8,000 or greater = 10.0 40,000 or greater = 10.0 Local (Serves only local travel) = 0 points Intra‐County (Connects urban areas) or Connects to SIS Connector = 5 points Regional (Connects other counties) = 7 points SIS or SIS connector (Statewide) = 10 points
A qualitative measure of a road’s regional significance to intermodal connectivity and the region’s economy A measure incorporating corridor crash severity and corridor SHSP emphasis areas
None
FDOT Crash Analysis Reporting System (CARS) data for State maintained facilities, Signal Four Analytics data for non‐State facilities Brevard County Hurricane Evacuation Designations Number of transit routes
# of Emphasis Area Crash Types = 7.5 points (50% weighting) Total # of Emphasis Area Crashes = 4.5 points (30% weighting) Corridor Severity Score = 3 points (20% weighting) Maximum of 15 points Hurricane Evacuation Designation as a Primary Evacuation Routes = 5 points hurricane evacuation Not a designated hurricane evacuation route = 0 route points Transit (Category not A measure of the 2 or more transit routes = 10 points in SOS scoring) number of transit 1 transit route = 5 points routes on a segment No transit routes = 0 points * Emphasis areas as defined by the FDOT Strategic Highway Safety Plan (SHSP).
Table 9 – Technical Ranking Criteria and Weighting Modified for ITS Performance Measures 6.7.1. Existing Volume to MAV ITS solutions are particularly effective in relieving recurring congestion along a corridor. The existing volume to MAV ratio (also known as the volume to capacity (v/c) ratio) is one way to identify recurring congestion, and as such, is given the highest weight in the modified ITS ranking system. This performance measure score is calculated by multiplying the corridor’s v/c ratio by 30 points. For corridors where the v/c ratio is greater than 1, the maximum score for the measure used is 40 (equates to a v/c ratio of 1.33).
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6.7.2. Future Activity (2035 LRTP) In the modified ITS ranking system, projects identified in the 2035 LRTP as having operations/ITS improvements or a multimodal emphasis with ITS was given 15 points. These projects have already been identified as a priority for the County and are considered cost feasible. Roadways with other projects identified, such as a widening, were not given any points as they do not relate to ITS improvements.
6.7.3. Existing Volume The existing volume on a segment is an important factor when considering ITS improvements. Higher volume segments where ITS improvements have been installed will benefit a greater number of roadway users. The ITS scoring does not differ from the 2013 SOS scoring methodology. 6.7.4. Intermodal/Economic Segments having economic significance to local agencies within Brevard County and/or improve intermodal connectivity are given priority in the modified ITS scoring. SIS or SIS connector facilities are given the highest priority for their role in connecting Brevard County with intermodal hubs while aiding in the statewide movement of goods and people. Similarly, regionally significant segments aid inter‐county travel while non‐regionally significant corridors aid intra‐county travel. Non‐regionally significant roadway segments which connect to SIS facilities or connectors were given priority in the modified scoring system as well. It is important to the economy of Brevard County to maintain connectivity to areas outside of the County while also improving travel within the county. The ITS scoring does not differ from the 2013 SOS scoring methodology.
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6.7.5. Safety The existing volume/MAV and existing volume sections directly relate to recurring congestion while the safety portion of the ITS scoring correlates to non‐recurring congestion. If a crash does occur, ITS technology has historically proven to help alleviate congestion caused by the incident. Better incident detection systems can facilitate local emergency response to the incident site and more efficiently clear the incident. DMS and other points of information dissemination provide advanced notice to travelers to influence their choice on potential alternate routes, minimizing congestion at the crash site. For this reason, the modified ITS scoring gives safety a maximum of 15 total points instead of the 10 reported in the SOS scoring. The SOS safety scoring takes into consideration three different elements: 1. Number of FDOT SHSP emphasis area corridor crash types (7.5 points/50 percent weighting); 2. Total number of crashes for each SHSP emphasis area for the corridor (4.5 points/30 percent weighting); and 3. Corridor crash severity (3 points/20 percent weighting). The SHSP lists six emphasis areas measurable by corridor crash data: aggressive driving crashes, vulnerable road user crashes, lane departure crashes, impaired driver crashes, at‐risk driver crashes, and distracted driving crashes. The first category gives 0 to 7.5 points, on a graded scale, depending on how many of the emphasis area crash types the corridor experienced during the five year crash data period. The next category took into account the total number of emphasis area crashes a corridor experienced. The category gives 0 to 4.5 points, on a graded scale, to each corridor based on the total number of emphasis area crashes. A crash severity score was also calculated for each corridor based on the Highway Safety Manual’s Equivalent Property Damage Only Average Crash Frequency method. This method takes into account the FDOT crash costs for property damage, injury, and fatal crashes. As with the emphasis area scoring, this category gives 0 to 3 points, on a graded scale, to each corridor based on the severity score.
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For more information on the 2013 SOS safety scoring methodology, see the 2013 SOS Report at SCTPO.com. 6.7.6. Hurricane Evacuation ITS strategies can help better manage congestion and traffic during times of emergency and help direct travelers to identify hurricane evacuation routes and inform travelers of changes to travel routes. Segments having been identified by the County as a hurricane evacuation route were given 5 points while those not designated were given 0 points. This scoring does not differ from the 2013 SOS scoring. 6.7.7.
Transit
In the modified ITS scoring, segments are awarded points based on the number of transit routes traversing the corridor. ITS strategies such as AVL and TSP will help improve transit reliability along these corridors while making the intermodal hubs more accessible. TSP improves the reliability of transit service with minimal impacts to passenger vehicles. The transit category was added for the modified ITS scoring but is not included in the 2013 SOS scoring.
6.8.
ITS Needs Corridors
Table 10 and Table 11 summarize the Top 25 Regional and Non‐Regional Corridors based on the modified ITS scoring; Figure 19 displays the corridors summarized in these two tables. This scoring provided the initial basis for the corridor rankings that was presented to the stakeholders for review.
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V/C
EXISTING VOLUME
INTERMODAL/ ECONOMIC
HURRICANE ROUTE
TRANSIT
SAFETY
32,262
35,70
0.90
27.11
15
7.5
7
5
10
14.1
85.7
EBER‐FLORIDA
31,283
0.88
26.29
15
7.5
7
5
10
14.1
84.9
3
US 1
SARNO‐EAU GALLIE
52,106
35,70 0 49,20
1.06
31.77
15
10
7
5
5
9.9
83.7
0 34,50 0 49,20
0.94
28.24
15
7.5
7
5
5
15.0
82.7
0.90
27.07
15
10
7
5
5
13.7
82.7
0 35,70 0 35,70
0.83
24.93
15
5
7
5
10
15.0
81.9
0.94
28.16
15
7.5
7
5
5
14.1
81.8
0 17,34 0 17,34
1.38
40.00
15
5
7
5
5
4.7
81.7
1.26
37.82
15
5
7
5
5
6.6
81.4
0 34,50 0 34,50
0.94
28.23
15
7.5
7
5
5
13.5
81.2
0.89
26.63
15
7.5
7
5
5
15.0
81.1
0 35,70 0 49,20
0.98
29.28
15
7.5
7
5
5
12.2
80.9
0.89
26.57
15
10
7
5
5
12.2
80.7
0 35,70 0 34,50
0.85
25.42
15
7.5
10
5
5
12.2
80.1
0.88
26.41
15
7.5
7
5
5
13.5
79.4
0 34,50 0 19,62
0.96
28.83
15
7.5
7
5
5
9.9
78.2
1.07
32.14
15
5
7
5
5
9.0
78.1
0 35,70 0 34,50
0.89
26.70
15
7.5
7
5
5
11.3
77.5
0.94
28.32
15
7.5
7
5
5
9.0
76.8
0 34,50 0 49,21
0.90
27.11
15
7.5
7
5
5
9.9
76.5
0.88
26.50
15
10
5
5
10
4.7
76.2
0 35,70 0 53,50
0.65
19.59
15
5
7
5
10
14.1
75.7
0.68
20.41
15
7.5
5
5
10
12.8
75.7
0 43,90 0 34,50
0.76
22.67
15
7.5
5
5
5
15.0
75.2
0.94
28.17
15
7.5
7
5
5
7.5
75.2
4
SR AIA
FISHER DR‐ST LUCIE
32,474
5
SR 520
BRIDGE‐N.TROPICAL
44,390
6
BABCOCK
PALM BAY‐EBER
29,664
7
BABCOCK
CHARLES‐PT MALABAR
33,507
8
SR 520 (Causeway‐US 1 (WB))
DELANNOY‐BREVARD
23,970
9
SR 520 (US 1‐Causeway (EB))
DELANNOY‐RIVEREDGE
21,860
10
SR AIA
SHEPARD‐MCKINLEY
32,465
11
SR AIA
MCKINLEY‐BUCHANAN
30,619
12
BABCOCK
MALABAR‐CHARLES
34,843
13
US 1
BALLARD‐SARNO
43,578
14
US 192
DAIRY‐AIRPORT
30,248
15
SR AIA
BUCHANAN‐N ATLANTIC
30,374
16
SR AIA
S BANANA‐FISHER DR
33,153
17
SR 520 (US 1‐Causeway (EB))
FORREST‐BREVARD
21,020
18
SR AIA
CENTRAL‐SR 401
31,775
19
SR AIA
ST LUCIE‐MARION
32,565
20
SR AIA
MARION‐SR 520
31,182
21
MINTON
EMERSON‐PALM BAY
43,473
22
US 1
HARRISON‐GRACE
23,311
23
MALABAR
I‐95‐BABCOCK
36,402
24
N. COURTENAY
NEEDLE‐LUCAS
33,180
25
R AIA
BAHAMA BLVD‐S BANANA
32,391
TOTAL
CAPACITY
PT MALABAR‐PALM BAY
BABCOCK
FUTURE‐LRTP
2013 AADT
BABCOCK
2
EXISTING VOLUME TO MAV
SEGMENT
1
ITS RANK
ROAD
Table 10 – Top Ranked Regionally Significant Roadway Segments Based on Modified ITS Scoring
0
80
2013 AADT
CAPACITY
V/C
EXISTING VOLUME TO MAV
FUTURE‐LRTP
EXISTING VOLUME
INTERMODAL/ ECONOMIC
HURRICANE ROUTE
TRANSIT
SAFETY
TOTAL
MALABAR
JUPITER‐MINTON
19,827
16,300
1.22
36.49
0
2.5
0
0
5
10.4
54.3
2
SAN FILLIPPO
JUPITER‐MALABAR
18,688
15,600
1.20
35.94
0
2.5
0
0
5
5.7
49.1
3
EMERSON
MINTON‐JUPITER
24,795
31,255
0.79
23.80
0
5
0
0
5
8.4
42.2
4
SUNTREE
WICKHAM‐US 1
15,250
15,600
0.98
29.33
0
2.5
0
0
10
5.1
46.9
5
PORT MALABAR
BABCOCK‐TROUTMAN
15,819
16,900
0.94
28.08
0
2.5
0
0
0
6.0
36.6
ROAD
1
ITS RANK
SEGMENT
Table 11 – Top Non‐ Ranked Regionally Significant Roadway Segments Based on Modified ITS Scoring
6
DAIRY
EDGEWOOD‐US 192
21,730
31,255
0.70
20.86
0
5
0
0
5
9.0
39.9
7
DIXON
CLEARLAKE‐PINEDA ST
10,280
34,500
0.30
8.94
15
2.5
0
0
5
7.5
38.9
8
N. BANANA RVR
AUDUBON‐BAYSIDE/CENTRAL
12,110
15,600
0.78
23.29
0
2.5
0
0
5
8.1
38.9
9
JUPITER BLVD
Americana‐Pace
12,061
15,600
0.77
23.19
0
2.5
0
0
5
8.1
38.8
10
JOHN RODES
ELLIS‐EAU GALLIE
13,254
15,600
0.85
25.49
0
2.5
0
0
5
5.7
38.7
11
HOLLYWOOD
FLORIDA/WINGATE‐HENRY
14,239
15,600
0.91
27.38
0
2.5
0
0
5
3.2
38.0
12
DAIRY
EBER‐FLORIDA
22,385
32,900
0.68
20.41
0
5
0
0
5
7.5
37.9
13
HOLLYWOOD
EBER‐FLORIDA/WINGATE
13,081
15,600
0.84
25.16
0
2.5
0
0
5
3.2
35.8
14
HICKORY
Hibiscus‐NASA
5,875
15,600
0.38
11.30
15
0
0
0
0
4.5
30.8
15
N. BANANA RVR
CENTRAL‐SR 528
10,220
15,600
0.66
19.65
0
2.5
0
0
10
8.4
40.6
16
DAIRY
FLORIDA‐EDGEWOOD
21,727
31,255
0.70
20.85
0
5
0
0
10
4.5
40.4
17
DIXON
FISKE‐BYRD PLAZA ENT
10,140
34,500
0.29
8.82
15
2.5
0
0
0
3.6
29.9
18
HOLLYWOOD
PALM BAY RD‐EBER
12,564
15,600
0.81
24.16
0
2.5
0
0
10
3.2
39.8
19
JOHN RODES
EAU GALLIE‐AURORA
10,116
15,600
0.65
19.45
0
2.5
0
0
5
7.5
34.5
20
PORT MALABAR
TROUTMAN‐US 1
10,805
16,900
0.64
19.18
0
2.5
0
0
5
7.5
34.2
21
DAIRY
PALM BAY‐EBER
19,111
32,900
0.58
17.43
0
2.5
0
0
10
9.0
38.9
22
RIVERSIDE
PARADISE‐EAU GALLIE
10,298
16,900
0.61
18.28
0
2.5
0
0
5
6.6
32.4
23
JOHN RODES
US 192‐SHERIDAN
10,827
15,600
0.69
20.82
0
2.5
0
0
0
3.8
27.1
24
HOLLYWOOD
HENRY‐US 192
12,301
15,600
0.79
23.66
0
2.5
0
0
0
0.9
27.1
25
FORREST
SR 520‐PEACHTREE
12,580
16,000
0.79
23.59
0
2.5
0
0
0
0.9
27.0
81
Legend Legend Top 25 Regional Statement Top 25 Non-Regional Segment
Figure 19 - Top Ranked Regionally and Non-Regionally Significant Roadway Segments
82
Long
Medium
Short
The roadway segments described previously were the initial analysis method to identify the ITS needs. As this project advanced some of the segments and the priority of deployments were extended/changed. These changes were due to a physical fiber layout connectivity or feedback from the stakeholders and their local needs. The last column of this table represents the deployment planning periods: Short‐range 0‐5 years; Mid‐range 6‐10; and Long‐Range 10+ years. Table 12 represents the final ITS Master Plan corridor Priority list. Local Road Name FROM TMC Operations and Maintenance Resource Shortening 1 Courtenay Pkwy Cone Rd 2 Cocoa Beach Causeway Milford Point Dr 3 Atlantic Ave Minutemen Causeway 4 US ‐ 1 (Titusville Area) Nasa Causeway 5 Dixon Blvd Clearlake Rd 6 US ‐ 192 Dairy Rd 7 Eau Gallie Causeway US ‐ 1 8 US ‐ 1 University Blvd 9 Babcock St Malabar Rd 10 Ellis Rd/Nasa Blvd W of I ‐ 95 SB 11 Minton Rd Malabar Rd 12 Dairy Rd Palm Bay Rd 13 Malabar Rd Palm Bay Pkwy 14 Emerson Dr St Johns Pkwy 15 San Filippo Dr Foundation Park Blvd 16 Hollywood Blvd Palm Bay Rd 17 Jupiter Blvd Emerson Dr 18 Port Malabar Blvd Babcock St 19 N Riverside Dr Falcon Dr 20 Hickory St New Haven Ave 21 Palm Bay Rd Malabar Rd 22 US ‐ 1 Pineda Causeway 23 S Fiske Blvd/Stadium Pkwy Summer Path 24 Viera Blvd Stadium Pkwy 25 Pineda Causeway US ‐ 1 26 Atlantic Ave Pineda Causeway 27 Melbourne Causeway US‐1 28 Clearlake Rd Cocoa Beach Causeway 29 South Patrick Dr Eau Gallie Causeway 30 South St Cheney Hwy 31 US ‐ 1 Lake Washington Rd 32 Nasa Pkwy US‐ 1 33 Courtenay Pkwy The Bee Line 34 US ‐ 1 Cidco Rd
TO
Fiber
The Bee Line Atlantic Ave South of George King Blvd SR 406 US ‐ 1 US ‐ 1 Atlantic Ave Babcock St Nasa Blvd US ‐ 1 Ellis Rd US ‐ 192 West of San Filippo Dr N Minton Rd Malabar Rd US ‐ 192 San Filippo Dr US ‐ 1 Eau Gallie Causeway US ‐ 192 Elis Rd South of Barnes Blvd Barton Blvd US ‐ 1 Atlantic Ave Minutemen Causeway Atlantic Ave Industry Rd/SR 528 Pineda Causeway S Singleton Ave Pineda Causeway Courtenay Pkwy Nasa Pkwy Nasa Causeway
4.71 3.306 8.7 6.199 1.157 2.881 3.114 6.42 6.51 7.202 9.124 2.993 6.126 3.917 1.206 3.11 6.69 3.204 1.121 1 7.7 8.954 5.902 3.026 4.466 7.741 2.386 3.638 5.175 3.449 4 7.6 9.4 8.37
Table 12– Final ITS Master Plan Priority List
83
6.9.
Traffic Management Center Options
The Space Coast currently holds two separately declared TMCs: one managed by Brevard County at the County Traffic Operations office, the other by the City of Melbourne at the City Public Works Complex. It is understood that the TMC managed by the County is the entity that manages the majority of traffic signals and ITS infrastructure within the region. 6.9.1. Existing Melbourne TMC The current TMC operated by the City of Melbourne is responsible for monitoring the City’s 67 signalized intersections. The facility is equipped with four wall monitors: two 42” monitors for video surveillance using the Bosch VIDOS Pro Suite and two 46” monitors to display the ATMS.now signal management software. 6.9.2. Existing Brevard County TMC The existing Brevard County TMC consists of a four‐55” monitor video wall, two work stations, and data servers including servers for the ATMS.now signal management software and Chameleon ITS software. There is currently no dedicated staff for monitoring the ITS systems, responding to traffic events, or other intense operational activities associated with AAM not just amongst the County, but amongst all other stakeholders. 6.9.3. Future Regional TMC It has been observed that some of the most successful TMCs in the state are those that pull together various agencies under one roof. To maximize the benefits of current and future ITS deployments to the traveling public and the region, a common TMC shared by, at the very least, representatives from local maintaining agencies and/or emergency response agencies should be considered. If local agencies do not wish to share a TMC, virtual data and information sharing should be incorporated. Additionally, as the ATMS and ITS systems in the region expand, a larger TMC than either agency currently manages will be needed. Considerations such as more workstations, office space, conference room(s), and the appropriate data/communication room space (racks, routers, servers, etc.) will need to be factored in.
84
6.9.4. Location When considering the location of the future TMC (whether constructed anew or renovating an existing building, the agencies of the Space Coast should factor in possible colocation of facilities (i.e. FDOT, Brevard County Sheriff’s Office, Emergency Management Office, etc.). Sufficient space should be provided for these agencies’ current staff and factor in future growth. Security measures will need to be defined to keep restricted networks from crossing between agencies. First, all active agencies must work out the details of security and access with regards to the network. Some of the particulars include, data sharing and access of each party to the network as well as the required firewalls and security protocols. Once security and access have been agreed to, the merging of the networks can begin. There are concerns that transmitting data between agencies could lead to security leaks, either by exposing ports to attack or by interception by a malicious third party. To help minimize the exposure, adequate firewalls and security software will also need to be developed. 6.9.5. TMC Operations Software It is anticipated that the monitoring and tracking of traffic incidents on designated arterials will be managed by TMC Data Entry Software or other software programs as selected by the region. The TMC Data Entry Software will need to optimize the performance of the arterials through detection and signal timing, while creating a more efficient and safer transportation system. Regardless of the software system utilized, data will be accessed for measurability of performance. 6.9.6. TMC Staffing for Operations The typical staffing of an arterial TMC should be, at a minimum, between the hours of 7:00 a.m. and 7:00 p.m., Monday through Friday; weekend staffing is to be determined. The staffing levels could be increased, depending on the number of arterial roadways monitored, time of day (peak and off‐peak), and for special events/disasters. In addition, the off hours could be augmented by sharing responsibilities with the 24/7/365 RTMC located in Orlando. TMC supervisor and operator roles and responsibilities are to identify recurring congestion, or incident, and also non‐recurring congestion, and log the pertinent information into the Traffic Incident Database. If the congestion is incident based, the Operator will notify the appropriate Law Enforcement Agency and will notify the appropriate facility Signal Operators to see if there is a change in signal timing available helping to “flush” or improve the queue. The incident data will be published to the FL511 IVR and website, and will be updated no less than every 30 minutes until the incident is cleared and closed out.
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Operations staff will also perform device checks on all online signals, cameras, Sensys and Bluetooth devices, and ADMS and will record results of same. During the off‐peak periods, one Operator will monitor the systems listed above. During these off‐peak hours, the Supervisor will analyze the collected results of the daily checks, congestion and other performance measures and prepare the daily, weekly and monthly reports to provide to Brevard County. Additionally, the Supervisor will cover the break times for the operator and will attend meetings as requested.
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7. Identification of Applicable ITS Strategies After having identified the Space Coast Region’s transportation needs, this section will propose a strategic plan for future ITS deployments, operations, and maintenance for deployments throughout the Brevard County network. This section will identify the primary causes of the transportation problems and proposed ITS improvements or strategies to help improve and/or mitigate traffic conditions. FHWA has been promoting the approach of using TSM&O to improve the overall performance of the transportation network (Freeway and Arterial). TSM&O is a performance driven approach for solving traffic related problems and minimizing congestion through the utilization of ITS, signal system control, and other management and operational strategies to locate and minimize the causes of delays in real‐time. The objective of the TSM&O program is to improve the efficiency of the existing transportation network through performance monitoring and coordinating freeway and arterial management strategies, such as incident management. The TSM&O Program also considers future technologies and the importance of improving the overall efficiency of the transportation network. TSM&O principles were used throughout the development of this Master Plan.
7.1.
The Causes of Network Deficiencies
As mentioned in previous sections, it is apparent that FDOT has traditionally had a minimal role in the operations and maintenance of the arterial system, in particular, the traffic signal system. In addition, it was observed that there is little consistency in maintenance and operations of traffic signals across agencies and that most experience limitations due to available resources. Due to this gap in the required dedicated funding for signal system maintenance, arterial operations, and capital improvements; the full benefits of an ITS deployment on the arterial system have not yet been realized and this is affecting the ability to efficiently and reliably move more drivers, transit, freight, and other forms of transportation throughout the county and state. Based on previous studies and interviews with the stakeholders, recurring and non‐recurring congestion were deemed the primary reasons for traffic delay. The primary reasons for recurring and/or non‐recurring congestion are identified as: AM and PM peak hour traffic, increase in traffic volumes, traffic incidents, work zone areas, special events, tourism, geographic constraints, weather, and motorist distractions. The following were identified as the major areas of needed improvement in order to improve traffic flow:
Infrastructure maintenance (specifically signal systems) 87
Operations & data management Lifecycle management Lack of performance measures Nationally in 2011, according to the 2012 Urban Mobility Report, congestion cost urban motorists travel times approximately 5.5 billion hours more than needed, resulting in extra fuel consumption of over $2.9 billion a year, which translates into a congestion cost of $121 billion annually. In Brevard County, as described in the to 2035 SCTPO LRTP, the congestion is expected to exponentially increase over years; going from a VHD of 5 minutes to 50 minutes per person, a 10 times increase by the year of 2035, if congestion strategies are not improved/implemented . As congestion costs increase, the cost of maintaining and operating the transportation system will also increase. Today, for instance, the FDOT, Traffic Signal Maintenance and Compensation Agreement 2009, provides a maintenance fund of $2,865 (Fiscal Year (FY) 13‐14) for full intersection maintenance assuming all 4 approaches are State Roads. The funding rate has an increase pattern of approximately 3% a year. Based on the Statewide AAM Needs Plan18 study, maintaining agencies interviewed claimed the funding is inadequate to cover all the expenses leaving the agencies with little to no room for improvement. As a result of funding restrictions, Brevard County maintaining agencies have limited staffing and due to those limitations, the staff currently serves both operations and maintenance roles. However, due to the maintenance requirements alone, the staff has little time to devote to operations.
7.2.
Applicable ITS Infrastructure Expansion
As the organizations involved in developing the ITS infrastructure of the Space Coast region progress in their expansion, the approach should be oriented around properly operating and maintaining all equipment in question (Existing and Proposed). In Florida, for years the common practice was to build, then figure out how to operate and maintain the equipment after the fact. This out dated approach resulted in vast capital improvements with insufficient resources to manage these deployments, resulting in unrealized benefits of these systems. As the agencies of the Space Coast look to expand their ITS coverage, the funding, standards, and staffing resources to address operations, maintenance, and life cycle replacement costs of ITS equipment should be well established prior to any installations.
18
Statewide Active Arterial Management Needs Plan, Renata Caetano, PE and Dale Cody, PE, PTOE, 2013.
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Furthermore, if the region is to be truly successful and maximize the potential of their current and any future systems, the issue of interagency jurisdictional operational boundaries must be addressed. Whether through a Joint Participation Agreement (JPA) or a similar Memorandum of Understanding (MOU), the maintaining agencies of Brevard County, particularly in regards to operations activities on the arterials, must act as one cohesive unit; clearly defining demarcation points, roles, and responsibilities of partnering agencies while striving for a common regional goal as the foundation of an optimal system. To remain in line with the ITS Master Plan’s current goals and objectives developed for the region, future enhancements should target the following areas:
System communications and interconnectivity Traffic Operations and Management Traveler Information Incident Management Public Transit management Emergency Management Information Management Maintenance and Construction Airports, Ports and Freight
It should be noted that the overall ITS Master Plan proposed for the County encompasses miles of deployment; therefore the deployments have been proposed as part of multiple projects for funding purposes. 7.2.1. System Communications and Interconnectivity Connecting intersections throughout the County to central signal management software is imperative for an effective AAM system. The ability to make remote and/or real‐time timing adjustments, monitor system health, and quickly detect and track both critical and minor system malfunctions is critical to an efficient transportation system. Furthermore, properly creating network rings by installing redundant communication routes increases reliability. AAM is the ultimate goal for the arterial network with the understanding that there are intermediate steps before achieving this goal. These steps should be defined and agreed upon in a stakeholder supported implementation plan.
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7.3.
Proposed Fiber and Wireless System ITS Routes
The existing communications network within Brevard County has been installed by the way of multiple ITS and ATMS projects initiated by the FDOT and Brevard County over the last decade. The majority of the communications network uses fiber optic cable and is a mixture ranging from 24 single mode/12 multimode to 72 single mode cable(s). The fiber is a combination of above ground (typically mounted to power line poles) and underground conduit. Due to the relatively low cost of higher fiber counts compared to that of lower, it is recommended that the region install 96 single mode fibers along future corridors. In addition, some corridors face certain geographic challenges that make installing fiber optic cable very difficult; therefore these locations are proposed to use a wireless system as the proposed communication method. Typically, these routes span bridges that connect the islands with the mainland. Note that the City of Melbourne currently has a wireless system for signal communication. Figure 20 shows the overall proposed and existing county fiber/wireless network.
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Legend Existing Fiber Proposed Fiber Proposed Wireless Network Proposed Redundancy Fiber
Figure 20 - Overall Proposed Communications Infrastructure Improvements
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7.4.
Traffic Operations and Management
7.4.1. Planned ATMS Information regarding planned expansion of the ATMS/ITS network within Brevard County was collected from discussions with various stakeholders. The following ITS/Operations/Multimodal projects were identified as planned for the near future:
Brevard County plans to expand network communications by installing edge switches at the following locations: o I‐95 at Pineda Causeway o Intersection of Minton Rd at Eber Rd o I‐95 at Malabar Rd o Intersection of Wickham Rd at Pineda Causeway o I‐95 at Barnes Blvd/Fiske Blvd
Additionally, FDOT intends to install fiber runs at the following locations: o Malabar Rd from I‐95 southbound off ramps to Babcock St o I‐95 southbound off ramp at Pineda Causeway to I‐95 northbound off ramp, connecting the Pineda Causeway Extension to fiber running along I‐95. o US 1 – From just North of SR 520 to just North of SR528
For more information regarding future planned projects, refer to Appendix B for SCTPO Priority Projects that were adopted in fall of 2014. Note: Traffic Responsive System and Regularly Scheduled Signal Timing Optimization are current systems being used in certain regions of Brevard County, and are not shown on the existing or proposed maps. It is recommended that an engineering analysis be performed prior to project deployment to determine if a Traffic Responsive System and Regularly Scheduled Signal Timing Optimization are best suited to be used in lieu of the Adaptive System. 7.4.2. ATMS Features Currently Brevard County and Melbourne utilize Trafficware’s ATMS.now ATMS system for central communications. ATMS.now offers additional modules that can be used for the overall improvement of traffic operations and maintenance. One such module is for adaptive signal system control. Currently, the County has SynchroGreen (Trafficware’s adaptive system) installed at over 100 intersections throughout the county. Notable improvements were identified by Brevard County’s Study conducted by Trafficware 92
(See Appendix C for study information): morning travel times, eastbound and westbound travel times were reduced by 35 percent and 32 percent, respectively. The overall delay was also greatly reduced, with 81 percent reduction for eastbound and 78 percent reduction for westbound travelers. Adaptive systems have typically been used in areas where traffic volume changes are less predictable, such as the beach letting out due to rain. Therefore, expanding the adaptive system to areas with unpredictable volumes has the potential to provide additional benefits to the county. Figure 21 shows the recommended locations for the expansion of the Adaptive System.
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Legend Existing Signals With Adaptive Proposed Signals With Adaptive
Figure 21 - Overall Adaptive Signal Coordination
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The adaptive module is the only ATMS application currently being used by the County. The lists of available ATMS modules are included in Appendix D.
Other features/modules of ATMS.now that are recommended for expansion and/or implementation include: o Real‐time Event Management: o Real‐Time > Provides immediate indication control. Good for relieving congestion or providing escorts. o Real‐Time > Instant Pattern ‐ Makes an immediate pattern change in the event of an incident.
Monitoring of Field Alarms: o Real‐time > Phase Call ‐ Will place a call on a specific phase in the event a detector is not placing calls. o Reports > Field Alarms ‐ Shows field alarms and when the occurred o Real‐Time > Coordination failure per phase ‐ Reset ‐ Resets a signal that has gone into free due to a coordination failure.
Time of Day Plans o Real‐Time > Download Real‐time ‐ Sends a controller request to update the time so that it runs the correct time of day patterns. o Database > Compare ‐ Compares the last uploaded, special, standard and permanent files to see differences.
Congestion Level on GIS Layer Alarm Notification (to Distribution list: Page, email or text) o Off of Alarms o Off of Congestion Levels Speed Volume Occupancy
Incident Triggers o ACTIONS> Incident Triggers‐ off of alarms of congestion thresholds to cause a pre‐programmed action
Scheduler o Performs pre‐programmed, automated tasks Database verification Data collection Time Sync
Emergency.now 95
o Displays vehicle positions on an interactive GIS map and modifies signals for the entire route, removing the “snowplow” effect during heavy congestion.
Web.now o Allows an agency to port specific content that is retrieved from ATMS.now to the public internet to provide real‐time traffic and congestion information to the public. 7.4.3. Increase Roadway Surveillance Coverage Objective 2.3 of the ITS Master Plan calls to increase the miles of roadway under surveillance by 50%. According to the previous section, there are approximately 56 miles of arterial roadway covered with surveillance cameras. In order to meet this objective, sufficient cameras to view a minimum of additional 28 miles of arterial roadway should be added within the region. The new overall CCTV deployment suggested by the ITS Master Plan is shown in the Figure 22.
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Legend Existing CCTV Proposed CCTV
Figure 22 - Overall CCTV Network
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7.4.4. Travel Time Speed Volume Vehicle Data Information Objective 3.1 of the ITS Master Plan identifies the need to reduce vehicle travel delay. To help achieve this objective, it is necessary to collect travel time information to judge performance and provide triggers for implementing alternative timing and travel plans. Therefore, there are two traffic data collection systems proposed to be deployed/extended throughout the County: Bluetooth and MVDS. Bluetooth systems provide point‐to‐point travel time information. From information collected regarding existing ITS Infrastructure, BlueTOAD (TrafficCast) origin‐destination and travel time information collection systems have been deployed along critical corridors within Brevard County. Continuing to expand this, or similar technologies, is an important step in understanding active traffic conditions and adjusting these conditions to better serve the County transportation system. The MVDS system provides vehicle counts, speed and occupancy; thus providing additional means for understanding the traffic conditions throughout the County. For the purpose of this study, the new deployments will include MVDS and BlueTooth technologies as shown in the following Figure 23.
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Legend Existing MVDS Proposed MVDS Existing Bluetooth Proposed Bluetooth
Figure 23 - Overall Travel Time Network
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7.4.5. Traffic Signal Detection Inductive loops and video detection are the principle methods of providing detection at traffic signals. The use detection at traffic signals allows traffic signals to provide on‐demand service, thus minimizing overall intersection delay. However, when the detection is not functional, the on‐demand feature is effectively discontinued at the intersection, thus increasing unnecessary delay. This can be prevented by improved monitoring of the signal detection status at each intersection and expeditious maintenance. For the purpose of this ITS Master Plan, the following will be included for signal detection:
Regular maintenance of vehicle detection loops and video detection equipment; and Regular communication links assessment to ensure consistent monitoring of detection equipment. As mentioned previously, there are two types of detection equipment being used in the County: inductive loops and video detection. Both technologies offer strengths and weaknesses with regards to costs, operations and maintenance. For instance, inductive loops are in‐pavement installations and are therefore susceptible to damage based on pavement conditions. Maintenance of the loops also requires lane closures. On the other hand, video detection is an aerial based technology that can be easier to maintain, with less MOT constraints. However, video detection can be susceptible to occlusion caused by the rising and setting of the sun. Therefore, it is necessary to choose the correct type of detection for a given situation. The below information is provided to assist in this selection. Based on WSDOT 2008 Table 13shows a comparison between the initial theoretical costs of loop detection and video detection assuming maintenance costs are minimal. The average lifetime of loop time between failures suggests a 10‐year expected life.
INDUCTIVE LOOP DETECTOR*
VIDEO DETECTOR
Equipment Cost
$500‐800
$5,000‐26,000
Installation Cost
$1,000
$300
$560
‐
$1,260‐3,380
‐
Cost on the Pavement User Cost
Table 13 – Traffic Signal Vehicle Detection Installation Cost *Note that multiple loops are often needed on the same approach.
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For the yearly maintenance cost, a 10‐year study costs completed in Houston, TX19 found the following (summarized in Table 14): SENSOR
NUMBER REQUIRED FOR 6 LANES
EXPECTED LIFE
ANNUALIZED COST
12
10
$746
10
$580
Inductive Loop
Video Image Processors 2 cameras, 1 processor
Table 14 – Traffic Signal Vehicle Detection Annual Maintenance Cost The maintenance cost was included with the overall maintenance cost described in the Maintenance and Operations subsection. 7.4.6. Signal Retiming Basic traffic signal retiming is one of the most cost‐effective ways to improve traffic movement and to improve overall operations of the Signal System. Signal retiming is typically prepared by a professional engineer to optimize the operation of signalized intersections by studying and changing timing parameters, phasing sequences. As the roadway layout changes over time, including minor roadway improvement, new driveway, new business, etc. the occasional retiming becomes a critical tool for flow of a corridor. In the past, comprehensive signal retiming programs have documented benefits of a 7‐13% reduction in overall travel time, a 15‐37% reduction in delay, and a 6‐9% fuel savings.20 Other studies show that a simple retiming can result sizeable impact on the efficiency of the traffic signals. It is important to note that changes to the standards with dedicated funds tied to performance measurement would result in a uniform countywide approach to the management of the arterial network. For Brevard County, it is recommended that the corridor’s to be re‐timed every 3 years.
7.5.
Roadway Traveler Information 7.5.1.
Arterial Dynamic Message Sign
(ADMS) Currently there are a total of 49 DMSs within Brevard County. The majority of these signs were installed almost 10 years ago by the FDOT as a part of the DASH projects in order to provide for alternate detouring and evacuation Texas Department of Transportation , Research and Technology Implementation Office Engineers, 2007 http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0‐4750‐2.pdf 19
20
Institute of Traffic Engineers, http://www.ite.org/signal/index.asp
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information. At the time of their installation, active color matrices for DMSs were not typical highway installations. Therefore, these signs cannot function as diagrammatic signs. This results in text messages being displayed that do not meet Florida’s current elder user program font sizing. Therefore, there are two possible options: 1. Install larger DMS signs that can accommodate Florida’s elder user standards, or 2. Use diagrammatic signs, DMS or fiber optic blank out signs. Since diagrammatic signs are significantly less expensive to install and maintain, they are recommended as a part of this Master Plan. The following are the locations of the existing DMSs that are recommended for replacement. The existing structures would require a structural analysis to confirm they still meet standards and can be re‐used with new signs (Please note that these structural requirements have changed since the original installation). For the purpose of this study, all existing ADMS structures are assumed to need replacement as shown in Figure 24. Please note that additional ADMS locations to complete the road systems were also included.
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Legend Existing DMS Proposed DMS Evacuation Route
Figure 24 - Overall ADMS Locations
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7.5.2. 511 The 511 service is well known to the freeway system. However, it is just now being expanded to the arterial system to provide traveler information to motorists; such as the Palm Beach Area along some arterial roadways. To expand this system to the arterial network level in Brevard County, this application will need to be modified to collect and disseminate imperative details of incidents by TMC operators. Incident details such as location, date and time, event type, severity, lane blockage, notifying agency, injuries, weather, etc. will be collected and provided to the traveling public. The event management configuration data (roadways, counties, direction, cross‐streets, etc.) will need to comply with the data exchange schemas of FDOT’s SunGuide® Center‐to‐Center infrastructure. It should be noted that Palm Beach County has already developed a “plug‐in” for the SunGuide® to be used with the 511 system. The 511 system also provides the following types of reports to the TMC operator:
Chronology report Weekly performance measure report Monthly performance measure report Periodical Performance measure report for any period span
The 511 application disseminates information using a C2C publisher to publish an event and its details to the FL‐ATIS system so that it may be displayed on the FL‐ATIS web‐site. Appendix E shows the example of screen shots and reports obtained from the Palm Beach TMC. 7.5.3. Parking Management System Using ITS technologies for parking systems can reduce congestion by allowing motorists to know in advance if a parking garage is full. This minimizes the number of vehicles on the roadway looking for parking spaces. In the future, for the urban areas, the County could develop a parking garage system similar to the one proposed in the City of Orlando. The provision of real‐time parking information improves parking operations efficiency and helps alleviate corridor congestion by making it more efficient for drivers to find parking. These parking management solutions could be an option for the main parking garages and within the Brevard County. However, since Brevard County does not currently have a significant number of parking garages, these options will not be included at this time as part of the ITS Master Plan. Figure 25 illustrates a few examples of parking garage systems for future reference.
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Figure 25 – Sample Pictures for Parking Systems Built by Trans‐Tech
In addition to parking garage parking, commercial truck parking has become a concern throughout Florida due to the increasing number of trucks on the interstates, while the number of truck parking areas has not increased to keep up with the demand. This causes many truck drivers to park along the interstate near rest areas or on/off ramps. These trucks then become hazards for drivers who may drift out of their lane and collide with the parked truck. Transportation officials are exploring ways to inform truck drivers of the availability of parking spaces at rest areas so that they will have this information prior to the rest area and will have the ability to seek parking at nearby truck stops or other areas. FDOT District Two, for example, has installed a system to provide parking availability information to truckers as they approach the Rest Area in St. Johns County, north of County Road 210. This project installed two High Definition MVDS (vehicle detectors) and one CCTV at the northbound rest area on I‐95 in St. Johns County, north of CR 210. It also included the installation of a combination static and dynamic sign which was installed south of CR 210 in the northbound direction. The MVDS are used to count the number of vehicles entering and leaving the truck parking area and the CCTV is used by TMC 105
Operators to verify visually what the MVDS are telling them. Computer software was written which adds vehicles entering the truck parking area and then subtracts them when they leave the truck parking area, thus constantly updating the number of available spaces. The number of spaces is then sent to the dynamic display sign so that truckers know the number of available spaces at the rest area. This project used some existing ITS infrastructure (fiber optic cable and device cabinets), which was key in minimizing the cost of installation. Existing light poles were also used for mounting the MVDSs to reduce costs further. Besides the existing infrastructure, new power and communications cables were run from the existing cabinets to the MVDS units. The CCTV was installed on the Rest Area building and receives power from the building and communications via wireless units on the Rest Area and on a nearby ITS device pole. The DMS module on the static sign is powered by a solar panel unit and communicates with the ITS network via wireless units.
7.6.
Incident Management
7.6.1. Traffic Incident Management TIM programs are active in all the districts in Florida. The FHWA defines TIM as “planned and coordinated process to detect, respond to, and remove traffic incidents and restore traffic capacity as safely and quickly as possible.” These programs aim to improve communication, coordination and cooperation among responders to various traffic incidents that occur along the roadway. Through this improved coordination among responding agencies, traffic congestion is reduced, crashes are cleared more quickly, and secondary accidents are prevented. The primary goals of the TIM Program are to increase mobility and reduce secondary incidents. Traffic incidents have a significant impact on the local transportation system and lead to loss of life, injuries, and destruction of personal property and commercial goods resulting in costly delays, lost productivity, wasted fuel, and air pollution. Traffic incidents substantially reduce the mobility and security of the traveling public and commercial traffic. The program’s future success will include the understanding of the stakeholder needs, regional and statewide perspective on transportation management and operations, and the credibility to lead the TIM community to achieve new goals. District 5 contains five separate TIM teams, one of which is in Brevard County. Coordination with the Brevard County TIM team is critical for overall success of this Master Plan.
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7.6.2. Rapid Incident Scene Clearance Effective in 2008, the RISC program was created. It is an incentive based program for the rapid removal of the more complex scenarios that would require additional time for the complete clearance. The Department agrees to pay the Vendor a flat rate Emergency Response and Mobilization Payment of $2,500 when services are authorized by the designee and the Vendor meets a certain criteria, such as complete the removal and clearance of all crash scene vehicles, cargo, debris and non‐hazardous vehicle fluids from all travel lanes and have lanes opened to traffic within 90 minutes. Additional incentives and penalties could also take place depending on time of incident clearance, type of vehicle, etc. Figure 26 shows the RISC Timeline Implementation approved by the State Secretary.
Figure 26 – RISC Timeline Implementation
Note that RISC is not currently active in District 5. More data needs to be gathered to determine whether the benefits of the RISC program outweigh its costs. Brevard County could consider providing the RISC incentive program as part of the Incident Management Plan on the arterial system if the data shows an appropriate benefit.
7.7.
Emergency Management
7.7.1. Road Rangers The Road Rangers services proposed for the ITS Master Plan will provide basic Road Rangers service for I‐95 within Brevard County. These services are based on the same services provided by the FDOT District 5 within the Orlando metropolitan area. Additional services could be added if desired, but for the purpose of this document, the following is included:
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Active Time – Road Rangers are actively on the roads from 6 AM‐6 PM, Monday‐ Friday. Note that typical District 5 hours are Monday‐Thursday (6 AM to Midnight) and Friday‐Sunday (6 AM to 3:30 AM). District 5 current services are only available the I‐4 corridor.
Services Offered – Road Rangers will provide basic assistance to vehicles: low fluids/gas, replacing tire, etc.
Patrol Area – The total length of service is approximately 56 miles. Based on other areas, each road ranger patrols between 12 to 18 miles. Therefore, it is expected that anywhere between 3‐5 Road Rangers will be required to cover the entire section. For the purpose of this report, 4 Rangers were assumed for the overall system, with the following areas as possible patrol limits: 1. Beginning of Project Limit – to – I‐95 @ SR 528 Intersection – 15.40 miles 2. I‐95 @ Port Saint John Pkwy – to – I‐95 @ S Fiske Blvd – 12.52 miles 3. I‐95 @ S Fiske Blvd – to – I‐95 @ Space Coast Pkwy – 15.14 miles 4. I‐95 @ Space Coast Pkwy – to – End of Project Limit – 12.33 miles
Figure 27 illustrates each Road Ranger proposed patrol area.
Note that the southern limit of the project is at the northbound rest area along I‐95. However, going southbound, once the Road Ranger reaches this point, he would need to travel an additional 12 miles down I‐95 before there is an intersection to turn around at. This would likely be an issue for their routes. This should be taken in consideration at the time of deployment.
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Legend Path 1 - 15.40 Mi Path 2 - 12.52 Mi Path 3 - 15.14 Mi Path 4 - 12.33 Mi
Figure 27 - Proposed Road Rangers Area of Patrol
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7.8.
Transit Management
7.8.1. Space Coast Area Transit Transit users also achieve benefits provided by ITS. Through a more efficient and reliable transit system, riderships will likely increases as commuters become more comfortable and trusting of the system. ITS technologies and strategies such as TSP, queue jumping, information dissemination, APC and AVL tracking systems should be considered to enhance transit efficiency. In discussion with SCAT, they desire to start developing the APC and AVL system requirements in 2016, although this activity is currently unfunded. In Brevard County, SCAT provides extensive bus service with 17 routes covering areas such as Palm Bay and Melbourne in the south, Rockledge and Cocoa in the central, Titusville in the north, and Cape Canaveral and Cocoa Beach along the beach. SCAT annual ridership numbers have increased every year for the past 21 years, reaching a high of 2.9 million total riders in 2013. See Figure 28 for the operating transit routes in the SCAT bus system. With the ever increasing need for transit related services in Brevard County, SCAT released its 2013 ten‐year master plan, focusing on improving bus stop amenities and infrastructure while also planning to improve the Cocoa Terminal and to examine the feasibility of establishing Community Transfer Centers. SCAT also set a goal to increase bus service from once per hour to twice per hour on a few major routes: Route 2 (Titusville), Route 5 (Mims to Titusville), and Route 1 (Titusville to Viera). The plan also identified 21 new service areas for potential ridership. Transit related ITS strategies should be considered within the ITS Master Plan complementary with the region’s bus service and the implementation of APC and AVL. To better understand SCAT’s future plans, a meeting was held with Jim Liesenfelt, the transit director of SCAT. Mr. Liesenfelt discussed plans for SCAT to possibly begin a study starting in 2016 to equip AVL on their entire bus fleet. AVL systems use GPS technology to track the location and travel time of buses along a given route. The equipment used for AVL systems lends itself to the possible development and implementation of conditional TSP for the SCAT fleet of buses as well. TSP is a technique used at signalized intersections to extend the green time of the bus’s approach, so a bus can pass through without having to stop by shortening the amount of green time on an opposing approach. Conditional TSP utilizes the AVL system to determine if a bus is behind schedule. If this is the case, TSP is activated. The main goal of TSP is to keep the buses on schedule or to provide a way for a bus driver to make up time if they are behind schedule. Conditional TSP requires multiple transit and traffic signal elements to work together. Even though conditional TSP is not currently in the future plans for SCAT, including TSP in the
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Legend Transit Route #
Route Number
Figure 28 - Space Coast Area Transit System
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7.9.
Information Management
It is crucial that all of the local agencies work together to expand data sharing. Data sharing will allow the County to reduce cost and ultimately benefit the transportation network user. To share the data between the agencies, the first step is collect all of the equipment already deployed over the year and work on creating a database which is to be updated as new projects get deployed. One way of documenting and sharing information between local and state agencies would be the implementation and use of FDOT’s ITS Facility Management (ITSFM) software. This software would enable the County to document all of their existing communications and power infrastructure as well as their ITS devices and infrastructure. This software is a GIS based software which uses latitude and longitude points to accurately place conduit, pull boxes, structures and other items. Once an item is placed, the item can then be given attributes such as the manufacturer, model number, serial number, date installed, warranty, and other pertinent information. This software is currently being used by all FDOT District ITS groups and has been offered to local agencies at a cost of $4,000 as an initial fee and a cost of approximately $5,000 per year for Operations and Maintenance of the software. Another option for information sharing is utilizing an interagency video and event Data Distribution System, such as iVEDDS. The Interagency Video and Event Data Distribution System provide a means to view live video streams from numerous CCTV Cameras located throughout a roadway network. It also provides a means to view a list of all active and recently active roadway network events and associated event details. iVEDDS consists of a single web based user interface, through which iVEDDS can be accessed, configured and monitored, and back‐ end CODEC (transcoding), CODEC management and video distribution software components. The system summaries of capabilities are:
Disseminate real‐time and up to date active and recently active event data.
Provide real‐time streaming video from individual or multiple CCTV Cameras concurrently, each stream selected to play in its own video player instance.
Allow administrators to block CCTV Camera streams, or to prevent Users or User Groups from viewing one or more streams.
Support maximum viewing periods, configurable at the User Group level. Provide the automatic allocation of video transcoding resources, based on system configuration and the availability of transcoding capacity. 112
Provide a Map View for intuitive CCTV Camera snapshot and video stream access. Activity Reports describing the system’s usage within a selectable time range. iVEDDS should be considered a solution as an intelligent information portal, which aggregates and fuses video with data from all other subsystems – MVDS, Bluetooth, RWIS, ADMS / DMS, for real time dissemination to all stakeholders. The typical development, installation, configuration, integration and testing cost approximately $120,000 including the video transcoding. The ongoing support and maintenance cost is approximately: $2,000 per month.
7.10. Maintenance and Operations The region’s stakeholders have identified insufficient staffing resources and a lack of funding as reasons that current arterial signal/ITS maintenance and operations practices are at times inconsistent throughout the region. This has resulted in the current infrastructure not being used to its fullest capabilities and also inhibited the ability of the region to use performance measurement for overall maintenance and operations performance improvement. This is also a concern that has been identified statewide in other regions. With regards to maintenance, it is standard practice to utilize routine preventative maintenance to upkeep an ITS/signal system. However, several areas of potential deficiencies have been identified. In particular, the maintenance of the detection systems, ranging from inductive loops to video detection is not always being done at a sufficient level to ensure that the signals are functioning optimally. This particular maintenance issue is of concern since it can increase delay at a traffic signal unnecessarily by making vehicles wait longer than the current intersection demand dictates. Enhanced maintenance should be a priority to provide basic maintenance and operation plans, such as routine maintenance, as well as periodic signal retiming. 7.10.1. Temporary Equipment for Work Zone Management Work zones can be effectively managed by using already installed ITS equipment, or by installing temporary equipment that can be used during construction time to manage traffic. This temporary equipment could be included as a part of the roadway cost or could be purchased in advance by the County and be in storage to be used when needed. See Figure 29 for examples of temporary CCTV with DMS installations. 113
Figure 29 – Temporary CCTV and DMS
7.11. Airports, Ports and Freight During the evaluation process other data, such as population density, connectivity to SIS (ports, airports, etc.), and connections to other alternate facilities (Interstates and parallel arterial routes) were also taken in consideration. As the ITS deployment expands through the County; and operations and maintenance improves over time, substantial time delay savings will also result in substantial cost‐saving to freight, airports and ports. One program used to increase efficiency of freight transportation is FRATIS. This program uses V2V and V2I technology to provide traveler information such as travel estimates and basic incident alerts (including road closures or delays due to construction). This information allows operators to decrease delay‐times and increase productivity. FRATIS can also be able to provide dynamic route guidance wait times at intermodal facilities, incident alerts, road closures, work zones, routing restrictions and can suggest alternate routes should an incident occur or to avoid congestion. FRATIS is designed to improve travel time, reduce fuel consumption and reduce emissions by providing real‐time traveler information, alerts, container availability, load matching opportunities and dynamic routing solutions by connecting drivers, vehicles and dispatchers. Available data is obtained from sources such as FDOT, 511, FHP, and the port(s) along with the freight truck GPS position to provide freight specific dynamic travel planning through an optimization algorithm. This algorithm generates an order sequence and stops for each truck/driver. As pickup orders are received, the dispatcher can 114
also identify the best truck to fulfill the order and send the orders to the appropriate drivers. This system is in its infancy and should be considered for Brevard County when it is more mature due to a large volume of freight, especially from the ports. Another option is to follow the results of current studies. The FDOT District Two is experimenting with the use of Bluetooth Travel Time Readers as a way to get pertinent data on the movement of freight through Jacksonville. Under this initiative, Bluetooth devices will be placed on State and County roadways near JaxPort, Jacksonville International Airport, and large warehouses. More devices will then be placed at intersections of the local roadways with major arterials and interstates. Although the devices will not be able to track the individual trucks and their cargo, they will be able to detect increases in traffic and related congestion on these corridors. This information will be used by FDOT and the North Florida Transportation Planning Organization (NFTPO) to monitor these corridors to determine the need for capacity improvement projects as well as provide beneficial information for the implementation of signal timing changes.
7.12. ITS Strategies Cost Requirements As a part of this ITS Master Plan, a high‐level cost analysis was completed to determine the future funding requirements for this Plan. The costs that were captured in this analysis include: Capital Investment, Operations and Maintenance, Lifecycle Replacement. 7.12.1.
Capital Improvements
ITS Equipment and Infrastructure For capital improvements, there are a number of items included to ensure a fully functioning and efficient deployment. The capital cost prices used for these calculations were the FDOT 12 months average prices (07/01/2013 – 06/30/2014). In addition, as a part of the capital cost, a 10% cost of mobilization, a 10% cost of design, a 15% cost of Construction Engineering Inspector (CEI) and a 10% contingency was included. Below is a list of the primary items that were included in the estimates: 7.12.1.1
Fiber Equipment Infrastructure (Fiber Optic Cable, conduit, pull boxes, etc.) Power service system (power service, service wires, grounding, etc.) CCTV Cameras (digital) MVDS Travel Time System (TTS) – BlueTooth 115
Trail Blazer Ethernet Switches Cabinets Wireless Access Point
TMC Cost Since the specifics of the new TMC are still unknown, the new TMC cost is based on a facility with similar regional requirements in Puerto Rico. This cost assumes that the TMC is retrofit in an existing building. The current budgeted cost is $2.5 million and includes building upgrades and ITS equipment. For more detailed information refer to Appendix F. Figure 30 shows the Puerto Rico TMC rendering. 7.12.1.2
Figure 30 – Puerto Rico TMC Rendering
Transit Cost (Optional) The cost to implement ITS for transit varies based on location and existing infrastructure. Information was gathered from ongoing or recently completed studies in Tampa, Jacksonville, and Orlando in order to gain a better understanding of the potential 2014 costs to deploy TSP in Brevard County. 7.12.1.3
The following elements are required in order to implement ITS elements as a part of the County transit system: The AVL and APC system, combined, range from $280,000 to $330,000, according to SCAT and are required in order to allow TSP to function. This is a one‐time, countywide deployment cost. Based on a vendor in the Tampa area, the cost for TSP equipment, installation, and integration with the AVL system is approximately $5,500 per bus. If 116
SCAT chooses to equip all 65 of their buses with TSP equipment, the deployment cost would be approximately $375,500. SCAT may want to prioritize TSP installations on bus routes having the highest ridership and are experiencing the highest amount of delay, as these routes would have a higher priority for TSP implementation. Because the TSP implementation would be a phased approach, the initial capital cost would decrease. The cost to upgrade each intersection is $15,000. This includes TSP equipment and installation, Naztec controller firmware, and a TSP timing plan. The GPS Opticom antenna can be mounted in two locations, on top of the cabinet or on the signal pole. Even though it is more costly, the GPS Opticom antenna will be mounted on top of the signal pole because this location has better reception. The intersection cost does not include the cost to upgrade the cabinet itself, if needed. There are currently 318 signalized intersections along bus routes in Brevard County. The cost to upgrade all 318 intersections would be approximately $4.8 million. Central Management Software is used for monitoring and maintenance purposes. If Brevard County chooses to include the software, the Opticom CMS is $42,500 and a dedicated server for the CMS is $15,000. Additionally, a Naztec ATMS TSP Module ranges from $75,000 to $125,000. The annual operations and maintenance costs associated with a TSP system may include one or more of the following:
Additional signal retiming work beyond the initial TSP signal retiming; TSP equipment replacement at intersection or on buses due to wear and tear; or Replacement of TSP equipment at intersection due to lightning damage (central Florida specifically). The operations and maintenance costs could be split between the maintaining signal agency, in this case Brevard County, and the transit agency, SCAT. Typically, both the transit agency and signal agency handle TSP equipment maintenance during routine maintenance of either the buses or the intersections. Due to the activities noted above, $500 per bus and $1,000 per intersection in annual operations and maintenance cost are recommended to be included as part of the cost estimate. Eventually the TSP system implemented will need to be replaced utilizing new technology advancements. The assumption is this replacement would take place in 10 years and would cost approximately the same amount as the initial deployment ($5.7 million). In order to adequately prepare for the future replacement of the system, SCAT should begin setting aside funding yearly. The future worth equation below was used to calculate the annual funding needed to reach the $5.7 million replacement cost:
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1
1
Where:
A = Annual Payment Cost F = Future Value = $5.7 million I = Interest Rate = 4% (from FDOT Plans Preparation Manual Volume 1, Chapter 23, Section 5.y)
n = number of years = 10 This calculation results in an annual funding of $475,000. This is recommended to be included in the cost estimate. Table 15 displays a summary of the transit costs associated with installing AVL/TSP in the SCAT system. TRANSIT ITEM
APPROXIMATE COST PER ITEM
AVL/APC system installation (one time deployment cost)
$330,000
Equip TSP on buses with AVL already installed (65 total)
$375,500 ($5,500/bus)
Equip TSP at intersections (318 total) CMS (optional)
$4,770,000 ($15,000/intersection)
Opticom CMS and server
$57,500
Naztec ATMS TSP module
$125,000
Initial Deployment Total
$5,658,000
Annual O&M Costs (Buses)
$32,500 ($500/bus)
Annual O&M Costs (Intersections)
$318,000 ($1,000/intersection)
Annual Funding for 10‐Yr Replacement
$475,000
Annual Cost Total
$825,500
Table 15 – Transit Cost Estimate
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Road Ranger (Optional) The cost of the Road Rangers is assumed to be optional for the Brevard County ITS Master Plan. The overall services are: 7.12.1.4
4 Road Rangers patrolling 4 different paths Monday‐Thursday – 6AM‐Midnight Friday‐Sunday – 6AM‐3:30AM The formulas used for the price calculation are as follow:
(Eq.1) (Eq.2)
(Eq.3)
$
.
∗
$
$
, ,
∗ . .
∗ ∗
.
∗
$
$
,
,
.
$ ,
,
Road Rangers will be working two 6‐hour shifts for the 12 hours those patrols are driven. Therefore all the drivers have 30 hour weeks and are considered part‐time employees. For detailed formulas and calculations, see Appendix G. 511 (Optional) The following is the Scope of Services for Development of a 511 Plug‐In application for Brevard County. This application is designed to collect details of incidents gathered by TMC operators to communicate to Road Rangers (if applicable), SunGuide® and Operation Managers, as well the motoring public. The incident details include: location, date and time, event type, severity, lane blockage, notifying agency, injuries, weather and others. The table below summarizes the preliminary costing for the 511 Plug‐In: 7.12.1.5
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PROJECT MANAGER
PROGRAMMER Hourly Rate
TOTAL PER ACTIVITY
$108.35
Staff Hours 16
$100.97
$3,349.12
8
$108.35
32
$100.97
$4,097.84
Design & Develop Back End UI
8
$108.35
32
$100.97
$4,097.84
Logic for Assessment/Questions
0
$108.35
20
$100.97
$2,019.40
Customize data preprocessing
0
$108.35
20
$100.97
$2,019.40
Customize the Reporting
0
$108.35
40
$100.97
$4,038.80
Customize the User Authentication
0
$108.35
16
$100.97
$1,615.52
Review and Edit Features
0
$108.35
16
$100.97
$1,615.52
Feedback Collection & Revision
32
$108.35
16
$100.97
$5,082.72
System Integration
16
$108.35
40
$100.97
$5,772.40
User Support/Training
40
$108.35
0
$100.97
$4,334.00
QA Analyst
0
$108.35
8
$60.56
SCOPE OF SERVICES
Hourly Rate
Project Initiation ‐ Gather Information
Staff Hours 16
Theme and Workflow for Front End UI
Total
$484.48 $38,527.04
Table 16 – 511 Plug‐in Estimates * Note 1: Loaded Billing Rates Used * Note 2: This is an estimate provided before scoping the actual project and is subject to change.
7.12.2. Operations and Maintenance Operations and maintenance are essential to ensure the success of the ITS system. Maintenance includes ITS preventative maintenance and equipment repair. Operations costs include software, day‐to‐day operations, periodic retiming, staffing utility cost and data management. The entire County’s maintaining agencies’ combined current infrastructure was considered to determine the amount, type, and experience of staffing required for operating and maintaining equipment at levels indicative of a well‐rounded transportation network. Table 17 provides a breakdown of the recommended staffing levels and costs for the region based on current total infrastructure and existing staffing needs within the region and relevant wage rates (including fringe benefits). Note that the maintenance and operations of additional streets light are included with the traffic signals. The region’s signal technicians also maintain over 5900 street lights and this number is expected to increase to approximately 6000. Based on the FDOT State Highway Lighting, Maintenance and Compensation Agreement, the compensation for each street light in FY 14/15 is $251.32. The total Lump 120
Sum Amount for each FY is calculated by taking all of the actual number of qualifying lights times 90% times the FY Unit Rate. Considering that the energy cost of a 400 watt luminaire using the current rate of $8.72 cents/KWH[2] is $140.00, the recommendation is to add two extra technicians and one electrician to the maintenance team. The wages were based on the average salary of Palm Beach County Pay Plan times a 2.15 multiplier. See Appendix H for details. EXISTING REGIONAL STAFF
CURRENT NEEDED ‐ RECOMMENDED REGIONAL STAFF
CURRENT NEEDED ‐ ADDITIONAL STAFF
AVERAGE PAY (INCLUDES 2.15 MULTIPLIER
TOTAL PROPOSED COST*
Traffic Engineering Operations Manager
1
1
0
221,475
0
Senior Traffic Signal Engineer Traffic Signal Engineer Traffic Signal Analysts/Technician Network Engineer TMC Manager/ITS Engineer Traffic Signal Maintenance /ITS Fiber Technician Electronics Specialist (L2 Network Tech) TMC Operator (for arterial application) Public Information Officer
3 0 0 0 0 14
3 3 3 1 1 24
0 3 3 1 1 10
134,789 119,048 185,484 225,750 119,048 112,226
0 357,144 556,452 225,750 119,048 1,122,260
1 1 1
4 4 1
3 3 0
115,581 346,743 146,412 439,236 102,697 0 3,166,633
POSITION
Total
Table 17 – Necessary Staffing for Adequate O&M in Brevard County *Total proposed cost has a 2.15 multiplier and excludes the existing staff Note: The staffing quantities include current maintaining agency staff.
The above estimate assumes a combination of all the positions between the County’s four maintaining agencies. Software: The software proposed to be used for day‐to‐day operations and for data management would be SunGuide®. SunGuide® software is Florida’s statewide advanced traffic management software that monitors traffic and manages incidents. The software offers a comprehensive set of tools for all facets of traffic operations including operating equipment, integrating data sources, and automating incident detection and response. The software’s initial deployment cost is approximately $340,000, including potential needs for servers, computers, and any other TMC equipment. The software also requires annual maintenance of approximately $50,000 per year. Additional costs for data management include $187.50 per centerline mile per year. [2]
http://www.electricitylocal.com/states/florida/melbourne, Melbourne Electricity Statistics, January 21, 2015.
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Priority List Local Road Name
From
Fiber Mileage
To
TMC
Short
Operations and Maintenance Resource Shortening
04
04
30
32
34
Medium
33 03 03
28 05
01
03 02
02 22
23
26
22 25
25 Long
24 29
31
19 07
06
10
06
07 08
1
Courtenay Pkwy
Cone Rd
The Bee Line
4.71
2
Cocoa Beach Causeway
Milford Point Dr
Atlantic Ave
3.306
3
Atlantic Ave
Minutemen Causeway
South of George King Blvd
4
US 1 (Titusville Area)
Nasa Causeway
SR 406
6.199
5
Dixon Blvd
Clearlake Rd
US - 1
1.157
6
US-192
Dairy Rd
US - 1
2.881
7
Eau Gallie Causeway
US - 1
Atlantic Ave
3.114
8
US-1
University Blvd
Babcock St
6.42
9
Babcock St
Malabar Rd
Nasa Blvd
6.51
10
Ellis Rd/Nasa Blvd
W of I-95 SB
US - 1
7.202
11
Minton Rd
Malabar Rd
Ellis Rd
9.124
12
Dairy Rd
Palm Bay Rd
US-192
2.993
13
Malabar Rd
Palm Bay Pkwy
West of San Filippo Dr
6.126
14
Emerson Dr
St Johns Pkwy
N Minton Rd
3.917
15
San Filippo Dr
Foundation Park Blvd
Malabar Rd
1.206
16
Hollywood Blvd
Palm Bay Rd
US-192
3.11
17
Jupiter Blvd
Emerson Dr
San Filippo Dr
6.69
18
Port Malabar Blvd
Babcock St
US-1
3.204
19
N Riverside Dr
Falcon Dr
Eau Gallie Causeway
1.121
20
Hickory St
New Haven Ave
US-192
1
21
Palm Bay Rd
Malabar Rd
Elis Rd
7.7
22
US1
Pineda Causeway
South of Barnes Blvd
8.954
23
S Fiske Blvd/Stadium Pkwy
Summer Path
Barton Blvd
5.902
24
Viera Blvd
Stadium Pkwy
US-1
3.026
25
Pineda Causeway
US-1
Atlantic Ave
4.466
26
Atlantic Ave
Pineda Causeway
Minutemen Causeway
7.741
27
Melbourne Causeway
US-1
Atlantic Ave
2.386
28
ClearLake Rd
Cocoa Bch Causeway
Industry Rd/SR 528
3.638
29
South Patrick Dr
Eau Gallie Causeway
Pineda Causeway
5.175
30
South St
Cheney Hwy
S Singleton Ave
3.449
31
US-1
Lake Washington Rd
Pineda Causeway
32
Nasa Pkwy
US-1
Courtenay Pkwy
33
Courtenay Pkwy
The Bee Line
Nasa Pkwy
9.4
34
US1
Cidco Rd
Nasa Causeway
8.37
8.7
4 7.6
20 21
27 09
14 17
16
12 18
13
Legend Existing MVDS Proposed MVDS Existing Bluetooth Proposed Bluetooth Existing ADMS
11
15
Figure 31 - Overall ITS Master Plan Existing CCTV Proposed CCTV Proposed RWIS Proposed ADMS
Existing Fiber Proposed Fiber Proposed Wireless Network Proposed Redundancy Fiber Existing Adaptive System Proposed Adaptive System
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Legend Existing MVDS Proposed MVDS Existing Bluetooth Proposed Bluetooth Existing ADMS
Figure 32 - Overall ITS Master Plan Detail
Existing and Proposed Bluetooth and MVDS
Existing Fiber Proposed Fiber Proposed Wireless Network Proposed Redundancy Fiber Existing Adaptive System Proposed Adaptive System
Existing CCTV Proposed CCTV Proposed RWIS Proposed ADMS
Existing and Proposed CCTV
04
04
04
04
30
30
32
32
Existing and Proposed Bluetooth and MVDS 03 28
Existing and Proposed CCTV 03
03 28
01 03
05
03
01 03
05
02
02
02
02
22
22
23
23
22
24
22
24
26
26
25
25
25
25
29
29
31
31
19
19
07
07 07
07
10
10 20
06
20
06 27
21
16
09 12
27 21
16
09 12
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Signal Maintenance: Based on the Statewide AAM Needs Plan, the maintenance cost to properly maintain a traffic signal is $4,391.00 (per traffic signal) per year. This was the amount assumed in this study. The overall annual maintenance cost shown below includes: consistent preventative maintenance and repair of traffic signals, as well as the basic retiming of traffic signal systems every three years ($3,000 per signal). 7.12.3. Lifecycle Replacement Currently, maintenance lifecycle costs are not typically considered as a part of the arterial signal system planning process. The significance of lifecycle planning on an arterial system cannot be overstated, since a technology upgrade can directly correlate to the efficiency of the arterial network. Since technology typically dictates a maximum lifecycle of 10 years, 10 years was utilized as the overall timeframe prior to lifecycle replacement. 7.12.4. Overall ITS Master Plan As mentioned in previous sections, the deployment will consist of multiple projects due to the size of the County. Each project limits recommendations and the overall ITS Master Plan is shown on Figure 31 and Appendix I. Please note that to adding ITS as a component of a planned roadway project would result in cost savings of the system. Please refer to Appendix J for the priority list, including 5 year planned roadway jobs. Early coordination with the Project Manager of each project is recommended to ensure ITS can be incorporated within the project limits. The summary of the overall ITS Master Plan cost is displayed in Table 18. (For cost breakdown, see Appendix K). PROJECT
CAPITAL IMPROVEMENTS *
Proposed ITS EXISTING TOTAL COST
$36,202,217 $8,698,691 $44,900,908
OPERATIONS & TOTAL (10 YEARS) MAINTENANCE COST FEASIBLE (FOR 10 YEARS)* PLAN $22,020,394 $56,222,611 $53,540,040 $62,238,731 $75,560,434 $118,461,342
LIFE CYCLE REPLACEMENT (10 YEARS)* $4,950,404 $2,840,979 $7,791,383
Table 18 – Overall ITS Master Plan Cost Note: The overall cost of each project is as shown on each the project limits map. It does not include the items noted as optional deployment. *Cost includes 2% inflation per year ‐ assuming all projects are built within 10 years (each phase every 2 years) * *Cost from the FDOT ATMS Project
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7.13. Opportunity Costs In order to quantify the specific problems that can be improved by implementing additional funding to incorporate the proposed ITS Master Plans, the opportunity cost must first be defined. In this case, the opportunity cost is defined as the value of a choice that is not chosen—that is, the implementation of the ITS Master Plan. In other words, this is the projected amount of money that the travelling public is expected to pay should the ITS Master Plans funding not be implemented. The opportunity cost of this project was developed after the AAM document created for the statewide project. Please see Appendix L for detailed formulas. The opportunity cost considered in this study is the following:
Traffic Signal Detector Failure Opportunity Cost Signal Retiming Opportunity Cost Arterial Management Opportunity Cost Adaptive Technology Opportunity Cost Crash Reduction Opportunity Cost
The total opportunity cost for the traveling public is $87,399,937 per year. This is equivalent to a 10 year‐savings of $957,004,933. (See Appendix M for opportunity cost breakdown amounts). Note that the cost includes 2% inflation per year.
7.14. Benefit/Costs Ratio Benefit/Cost ratio is a measure to determine the viability of any effort when utilizing public funding. It quantifies the public benefit, in dollars; the public receives for every public dollar spent. Therefore, any value greater than one, indicates a value to the public. The corresponding benefit/cost for Brevard County is the ratio of the total opportunity cost and the cost to implement the ITS Master Plan. The benefit/cost ratio based on a 10 year plan is: $957,004,933/$118,461,342 = 8.08/1.
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8. Regional ITS Architecture Besides being a sound engineering practice and helping to get buy in from local agencies, Code of Federal Regulations Part 940 (CFR 940) requires that a Regional Intelligent Transportation System Architectures (RITSA) be developed. CFR 940 pertains to all ITS Projects receiving federal funding on all roadways. It states that all ITS Projects shall conform to the National ITS Architecture and standards. In general this requires that all states and furthermore each region within those states have an ITS Architecture implemented and that all ITS Projects follow those statewide and Regional ITS Architectures (RITSA). The RITSA should include stakeholder participation from local agencies such as but not limited to; highway agencies, public safety agencies, transit operators and other operating agencies necessary to fully address regional ITS integration. Each stakeholder has their own portion of the RITSA with their own Market Packages and data flows showing how they receive and provide information and/or data to the other agencies. FDOT ‐ District 5 finished the ITS Architecture update on April 22, 2015. The final version and more information can be found at: http://www.consystec.com/florida/d5/web/index.htm Figure 33 and Figure 34 below show sample diagrams from the architecture.
Figure 33 – Interconnect: Brevard County Field Equipment Sample
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Figure 34 – Service Package Sample
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9. Concept of Operations Summary As part of the ITS Master Plan, a Concept of Operations (ConOps) was prepared outlining the ATMS Expansion for Brevard County. The existing and proposed ATMS projects, devices, and system components were discussed, as well as the relationships and responsibilities of the various agencies utilizing the data and video obtained through this system. This section provides a summary of the ConOps prepared for the Master Plan, and the document can be found in its entirety in Appendix N. A ConOps document includes the proposed environment of the system and the system utilization by stakeholders and associated agencies. This ConOps specifically describes the ATMS and components already in place or are being proposed for future deployment in Brevard County to support the needs of the agencies and the public. The development of this ConOps and other project management materials for the Brevard County ATMS project were developed in accordance with guidelines and information presented at the FDOT Systems Engineering Management Plan website. As identified in Section 7: Identification of Applicable ITS Strategies, changes are proposed for the existing fiber optic cabling and wireless communications, CCTV camera system, travel‐time data collection system, ADMS system, and adaptive signal control system for the traffic corridors. Along with these proposed changes, TSP is recommended for implementation throughout the County along with Emergency Vehicle Preemption (EVP). The improvements to the communications system will provide the local agency operations centers with the ability to communicate to the field devices within their jurisdiction and allow them to receive data and video images and control the devices. Each sub‐system will provide benefit to both the operations center personnel as well as the motoring public. Operations personnel will utilize the devices to find areas of congestion, identify the cause of the congestion, provide motorists with traffic information related to the cause of the congestion, and dispatch emergency responders. These actions will decrease congestion within the area of the incident, decrease emergency responder notification times, decrease incident durations, and result in more accurate and reliable travel times throughout the County.
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The communications network for the Brevard ATMS will primarily utilize underground fiber optic cable. This fiber optic network will have sufficient excess capacity to provide connectivity for the various transportation and traffic agencies throughout the County. This project will also include ITS device installation such as CCTV, DMS, travel time data collection, adaptive signal control systems, TSP, and EVP components. The ITS devices will be installed and integrated on the corridors identified in Section 7 and integrated into the existing ITS network and infrastructure. The highest priority of the change is the expansion of the communications network for the Brevard ATMS. This will provide multiple agencies with access and control to the existing ITS devices and the new ITS devices that will be installed under this project. The equipment and software chosen for this project will be compatible with already existing components to provide a homogeneous system facilitating the operation and maintenance of all ITS devices. All applicable devices will be listed on the FDOT Statewide Approved Products List, as they will have been tested by the FDOT Traffic Engineering Research Lab and certified to meet FDOT Standards. The FDOT, Brevard County Traffic Operations, City of Melbourne, City of Titusville, and City of Palm Bay all currently operate and maintain signals within the County. The agencies listed below are involved in traffic management, incident management, or emergency operations in Brevard County and need to be included in future connectivity plans for the County. Access to the ATMS and field devices will allow faster, more efficient and coordinated responses to incidents and emergencies. Depending on each agency’s individual needs, various levels of access and control for field devices can be provided in the future. It is envisioned that this and future projects will allow the following agencies to remotely access the system. Brevard County
Brevard County TMC Brevard County Department of Public Works Space Coast Area Transit Brevard County Emergency Operations Center Brevard County Road and Bridge Division
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Brevard County IT Division Brevard County Operations and Maintenance Division Brevard County 911 – Public Safety Communications Brevard County Fire and Rescue Brevard Sherriff’s Department Brevard County Mobility Space Coast Transportation Planning Organization
Other Organizations
City of Cape Canaveral City of Cocoa City of Cocoa Beach City of Melbourne City of Rockledge City of Satellite Beach City of West Melbourne Town of Grant‐Valkaria Town of Indialantic Town of Malabar Town of Melbourne Beach Town of Melbourne Village Town of Palm Shores Florida Highway Patrol Melbourne International Airport The Cape Canaveral Port Authority Patrick Air Force Base Cape Canaveral Air Force Station Kennedy Space Center
Day to day operations and maintenance of the Brevard County ATMS will include four operational scenarios utilizing the ATMS system: Normal Operations, Peak Congestion Operations, Incident and Event Operations, and Maintenance Operations. During normal operations, traffic will be free flow and there will be no congestion present. There will be no
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actions required by the operator other than to monitor the system for any maintenance issues or potential changes in traffic. During peak congestion operations, traffic will be slow and congestion will be present. The operator will be required to view camera images, review that traffic is flowing consistently, and there are no incidents present. During normal or peak congestion operations, an incident can occur and cause major delays on roadways. If an incident occurs or there is a local event being held, one or more travel lanes may be impacted and onlookers will slow down to view the incident. The operator may need to dispatch the proper emergency services personnel if they are not already on the scene and post incident/event information on an ADMS upstream to alert motorists to the situation. The operator will be required to view camera images and potentially take over signal control if there is an intersection blocked. During maintenance operations, the operator should verify each device at the beginning of every shift to provide connectivity and optimal uptime. If a device is polled (communications is attempted) and is not working properly, the operator should contact the proper maintenance personnel and dispatch them to the site for repair. Throughout the construction of the proposed projects, there will be impacts to the current traffic situation due to possible lane closures and slower traffic conditions. However, once this system is in place, the motorist will have an improved and more efficient means for traveling the Brevard County system. The stakeholders in the region are confident the regional ATMS will result in improved transportation efficiency and safety; increased traffic flow; reduced emissions; and improved real‐time traveler information. The Brevard ATMS expansion will also increase traffic monitoring, traffic management and traffic information dissemination capabilities countywide and provide traveler information to the Florida Advanced Traveler Information System and Florida 511 Real Time Traveler Information System.
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10. Proposed Consortium for ITS Master Plan 10.1. Consortium Overview In order to successfully implement, operate, and maintain the ITS Master Plan in Brevard County, a regional consortium is proposed to provide structure and decision making for the ITS Master Plan. The proposed consortium structure establishes regional partnership between local agencies with the ultimate goal of safety and mobility on the Brevard County roadway network. The stakeholders would establish and agree to the roles and responsibilities of each agency, including data information exchange, permissions and requirements in order to support integrated operations’ center. The proposed structure is displayed in Figure 35:
Figure 35 – Proposed Regional Consortium
The proposed structure has the agencies and general responsibilities as listed below:
FDOT – Supports contract management and possibly provides program funding (as available).
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SCTPO – Acts as a coordination umbrella and is a liaison between FDOT and the TPO Consortium.
TPO Consortium – Would decide on Task Work Orders for the overall system, with input from the agencies.
Vendors – Brevard would operate system with guidance from the consortium. The vendor would also facilitate sharing of data between agencies. A second vendor would provide maintenance services.
Local Agencies – Would have permissions to the ITS system and also hold maintenance contracts within their municipal boundaries. This structure is based upon an operations and maintenance core principle. The goal of the structure is to focus on Maintenance (Level 1) and Basic Operations (Level 2) to establish the foundation of the ITS system. Operations and maintenance needs to be accomplished in order to build infrastructure appropriately and the capital improvements are based on the operations and maintenance needs/limitations. Operations and maintenance plans are a proactive way to maintain a healthy system and these plans prevent reactive equipment fixing when elements of the system break. Level 3 (TMC Operations) and Level 4 (AAM) would come after the maintenance and basic operations are established.
10.2. Consortium Structure Levels The consortium is proposed to be structured in three (3) levels:
Level 1: Operator/Maintainer Stakeholders – Voting Members o o o o
City of Melbourne City of Palm Bay City of Titusville Brevard County
Level 2: Other Stakeholders Level 3: First Responders Level 1 are the operator/maintainers of the ITS within Brevard County. The members included in Level 1 would meet bi‐monthly to discuss any issues observed with the ITS and approve the any actions the vendor needs to perform. This group would also be responsible for day‐to‐day operations,
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requesting/approving a system maintenance plan to include preventive maintenance, develop and maintain an operating plan to review existing system status, review performance measures based on vendor reports, review the annual budget and expenses and review the quality of the vendor’s work. A financial level is also present within this structure. The proposed structure would give Brevard County permission to manage and establish an annual budget with the assistance of FDOT. The Level 2 stakeholders provide valuable input on issues observed within the system but cannot vote on the operations/maintenance plans or approve actions the vendor needs to perform. Level 3 includes first responders and the TMC center. Level 3 members are the on the ground eyes and ears of the system, providing feedback from the street level about operations or maintenance issues. The ITS standards outlined in this Master Plan facilitate interoperability and integration of ITS devices and systems. The proposed consortium will analyze the impact of adoption of standards within the deployment cycles for the future ITS.
10.3. Consortium Executive Committee An Executive Committee is proposed to provide overall guidance for the consortium. Figure 36 below displays the proposed structure for the Executive Committee:
Figure 36 – Proposed Regional Consortium Structure
SCTPO Representative: Assigned by the SCTPO. Chair: Voted by all stakeholders and serves annually or bi‐annually. Vice Chair: Voted by all stakeholders and serves annually or bi‐annually. Secretary: Providing meeting minutes and agendas
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In the first two years of the Executive Committee’s existence, only members from the Level 1 group will be eligible to hold the Chair, Vice‐Chair, or Secretary positions. These positions will be voted on by other Level 1 stakeholders. Once the first two years are finished, the Executive Committee positions would be eligible for any Level 1 or Level 2 stakeholder. As noted above, the SCTPO representative would be assigned by the SCTPO and the Secretary could be assisted by the vendor who is already working on the system.
10.4. Consortium Agreements In order to fully accomplish the operational concept, interface, and data flows among the public and private sectors, formal agreements among stakeholders would be necessary to create parameters for sharing agencies information. There would be no change to the legislative agreements or existing agreements based on the new consortium agreements. Common agreement types can be but not limited to:
Memorandum of Understanding (MOU): An MOU demonstrates general consensus or willingness to participate as part of a particular project but usually not very detailed. Allows organization commitments. This would be a non‐binding document, able to be modified as the ITS Master Plan evolves during implementation. Both Level 1 and Level 2 stakeholders would participate in the MOU.
Data Sharing Agreement: These agreements between agencies within the consortium provide continuous parameters, guidelines, and policies for the implementation of any ITS deployment projects.
Funding Agreement: It documents the funding (budgeting) arrangement for any ITS deployment projects.
Performance Requirement: This document describes how any vendors selected for any of the four functional areas may be scored/analyzed based on multiple criteria previously established by stakeholders. This may also include penalties and report reviews.
135
10.5. Functional Requirements of Operations and Maintenance Vendors The final piece to the overall consortium structure is the role of the vendors. The vendor’s jobs are to establish “trust” with the consortium that the recommendations they are making are appropriate for the system. The vendors are required to care for the functional requirements of a TMC, by the following pre‐determined permissions: 1. Recommend/remotely control traffic signal controllers. 2. Collect traffic signal controller data from the field. 3. Maintain traffic signal coordination. A presentation was given to the project steering committee on the proposed consortium outlined in this section. This presentation can be found in Appendix O.
136
11. Conclusion The vision, goals, and objectives provided the foundation for the ITS Master Plan. Through understanding the existing transportation system and available technology options changes can be planned to provide enhanced mobility of people and goods. A significant capital investment has already been made to the existing traffic signal system. This plan recommends additional capital improvements to enhance the system performance. It is understood that the lack of funding, resources, and consistency in operations and maintenance is a major concern to the Brevard County Region. Dedicated funding for maintenance, operations, and capital improvements is recommended to be increased and tied to performance measures. This will create the necessary baseline to provide consistency in the system’s performance. Increased dedicated funding will allow the arterial network reach its optimum utilization. By identifying funding sources, the applicable ITS strategies can be implemented within the guidelines of the ConOps and by the consortium. Through the development of this Master Plan, the SCTPO, with support from the FDOT and local agencies, has positioned itself to satisfy the vision of maximizing the use of the existing Space Coast transportation system through providing increased accessibility, reliability, and safety as a part of a fully integrated multi‐modal experience. The primary recommendation is to introduce dedicated funding for the operations and maintenance of the arterial network. In order to successfully implement, operate, and maintain the ITS Master Plan in Brevard County, a regional consortium is proposed to provide structure and decision making for the ITS Master Plan. The proposed consortium structure establishes regional partnership between local agencies with the ultimate goal of safety and mobility on the Brevard County roadway network. The stakeholders would establish and agree to the roles and responsibilities of each agency, including data information exchange, permissions and requirements in order to support integrated operations’ center. The consortium structure would have to be funded by a new funding source to ensure additional duties are not added to the already short staffed agencies. This ITS Master Plan is a dynamic document and it is recommended to be updated once every 2‐3 years.
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Appendix A – Scoring Summary Table
Segment Ranking Scoring Criteria
10 pts 5 pts 0 pts
10 pts 7.5 pts 5 pts 2.5 pts 0 pts 10 pts 7.5 pts 5 pts 2.5 pts 0 pts
10 pts 7 pts 5 pts 0 pts
5 pts 0 pts
10 pts 7 pts 5 pts 3 pts 0 pts
2013 SOS Scoring
ITS Modified Scoring
Existing Capacity (Max 40 Points)
Existing Capacity (Max 40 Points)
Existing Volume ÷ Capacity x 40 (weight)
(Existing Volume ÷ Capacity) x 30 (can have a maximum of 40 points (V/C = 1.33))
Planned Activity/Project (Max 10 Points) From Cost Feasible 2035 LRTP Increasing capacity project (ie. Additional lanes) All other projects (ie. Multimodal/ITS) No activity/project in 2035 LRTP Existing Volume (Max 10 Points) For 2 lane rural: Existing volume > 7,999 Existing volume 7,000 ‐ 7,999 Existing volume 6,000 ‐ 6,999 Existing volume 5,000 ‐ 5,999 Existing volume 39,999 Existing volume 30,000 ‐ 39,999 Existing volume 20,000 ‐ 29,999 Existing volume 10,000 ‐ 19,999 Existing volume 7,999 Existing volume 7,000 ‐ 7,999 Existing volume 6,000 ‐ 6,999 Existing volume 5,000 ‐ 5,999 Existing volume 39,999 Existing volume 30,000 ‐ 39,999 Existing volume 20,000 ‐ 29,999 Existing volume 10,000 ‐ 19,999 Existing volume >Project Background SR 520 in Brevard County, Florida is a major east-west arterial that is vital to the economy in Central Florida. SR 520 not only serves as a link between I-95 and residential and commercial developments, it also provides access to beaches, vacation destinations, cruise ship terminals and other attractions. SR 520 experiences substantial season traffic fluctuations due to tourist-related traffic. Additionally, SR 520 is also a critical hurricane evacuation route. SR 520 in Merritt Island, Florida is a 2.5 mile corridor consisting of 10 traffic signals that link Merritt Island and Kiwanis Island. The Average Daily Traffic (ADT) on SR 520 is approximately 37,000 vehicles. The SR 520 project was part of Brevard County’s ATMS expansion project that involved the installation of SynchroGreen at over 100 intersections throughout the County and is one of the largest adaptive signal control systems in the United States.
>>Objective The main objective behind implementing SynchroGreen in Brevard County was to better manage the large fluctuations in seasonal and tourist traffic, as well as provide a more effective way to evacuate residents during hurricane season. Overall, the essential objectives of this project included: -30%
-77%
AM WB/SB
MD EB/NB
MD WB/SB
-43%
Travel Time* -10%
Notable improvements can be seen in the morning travel times, with eastbound and westbound travel times being reduced by 35 percent and 32 percent, respectively. The delay in the mornings was also greatly reduced, with an 81 percent reduction for eastbound travelers and 78 percent reduction for westbound travelers.
AM EB/NB
-78%
By calibrating and simulating the SynchroGreen databases prior to implementation, Trafficware was able to deploy the Brevard County project in just four months.
-32%
>>Results
Delay*
-18% -81%
Better accomodate event/seasonal traffic Provide an effective traffic solution for hurricane evacuations
-35%
Reduce Arterial Travel Time Reduce Arterial Delay
AM MD MD AM EB/NB WB/SB EB/NB WB/SB
*Data depicts the percent reduction in the Delay and Travel Times. 522 Gillingham, Sugar Land, Texas 77478 1.800.952.7285 www.trafficware.com
>>SynchroGreen
Appendix D – ATMS.now
Central Management System
ATMS.now Modules Overview of ATMS.now Trafficware’s ATMS.now is an Advanced Traffic Management System that provides a global perspective of an agency’s transportation network, allowing for integration with various technologies to optimize traffic flow and safety. The solution brings together traffic network data into a single repository for a completely integrated, 360-degree view of traffic operations in real time.
ATMS.now Modules The ATMS.now platform provides maximum flexibility to meet an agency’s specific needs. The standard ATMS.now system is a fully-featured management system, offering complete traffic and data management and real-time reporting. To provide maximum flexibility and scalability, Trafficware offers these additional modules to meet your specific requirements.
Premium Modules CCTV.now: Provides CCTV (Closed Circuit TV) surveillance footage from IP, IV&C, and Cameleon cameras, and integrates directly with the user interface. CMS.now: Allows users to remotely program changeable message signs (CMS). Assets: Tracks a variety of assets, such as controllers, hand-held devices, counters, etc. Each asset can be associated with trouble reports, service reports, and maintenance records. Bing™ Maps: Integrates with Microsoft Bing™ Mapping to provide high-resolution imagery. WEB.now: Allows an agency to port specific content that is retrieved from ATMS.now to the public internet to provide real-time traffic and congestion information to the public. TSP.now: Re-coordinates intersections after a public transportation vehicle passes through the corridor, helping to maintain normal traffic flow. Disaster Recovery Module: Provides a fully redundant, secondary server that will restore data and traffic operations in the event that the primary server fails. Traffic Responsive: Serves as a virtual master controller and responsive system management solution. Wavetronix: Integrates with Smart Sensor HD and 105 radar detectors to provide volume, occupancy, and speed values on the system map in real time.
Enterprise Modules Emergency.now: Displays vehicle positions on an interactive GIS map and modifies signals for the entire route, removing the “snowplow” effect during heavy congestion. SynchroGreen: Reduces delay and travel time by adjusting signal timing plans based on current traffic conditions. Fleet.now: Tracks the real-time location, speed, and direction of a fleet and displays the position of vehicles on an interactive GIS map. Custom Module: Optimize your ATMS.now platform with Trafficware’s Integration Services Group, who will address your existing system’s requirements and provide the right solution for your agency.
Appendix E – 511 Screen Shots
Palm Beach County 511 Screenshots Example Dashboard
Data Entry Screens (Initialize New Event)
Data Entry Screens (Event Details)
Report
Event Map
Appendix F ‐ TMC
22 September, 2014 Dale Cody, P.E., P.T.O.E. Senior Vice President Metric Engineering, Inc. 615 Crescent Executive Court Suite 524 Lake Mary, Florida 32746 RE:
Proposal for Architectural Services: San Juan Metropolitan Area ITS - TMC / Police Precinct / Caguas Norte toll administration
Dear Mr. Cody: It is with great pleasure that we submit to you our proposal for architectural and engineering services for the design of the new San Juan Metropolitan Area ITS - TMC and, new Puerto Rico Police precinct and toll administration facilities to be located in the existing Caguas Norte Toll Station building. We look forward to the prospects of working with you on this and future projects. After analyzing the existing structure and the proposed space plan, we have no doubt that we can contribute to the successful implementation of the project. The tasks you have asked us to assist you with are those that will allow us to demonstrate the talents and expertise of our office. Based on our understanding of the project we have outlined below the scope of work for services to be rendered. We hope this accurately reflects the intentions you have for our participation. Project: 1. Design of new TMC, approximately 4,890 square feet (1,380 square feet of new construction and 3,510 inside existing structure) . Spaces to include: offices, the TMC with double height monitor wall, server room, storage room, conference room, observation / press room, reception, bathrooms and break room. 2. Design of new PR Police precinct, approximately 3,790 square feet (1,650 square feet of new construction and 2,140 inside existing structure) and exterior 1,175 square feet canopy for car maintenance and service. Spaces to include: police monitor, holding cell, armory, offices, alcohol testing room, conference room, lactation room, archive room, reception, bathrooms and break room. 3. Design of toll administration facilities, approximately 550 square feet (all inside existing structure) Spaces to include: offices and server / data / telecommunications room. 4. Design of new public bathrooms and vending machine area, approximately 600 square feet of new construction and approximately 900 square feet of exterior deck and walkways. total sf:
9,830 square feet, building (3,630 new construction, 6,200 remodel existing structure) 1,175 square feet, maintenance canopy
Services to be rendered: 1. Design services which include: • Architecture • Structural engineering (for new construction and evaluation of existing structure) • Electrical engineering (evaluation of existing system capacity and design of new lighting, power, signaling, security and fire protection layouts) • Mechanical engineering (air conditioning, exhaust / ventilation, automatic fire suppression - if needed) These services will be completed as follows: a. Preliminary design. Presentations of the preliminary ideas and concepts between Metric Engineering and Ramírez Buxeda Arquitectos, PSC until a consensus of the design concept is reached. Presentations would include plan, elevation and section drawings. A computer 3D model will be completed in order to study materials, colors and spatial quality. b. Design Development. Refining of the design concept, gathering of information on equipment specifications, sizes and other special requirements. A preliminary set of drawings is prepared for distribution to the design consultants involved with the project. c. Construction documents. Preparation of construction documents, including all detailing and coordination necessary for the completion of a full set of drawings ready for accurate estimates. 2. Construction and Use permits - filling out, delivering and submitting necessary forms and documents to Municipio de San Juan's Permits Office, stamping and sealing construction documents - if needed. 3. Prepare documents to be handed in to contractors for bidding process. Assist in the process of selecting the contractor. 4. Filling out, delivering and submitting necessary forms for Fire Department and Health Department endorsements (for Use Permit), other endorsements - if needed. 5. Project administration during construction – this includes submittal and shop drawing reviews, certificate for payment approvals and others - if needed. 6. Additional studies as needed to perform design and construction work, limited to lead and asbestos certification and soil study - if needed. Services not included in proposal: • Presentation documents beyond those described above, including, but not limited to: models, animations. • Landscape architecture (could be provided under separate, additional services, proposal). • Design of modular furniture for offices and cubicles (could be provided under separate, additional services, proposal.) • Administrative and any other necessary fees for required permits and endorsements. • Inspection of the construction • Any other services not described in the “Services to be rendered” section of this proposal.
2
Fee for architectural services: • Design Services (item 1): $78,500.00 minus $3,220.00 already invoiced - total: $75,280.00 Fees for design services will be remunerated as follows: •30% - Preliminary Design approved. •35% - Design Development - Final design approved, consultants begin work. •35% - Construction documents – Submittal of drawings and specifications. Changes or adjustments solicited after having begun the construction document phase, will be considered additional services and will be invoiced at the hourly rates described below. Additional costs incurred by consultants due to said changes or adjustments will be remunerated as per additional services proposals by the consultants. • Bidding process, permits and project administration during construction (items 2 - 5): at a rate of $140.00 / hour (Principal in charge) at a rate of $70.00 / hour (Project Manager) at a rate of $45.00 / hour (Architect in training / CADD Operator) Fees for the bidding, permit process, visits and project administration during construction will be invoiced on a monthly basis. • Asbestos and lead certification / soil study - if needed (item 6): $4,500.00 The method and detail of payment procedures of the proposed architectural fees will be described in written architectural services contract between Ramírez Buxeda Arquitectos, P.S.C. and the Metric Engineering. Reimbursable expenses: Ramírez Buxeda Arquitectos, PSC will be reimbursed for reasonable administrative and out-of-pocket expenses directly related to the services described in the proposal. The payments will be for actual expenses and will be invoiced at cost. Expenses to be reimbursed include messenger service, special postal services, long distance phone calls, copies of: plans, specifications and miscellaneous.
In order for this proposal to be responsible for the project, I would ask that you please inform me if we have overlooked a significant element of work that will have an effect on the proposed scope of work or fees. Our intent is for all of us to be satisfied with the proposal, and that no aspect of this project is left out. Sincerely,
Jorge F. Ramírez Buxeda AIA
Accepted by:
Date:
________________________________ Dale Cody, P.E., P.T.O.E. Senior Vice President Metric Engineering, Inc.
3
Appendix G – Road Rangers Cost Source
The following equation is being utilized to determine the cost of Proposed Road Rangers. Note that the equations utilize D-2 was used as baseline.
1) D‐2 Summary: Services Offered – the D‐2 Road Rangers offering assistance with low fluids/gas, replacing a tire, etc D‐2 pays $82,000/month for the following: ∙ 8 Road Rangers patrolling 8 paths (Attached) ‐ range between 12‐18~ miles per ranger ∙ Monday‐Friday ∙ 6AM‐6PM 2) Next, we broke down he “hourly charge for the full service with 8 road rangers:
$82,000
∗
∗
12
∗
365
12
$
.
3) Decided area of Patrol needed for I‐95 in Brevard (attached) 4) Divided the number of miles based on D‐2 coverage Note: District 5 have different times they are actively patrolling (some are 24 hours a day, some may go from 6 AM – 10 PM, some include weekends, etc.). In D‐5, we would be proposing: 4 Road Rangers patrolling 4 paths Monday‐Thursday – 6AM‐Midnight Friday‐Sunday – 6AM‐3:30AM This would half the number of Road Rangers as compared to D‐2, but increased hours and days active. Along the 56~ mi stretch we could assume for the following patrols: 1. Beginning of Project Limit – to – I‐95 @ SR 528 Intersection – 15.40 mi 2. I‐95 @ Port Saint John Pkwy – to – I‐95 @ S Fiske Blvd – 12.52 mi 3. I‐95 @ S Fiske Blvd – to – I‐95 @ Space Coast Pkwy – 15.14 mi 4. I‐95 @ Space Coast Pkwy – to – End of Project Limit – 12.33 mi 5) Calculated price for Brevard – using the following formulas:
$224.66
2
$
.
$112.33
18
∗
∗
4
21.5
∗
3
$
,
.
$15,332.88
∗
4
$
,
.
$61,331.51
For more D‐2 information, please see : http://www.jax511.com/D2TIMwp/?page_id=119
∗
12
$
,
.
201‐ I‐10 Between 301 and 95 (x to SR228) 202‐ I‐295 Between Normandy and San Jose 203‐ I‐295 Between Normandy and I‐95NE 204‐ I‐95 Between San Marco and Pecan Park (x to
D‐2 Road Rangers coverage Area
EXHIBIT A SCOPE OF SERVICES
ROAD RANGER SERVICES FOR DISTRICT TWO 1. OBJECTIVE The Florida Department of Transportation (Department) District Two Incident Management program, under the SunGuide Intelligent Transportation System (ITS) Program, desires to provide Road Rangers to support and promote the “Open Roads Policy” and provide highway assistance services to motorists stranded with disabled vehicles. The Road Ranger highway assistance services shall include proactively assisting the Traffic Incident Management Program and Florida Department of Transportation’s District Two Traffic Management Center to manage incidents in an effort to reduce traffic congestion and delay caused by vehicle crashes, disablements and non-hazardous material spills. This responsibility includes the ability to recognize hazardous spills and immediately report same to the FDOT Traffic Management enter (TMC). This Program is anticipated to lower the potential for secondary crashes by assisting with incidents and providing preliminary Maintenance of Traffic (MOT) for other responders to expedite recovery time. This provider will represent the Department to the public and as such shall provide services in a professional and efficient manner with a quality of service and appearance that brings credit to the Department and the Vendor. 2. DEFINITION OF TERMS USED IN THE AGREEMENT Department: Florida Department of Transportation (FDOT), Traffic Operations Office, Intelligent Transportation Systems (ITS) Office, Traffic Incident program, FDOT Maintenance Yards, or Transportation Management Center (TMC). Traffic Management Center (TMC): a dispatch and communications facility housing both Department and SmartRoute Systems TMC Operators and Supervisors. Facility is used for dispatch, communications, traffic monitoring and management for traffic incidents on the freeways. Service Patrol or Road Ranger Service: Road Ranger Patrols or Road Rangers that perform the services to motorists outlined in this Contract. FHP: Florida Highway Patrol Service Patrol Operator: A hired driver or employee of the Vendor duly licensed and trained by the Vendor as an operator of Vendor’s vehicles. Route: The specific section of roadway on which a Road Ranger is to patrol during his/her shift. Routes will vary dependent on the design of the program, and location and time of day.
Sponsorships: An agreement, whether formal or informal, to obtain goods or services or anything of value, including, but not limited to information, in exchange for any service rendered by the Road Ranger Service Patrol Vendor and/or a Road Ranger.
SLERS: Statewide Law Enforcement Radio System. A common communication system (radio) used for State Law Enforcement, authorized by Florida Legislature for the Department of Management Services. MOT: Maintenance of Traffic 3. SERVICES TO BE PROVIDED BY VENDOR The Vendor shall furnish all personnel, supervision, expertise, vehicles, equipment, materials, parts, licenses, supplies and incidentals necessary to provide a fully functioning Service Patrol operation. The service patrols shall assist the Florida Highway Patrol, Jacksonville Sheriff’s Office, Jacksonville Fire/Rescue, and the Department’s Maintenance personnel (or representing Vendor) during incidents. All Service Patrol operators shall have a basic knowledge and recognition of hazardous materials whereby they will immediately report spills involving same to the TMC Operators. The services to be provided by the Vendor shall include, but are not limited to, providing service patrols for Interstate 295, Interstate 95, Interstate 10, J. Turner Butler Boulevard, State Road 9A or other assigned routes as required. These service patrols shall also provide motorist assistance, perform minor repairs, move disabled vehicles from travel lanes, change flat tires, jump-start batteries and remove minor non-hazardous spills or debris from the highway. The Vendor shall also be responsible for providing immediate first hand information on incidents involving but not limited to car crashes, fatalities and hazardous spills to agencies identified by the Department. Hiring Preference: Vendor shall give preference in hiring employees for this contract to individuals who have served on active duty and were discharged under honorable conditions from the Armed Forces of the United States of America; and to individuals with a law enforcement/security background. Drug-Free Workplace Compliance: The Vendor must subscribe to and practice a drug-free work environment program in compliance with Florida Statute 287.087, and consistent with their signed drug-free workplace affidavit. a) Service Patrol Operators shall be drug free in accordance with Section 112.0455, Florida Statutes, prior to beginning operations. b) Service Patrol Operators shall undergo additional testing in concurrence with FDOT “Drug-Free Workplace and Testing Policy” (topic number 001-250-013) at a minimum of every six (6) months at the expense of the Vendor.
4. GENERAL CONTRACT REQUIREMENTS – PERFORMANCE CONTRACT This is a performance based contract in which compliance is evaluated monthly by the Project Manager.
Instances where the Department finds the Service Patrol Vendor fails to comply with a specific provision(s) of their contract (i.e., not performing the responsibilities and services described herein) the Department shall reduce the monthly invoice (see Section 39, “Liquidated Damages”), or at the Department’s discretion terminate the contract. 5. LANGUAGE / VERBAL COMMUNICATIONS The Department conducts its official business in English. All communication between the Service Patrol Operators shall be conducted in English. 6. PROJECT AREA The potential project area spans approximately two hundred (200) centerline miles (one way) in Jacksonville. During the life of the contract, the service area may expand for additional routes. The delivery of services shall be broken down into routes that enable each patrol to operate within their assigned area and reach incidents and/or stranded motorists with minimum delay. 7. VENDOR’S PROJECT MANAGER The Vendor shall identify a Supervisor(s) for this project who shall be the point of contact for the Department. A Supervisor shall be available to the Department twenty four (24) hours a day, seven (7) days a week through a reliable, local area code (904) phone number.
This Supervisor shall have a response time of thirty (30) minutes after receiving a call from the Department. If required, the Supervisor shall be at a requested location within one (1) hour after being contacted by the Department and/or the Department’s Project Manager (or designee). The Supervisor shall be based at a vendor offices and available (on-call) to assist individual operators as needed in the re-supply of expendable supplies or vehicle replacement and will be capable of replacing operator on designated route. If during the term of this Contract, a new Supervisor is to be employed by the Vendor to meet the provisions of the contract, the new Supervisor shall be available to meet with the Department’s Project Manager (or his/her designee). This time spent shall not be billable to the Department. An interim Supervisor shall be assigned if the Vendor’s Supervisor is away or the position is temporarily open. The Vendor’s Supervisor for this Contract shall meet the background and training requirements for Driver/Operator.
8. EMERGENCY & OTHER SERVICES
At times the Department may identify a need to utilize the Service Patrol Operators for purposes not specifically outlined in this scope. The Department reserves the right to assign the Service Patrol Operators to duties that are consistent with those outlined in this scope.
Emergency Services: The Vendor shall make resources available for all activities described herein for providing services during a hurricane evacuation, major incidents, roadway construction, or FHP requests after receipt of approval from the Department’s Project Manager or designee. During hurricane evacuations, emergencies or occasionally during special events, the Vendor may be asked to expand the designated Road Ranger Patrol coverage area (by manning and deploying backup vehicles) to provide disabled vehicle assistance until such time as normal traffic operations have resumed. Payment shall be the same as that for regular working hours and the period for payment shall be calculated to the nearest one-half (1/2 hour). Traffic Incident Management (TIM) Team: The Vendor or designee shall attend and participate as an active team member at the bimonthly First Coast Traffic Incident Management Team Meetings. Attendance at these meetings shall not be billable to the Department. 1. The Department’s Traffic Incident Manager will provide the location and time of the meeting(s) to the Vendor at least two (2) weeks in advance. 2. Attendance at the meeting shall not result in fewer Road Rangers on patrol. 9. SERVICE PATROL HOURS OF OPERATIONS Anticipated hours: Monday through Friday 6:30 AM to 6:30 PM. If a holiday falls within the scheduled work week, the Vendor shall provide coverage at the normal hourly rate. Any changes in the schedule will be addressed by the Project Manager on an “as needed” basis. The Department reserves the right to adjust the shift times and the number of vehicles required per shift to meet the Department’s needs. Any additional hours worked due to clean up a traffic incident or as directed by FHP or the Department shall be turned in within 24 hours after the incident for approval from the Project Manager. The Vendor is required to begin all shifts/assignments with the appropriate number and type of vehicles, at the times indicated in the contract.
,
If at any time a Service Patrol Vehicle and Operator are unavailable for routine beat patrol the Vendor shall reduce the monthly invoice to reflect the time the service patrol was not available. The invoice reduction shall be in addition to any liquidated damages incurred by the Vendor.
10. SERVICE PATROL SHIFT CHANGES The Vendor shall submit to the Department for approval prior to implementation, their plan for shift change times, duration of shifts and staffing requirements. Shift change hours shall coincide with low traffic volume hours. Changes to the Vendor’s plan during the contract period shall also be submitted for approval prior to their implementation.
Service Patrol Operators shall not leave their shifts until they receive authorization from the Department (TMC or Department’s Project Manager). Service Patrol Operators shall respond to all requests for service or assistance from the Department or a Law Enforcement Officer even if the request comes near the end of the Operator’s shift. The services requested shall be accomplished prior to the Operator terminating their shift. At shift changes, the Vendor shall be allowed a maximum of thirty (30) minutes from the time a unit leaves designated route until the time the unit must be back on route to change drivers, fuel, inspect vehicles and re-stock supplies. Any time in excess of thirty (30 ) minutes shall be recorded by the Vendor and shall be at the expense of the Vendor.
A. Payment for extended services: The Department shall pay the Vendor for the extended period, providing the services required an additional unit over and above the number normally on duty. The rate of payment shall be the same as that for regular working hours and the period for payment shall be calculated to the nearest hour. 11. SHIFT CHECK-ON / OFF LOCATIONS AND RE-FUELING /RE-EQUIPPING LOCATIONS Geographic Location of Facilities: The locations where Service Patrol Operators refuel and / or replenish their supplies shall be within one (1) mile of patrol area. Physical Facilities: The facilities where Service Patrol Operators pick-up their trucks to begin or end their shifts shall be in locations that meet all local zoning requirements for the purpose. 12. SERVICE PATROL ROUTES Service Patrol Vehicles shall operate within designated Service Patrol routes as designed by the Vendor and approved by the Department. Each route shall have specific turn-around locations and shall start and end at specific entrance/exit ramps.
13. ROUTE ADJUSTMENTS At any time during the contract’s term, the Department reserves the right to require adjustment, alteration or addition of route locations to better accommodate the demand for the service and the needs of the Department. This recommendation may also be provided by the Vendor.
a) Except during times of emergency, the Department will advise the Vendor of any required adjustment to a route within forty-eight (48) hours prior to the effective date of adjustment. b) The Vendor will be given thirty (30) days notice when a new “permanent” service area is added to the contract that will increase the total number of hours of service. c) The Vendor may agree to shorter notice at the time of the notification. d) Service to the “new permanent” service area shall be at the same hourly rate as that for other service areas. 14. SERVICE PATROL VEHICLE ASSIGNMENTS All Service Patrol Vehicles are restricted for Department official use only and are to be used to provide the services contained herein. Service Patrol Vehicles are not to be used for personal or other business-related work of the Vendor. Covering Department identification logos or markings shall be prohibited. Specific Vehicle Assignments: A “Tow Truck” shall be on-call primarily to areas (including any routes undergoing construction) where there is insufficient room on either side of the roadway for a disabled vehicle to be left standing without obstructing any part of a travel lane. a) On-Call Tow Truck Coverage shall: • Respond within 30 minutes after initial call • Remove disabled vehicle(s) from travel lanes within 30 minutes • Site cleanup and disposal of waste generated from incident. Backup Vehicles: Backup vehicle(s) shall be used when a regular, dedicated vehicle is taken out of service for any reason and shall be the same type, be equipped the same and perform all the functions of a regular vehicle. Backup vehicle(s) shall be deployed and in service as a replacement within thirty (30) minutes of a regular vehicle breakdown. If the replacement vehicle is not placed into service within thirty (30) minutes, the Vendor shall reduce the monthly invoice to reflect the time the service patrol was unavailable. In the event of recurring unavailability of vehicles on patrol, the Department has the right to terminate the contract for non-compliance.
Re- supply Vehicles: Supervisors on the road during the shifts shall carry in their vehicle extra expendable supplies to assist in the re-supply of other patrol vehicles.
15. SERVICE PATROL VEHICLE MINIMUMS & REPLACEMENT REQUIREMENTS A minimum of nine (9) vehicles are required for the contract. All vehicles in the Service Patrol Vehicle fleet shall meet the specific vehicle requirements and be capable of carrying the equipment specified in this contract. All vehicles must be licensed in the State of Florida. Proof of such licensing must be provided to the Department prior to a vehicle being used on this contract. The Department may require an independent safety inspection of the vehicles by a technician of the Department’s choosing and at the Vendor’s expense. a) Vendor shall assure vehicle availability during the entire service period. b) Upon contract execution, all vehicles in the fleet shall not be greater than three (3) years old from their original manufactured date. c) All used vehicles shall have verifiable maintenance records available for each vehicle that show the vehicle was consistently maintained according to manufacturer’s service/interval recommendations. • • •
All body panels and parts on the used vehicles shall meet the same appearance standards as new vehicles. “Used” vehicles shall be replaced under the same guidelines as new vehicles. Consideration will be given to the replacement of chassis and/or body separately of each other for vehicles so designed. Should Vendor desire separate replacement, they shall request, in writing, and include the specific reasons for the request.
d) Fleet may include a maximum of one (1) “used” tow truck to meet the minimum required number of vehicles. Vendor’s fleet may include any of their company owned FHP approved tow trucks. Flat type recovery vehicles are permitted if they are approved by FHP for services. e) During the term of the Contract, gasoline powered vehicles will be maintained to OEM standards for operations on public highways. Any vehicle that fails to meet these criteria shall be removed from service regardless of years or mileage. 16. SERVICE PATROL VEHICLE LOGOS AND MARKINGS Service Patrol Vehicles shall be painted white and shall only have the identification markings listed below. Markings shall be attached on the areas designated by the Department. The Department will provide only the FDOT identification logos for each vehicle. All other markings shall be procured and installed by the Vendor. The Department shall approve the design of all identification markings prior to Vendor procuring and installing. Required Identification Markings: • • • •
Eleven (11.5) inch diameter F.D.O.T. logo (both sides). Eight and a half (8.5) inch by nine and a half (9.5) inch SunGuide logo (both sides). Two (2) inch black letters “A FREE SERVICE” logo below the F.D.O.T logo. Pickup trucks shall also have “A FREE SERVICE” logo on the rear bumper.
• All vehicles shall have a three-digit number placed on or near the driver’s door and the rear bumper that shall identify each patrol vehicle. The numbers shall be sequential, all starting with “2_ _,” such as 201, 202. • “FHP” painted or affixed in two-inch (2”) white letters on blue background. • Traffic Incident Management logo on sides of vehicles and 2” wording “Traffic Incident Management to be placed on back bumper.
Required Conspicuity Markings: • A single two (2) inch wide, red/white strip of reflective tape applied so as to cause the limits of the truck from any angle to be visible at night when illuminated by oncoming traffic. • The tape should be applied at a minimum height of four (4) feet, but may vary according to truck or body configuration. • On the rear of the vehicle the tape shall be applied to the upper portion of the bumper. • Gaps in the tape where members protrude or the configuration does not lend itself to tape application shall be considered normal. All markings and decals shall be maintained in a clean, bright and readable condition throughout the term of this contract. Should a Service Patrol Vehicle become permanently inoperable for any reason or should the Service Patrol contract be terminated for any reason, the Service Patrol Vehicles shall have all logos referencing this contract permanently removed before being junked, sold, or placed in private service. The Department may require the addition/deletion of markings at any time during the contract.
Vendor may apply Department approved Service Patrol Sponsorship markings and/or decals to Service Patrol Vehicles, provided that: •
Sponsor markings/decals do not cover any FDOT required logos.
•
Sponsor markings/decals meet all FDOT Sponsorship requirements as specified in the Vendor Sponsorship agreement and approved by the Department. Appendix “A” contains additional guidelines for Service Patrol Sponsorship logos.
17. TOW TRUCK VEHICLE SPECIFICATIONS
• • • • • • • • • • •
Minimum Gross Vehicle Weight Rating (GVWR) chassis of twelve thousand (12,000) pounds. Dual wheel chassis and four (4) ton recovery equipment rating. Wheel-lift towing equipment, with a minimum lift rating of three thousand (3,000) pounds. All tow equipment shall include proper safety straps. Boom with a minimum static rating of five thousand (5,000) pounds. Winch Cable - eight thousand (8,000) pound rating on the first layer of cable. Winch Cable - one hundred feet (100’) of three eight inch (3/8”) diameter, with a working limit of three thousand five hundred (3,500) pounds. Towing slings rated at three thousand (3,000) pounds minimum. Tow chains of five-sixteenths inch (5/16”) allow or OEM specs, J.T. hook assembly. A rubber face push bumper. Spot light capable of directing a beam centered in any direction of a 360 degree horizontal arc around the vehicle.
• • • • • • • •
Power outlets ("booster outlets" or “hot boxes”), front and rear-mounted, with outlets compatible to twelve (12)-volt booster cables. Heavy duty, sixty (60) + amps charged battery. Suitable cab lighting. A trailer hitch capable of handling a 1.875 inch ball and/or two (2) inch ball. Motorcycle transporting capability. Rear work lights. Safety chain D-ring or eyelet mounted on rear of vehicle body. A roof-mounted amber warning / strobe light bar with front to rear directional flashing and capability, equipped with removal lenses and on/off switch in cab that meet or exceed the specifications described in Appendix “B”.
Alternative Flat Bed Truck Option: As an alternative to the tow truck specifications referenced above, the vendor may provide a flat bed tow truck with capabilities equal to or greater than the specifications referenced. The intention of this alternative is to allow the vendor the option of relocation high-end vehicles (i.e., Mercedes Benz or BMW) that cannot be moved by the standard tow truck unit addressed above. Portable Dynamic Message Signs (DMS): •
Vendor shall equip all of the tow trucks with Portable Dynamic Message Signs (DMS) that meet or exceed the specifications described in Appendix “A.”
•
Any and all equipment shall be securely attached and, when appropriate, in reach of the driver without distraction to driving safely.
18. PICKUP TRUCK VEHICLE SPECIFICATIONS • • • • • • • • • • •
Minimum of a Full size, half (1/2) ton, 4-door, long bed pickup, capable of carrying the equipment specified in this contract. Each vehicle must have seat belts for passengers on both the front and on rear cab benches. Two (2) towing straps rated at 3,000 pounds minimum. Rubber face push bumper. Spot light. Power outlets (“booster outlets or “hot boxes”), front and rear-mounted, with outlets compatible to twelve (12) volt booster cables. Two (2) heavy duty, 750 CCA (Cold Cranking AMP) (Minimum) Batteries. Suitable cab lighting that allows Service Patrol Operator to complete paperwork, etc. Equipped with Portable Dynamic Message Signs (DMS) that meet or exceed the specifications described in Appendix “A.” Equipped with a roof-mounted amber warning/strobe light bar with front to rear directional flashing capability, equipped with removable lenses and an on/off switch in cab that meet or exceed the specifications described in Appendix “B“. All equipment shall be securely attached and, when appropriate, in reach of the driver without distraction to driving safely.
19. AUTOMATIC VEHICLE LOCATION (GPS) SYSTEM a) Vendor shall ensure there is an operational GPS monitoring system (radio system component) in each vehicle and shall be responsible for protecting any installed system components in the vehicles.
Internet access to the GPS information will be provided by the Vendor to the Department’s Project Manager. b) The GPS System shall be monitored by the Vendor and the Department’s Traffic Incident Manager/Road Ranger Project Manager and Traffic Management Center. c) Throughout the term of the contract, the Vendor shall be responsible for all costs associated with the monthly service and maintenance of the Radio / GPS system including the units in use by the Department for communication with the Vendor and the base station(s). 20. COMMUNICATIONS EQUIPMENT REQUIREMENTS Radio Communications Requirement: The Department must be able to communicate with the Service Patrol Vehicles utilizing a two-way radio system for the purpose of monitoring of the Road Ranger Patrols and ensuring they are aware of and deployed to incidents.
Unless otherwise specified in the Contract, all communications equipment shall be supplied and maintained by the Vendor. a) The Department will approve the equipment to ensure it interfaces with the Department Communications systems and meets the Department’s requirements. b) The Department can, at will, replace communications radios with upgraded units to better serve the needs of the Department. c) The Vendor shall be responsible/ensure that all communications equipment shall be standardized and compatible for all stakeholders identified in the performance of this contract.
Cellular Telephones with Two-way Radio Capability The Department will provide procedures for radio communications and may change/alter the procedures at any time during the term of the contract.
The Vendor shall be responsible for all the fixed and recurring costs and licenses associated with the cellular radio/telephones throughout the term of this Contract. • • • •
Vendor shall provide each Service Patrol Vehicle, including backup and supervisor vehicles, with licensed cellular, two-way radio telephone or wireless telephone. Vendor shall also provide a hand-held two-way radio to the Traffic Management Center (TMC), the Road Ranger Project Manager, and FHP. Vendor must immediately notify the Department to report any loss of signal or cellular phone problems of more than fifteen (15) minutes duration. Inoperable or faulty cellular phones shall be replaced within thirty (30) minures of detection of the fault.
SLERS: STATE LAW ENFORCEMENT RADIO SYSTEM: a) The Department may provide radio communications equipment, at the Department’s expense, at any time during the life of this contract. b) The Department may require, at the Department’s expense, training and certification of operators for State Law Enforcement Radio System (SLERS). c) The Department reserves the right to implement FDLE communications criteria to qualify Road Ranger Service Patrol operators for SLERS.
Electronic Mail (e-mail): Vendor shall maintain a reliable e-mail service capable of receiving attachments at their headquarters and at each facility where Road Rangers pick-up / drop-off vehicles to begin / end their shifts. Public Address System: Each Service Patrol Vehicle shall be equipped with an external speaker, public address system with “air horn” feature in a one hundred (100) watts minimum system. •
The public address system shall be connected to the radio system in such a way that radio transmissions can be broadcast over the speaker.
Laptop Computers/PDAs: Laptop computers or PDA’s for each Service Patrol Vehicle may be required for this contract. The Department’s Project Manager will determine the need for this technology and will provide a Letter of Authorization to the Vendor for purchase and installation of the equipment once a decision has been made. When implemented, the Contractor is responsible for ensuring that there is an operational, DEPARTMENT approved laptop computer in each Service Patrol Vehicle for each shift. The Vendor shall provide installation of the laptop computer in each Service Patrol vehicle required by this Contract. When there are other reasons to reinstall or remove laptop computers from Service Patrol Vehicles (i.e. vehicle damage, crash, repair or replacement of vehicle, etc.) the CONTRACTOR shall be responsible for the charges. The CONTRACTOR shall only use DEPARTMENT authorized technicians to install, remove, ore repair the laptop computer. The CONTRACTOR shall be responsible for the cost of replacing any damaged or stolen Handheld PCs or other devices provided by the DEPARTMENT. Introductory training on laptop computer (hardware and software) operations will be provided by the DEPARTMENT as part of the orientation for new hires, but the CONTRACTOR shall be responsible for continued training on laptop computers as deemed necessary by the DEPARTMENT.
21. SERVICE PATROL VEHICLE ACCESSORIES / PARTS / TOOL BOX REQUIREMENTS a) Each Service Patrol Vehicle shall, at a minimum, have a toolbox containing tools as listed below. Tools and equipment shall meet the quality requirements of the Department Project Manager. • Screwdrivers – one (1) each: ¾ Standard 1/8; 3/16); 1/4; 5/16) ¾ Phillips head #1 and #2 • Star Driver (one set) • Needle nose pliers (one pair). • Adjustable rib joint pliers, two-inch minimum capacity (one pair). • Adjustable wrenches – one (1) each: ¾ Eight (8”) inch ¾ Twelve (12”) inch. • Five (5) pound hammer (one (1) each). • Rubber mallet (one (1) each). • Electrical tape (twenty (20) yards). • Duct tape (twenty (20) yards). • Tire pressure gauge (one (1) each). • Mechanic’s wire (twenty five (25) foot roll). • Bolt cutters – 24” or larger (one (1) pair). • Wire cutting pliers (one (1) pair). • Complete set of open end and box wrenches (both metric and standard). • Two, (4”) X (6”) X (12”) wood blocks. • Four (4) safety chains, minimum five feet in length. • Fifty (50) foot, ½ inch rope with attachable body harness.
b) Each Service Patrol Vehicle shall, at a minimum, carry the following accessories and parts: • Diesel fuel (minimum five (5) gallons) in a clearly labeled approved can or tank. • Ninety- three (93) octane unleaded gasoline (minimum five (5) gallons} in a clearly labeled approved can or tank. • 3 quarts, SAE 30 oil. • First aid kit (First Responder Kit, fully stocked) (one (1) each). • Fire extinguishers – two (2) each ten (10) pound Dry Chemical ABC, meeting all safety requirements. If seal is broken, unit shall be tested, resealed and certified. • Pry bar, minimum thirty-six (36”) inches in length (one (1) each). • Radiator water (ten (10) gallons) in clearly labeled container. • Twenty-four (24”) inch wide street broom (one (1) each). • Shovels, Square-end (one (1) each), Round-end (one (1) each). • Highway wet flares, thirty (30) minute burn (forty-eight (48) each). “Turboflares” are acceptable in lieu of Highway Wet Flares. • Cones, DOT approved, thirty-six (36”) inch reflectorized -fifteen (15) each. Vendor shall replace cones semi-annually (or earlier if damaged or visually faded/discolored). • Long Frame Aluminum Jack, 2 ½ ton, one (1) each, or steel jack, three (3) ton, one (1) each. • Air compressor, one (1) each, with at least 12 CFM capability, capable of inflating tires of vehicles and operating impact wrench. • Air operated impact wrench with sockets to fit all vehicles (metric and standard), one each. • Lug wrenches (metric and standard) to fit all vehicles, one each. • Large 2 or 5-cell battery flashlight and spare batteries (one (1) set). • Booster cables, three (3) gauge copper wire with heavy-duty clamps and one end adapted to vehicle’s power outlets, minimum twenty five (25) feet in length (one (1) set). • Funnel, multi-purpose, flexible spout (two (2) each). • One trash can - five (5) gallon.
• Ten (10) gallons of absorbent material for liquid spills equivalent to or exceeding the brand name “Speedy Dry.” • Drinking water, individually sealed bottles, minimum sixteen (16) ounce, chilled (twelve (12) each). • One roll paper towels. • Water cooler for potable water. • Additional Safety Equipment, as warranted.
c)
Vendor is encouraged to install / provide any equipment that will aid and add to the safe operation by the Service Patrol Operators. Such equipment shall be installed, if possible, in both the tow truck and pickups.
22. MAINTENANCE OF SERVICE PATROL VEHICLES The Vendor shall perform all necessary Service Patrol Vehicle maintenance outside of the service periods specified herein. a) Vehicle exteriors and interiors shall be kept neat, clean and polished, and shall be maintained in conformance with the requirements of the Motor Vehicle Code, applicable Florida Statutes, Rules of the Department of Highway Safety and Motor Vehicles and Duval County. 23. SERVICE PATROL VEHICLE INSPECTIONS Prior to the beginning of each shift, the Vendor shall inspect each patrol vehicle and its associated equipment, accessories and parts to ensure they meet all specifications and requirements contained herein.
a) Should the AVL/GPS system be inoperable, the vehicle shall not be placed into service until the system is functioning.
24. SERVICE PATROL OPERATOR REQUIREMENTS Service Patrol Operators shall be competent in the tasks of operating the Service Patrol vehicle and providing safe and proper discharge of the service responsibilities outlined herein.
Rejection of Driver/Operator, Supervisors or Managers: The Department reserves the right to reject, without reason or explanation given, any Vehicle/Driver/Operators, Supervisors and Managers prior to their being assigned duties related to this Contract. Removal of Driver/Operators: The Department reserves the right, without the right, without reason or explanation given, to require the Vendor to relieve an employee from duty assignments, and/or bar an employee from further service under this Contract at any time. Operator Resumes: The Vendor shall maintain and provide, upon request of the Department, resumes of the Management, Supervisors, Service Patrol Operators and potential Service Patrol Operators. The resumes shall contain verifications that the Service Patrol Operator or potential Service Patrol Operator complies with the following requirements: a) Speak and understand English fluently.
b) Demonstrated ability to exercise sound judgment. c) Documented mechanical background to perform the required vehicle repairs. d) Have a current Class “E” or higher (Tow operator) Driver’s license in accordance with the Florida Motor Vehicle Code. The Vendor is responsible for ensuring the Service Patrol Operators maintain current and valid licensing requirements throughout the term of the contract. e) Minimum age of eighteen (18) years old. f) Verification of “Safe Driving Record.” g) References which have been verified by Vendor Supervisory personnel or a service paid for the purpose. h) The results of driving record and criminal background checks.
Driving Record and Criminal Background Checks: The Vendor will conduct and provide the Department with copies of driving records and criminal background checks for all employees of the contract at contract begin date and as new employees are hired. Copies shall also be provided when requested by the Department throughout the term of the contract. The Department’s Project Manager may have the Vendor conduct additional checks on approved drivers at any time during the term of the contract. The Vendor shall pay for all costs associated with this task. a) The Vendor shall furnish to the Department the name, date of birth, social security number and address of all applicants for employment on this contract. b) Criminal record checks shall go back to the employee’s date of birth. c) The Department’s Project Manager may have one or more of the following conduct driving and criminal background checks on the applicant(s): Florida Department of Law Enforcement, the FHP, the Department or other authority approved by the Department at the expense of Vendor. d) Drivers/Operators shall have a safe driving record, in accordance with FDOT “Driver’s Records Requirements” procedure (topic number 250-000-010), prior to beginning operations. e) The Vendor shall provide the Department with updated Service Patrol Operator driver’s license checks every six (6) months.
OPERATOR SECURITY CLEARANCE FOR USE OF SLERS All Road Ranger Operators shall have JTF Security Clearance checks processed yearly by the Florida Highway Patrol and the FDOT Program Manager. If this yearly check results any of the JTF Security Clearance Denial Reasons, the Department reserves the right to remove the Road Ranger Operator from the Road Ranger Program immediately. If further investigation has determined a mistake in the JFT Security Clearance check, the Road Ranger Operator shall be eligible to re-apply to the Road Ranger Program.
Potential Security Clearance Denial Reasons may include: • • • • • • • • • •
The applicant has been convicted of a felony offense. The applicant is currently on probation for any offense or has charges pending (felony or misdemeanor). The applicant has been convicted of a misdemeanor offense involving any type of theft, violence or drug offenses within the past three (3) years. The applicant’s driver license is currently suspended or revoked for any reason. The applicant has been convicted of a crime involving domestic violence or currently has a restraining order involving domestic violence or threats. The applicant has been arrested for any charge involving resisting arrest, battery or assault on a law enforcement officer. The applicant is wanted for any criminal offense. The applicant is illegally residing in or is not approved to work in the United States. The identification of adverse Homeland Security intelligence information for the applicant. At the discretion of the Security Manager based on any other adverse information regarding the applicant.
If a Road Ranger operator’s security clearance is denied based on any of the above denial reasons, they may be disqualified as an applicant for the Road Ranger Program.
25. DRIVER / OPERATOR CONDUCT AND GROOMING a) The Drivers/Operators shall be professional and courteous at all times, shall exercise good sound judgment in carrying out their duties and shall conduct themselves in such a manner that will reflect favorably upon the Department. b) Drivers/Operators shall wear clean uniforms at the start of each shift. All uniforms items shall be maintained in good repair and appearance. Uniforms shall consist of: •
Uniform style shirts with collars as approved by the Department. Undershirts, if worn, shall not have printing or pictures which show through the outer shirt.
•
Each uniform shirt shall have a “SunGuide” emblem and a DOT RR emblem (specific dimensions, locations for and types of emblems, colors, etc., will be provided to the Vendor by the Department). No other emblems, patches, Vendor’s names, or logos will be permitted, unless authorized by the Department.
•
Shirts shall have a FDOT RR Patch on the left shoulder and a D2 SunGuide patch on the right shoulder.
•
Shirts must be tucked into trousers at all times.
•
Dark Blue / Navy uniform work trousers (no jeans or cutoffs), belted (black).
•
If a cap is worn, it must match the uniform pants and be without adornment, lettering or patches unless specifically approved by the Department. The FDOT approved reflective safety cap is acceptable.
•
Black steel-toed shoes with laces.
•
If jacket is worn, it must match the trousers and be without ornamentation.
c) Service Patrol Operators shall be well groomed, clean, with neatly trimmed hair, and have no offensive body odor or visible offensive tattoos. Beards and mustaches shall be clean and neatly trimmed. d) Service Patrol Operators shall display clearly visible picture identification over their left breast.
Alcohol/Drugs: a) Service Patrol Operators shall not have the smell of alcohol, be intoxicated or under the influence of alcohol or any controlled substance or medical prescription or any other drug that causes impairment anytime while working or reporting for duty under this contract. b) The Vendor shall never allow a Service Patrol Operator to work under this contract if they feel he/she is impaired in any way. c) No smoking will be allowed in Service Patrol vehicles. d) If the Vendor determines that a Service Patrol Operator reported for work or was working while in violation of any part of this section, they shall immediately and permanently remove the Service Patrol Operator from eligibility to work under this contract. 26. TRAINING AND CERTIFICATION REQUIREMENTS FOR SERVICE PATROL OPERATORS All Service Patrol Operators shall obtain the following training and certifications within sixty (60) calendar days from the date of contract award. The cost for training and licensing operators is the responsibility of the Vendor. Certification and Training in CPR. Certification and training in Basic First Aid. Basic Maintenance of Traffic (MOT) Training: Service Patrol Operators are required to have training on Part VI of the Manual on Uniform Traffic Control Devices (MUTCD) involving setting up maintenance of traffic (MOT). This “Utility” Level shall be obtained from a firm or individual certified to teach the “Utility Level” MOT Training Course. •
a new employee is not able to immediately attend MOT training, then the Vendor shall show them a training video in conjunction with hands-on training to ensure that the new employees understand the basic safety principals of MOT.
•
This process shall only be used to temporarily satisfy this requirement for new employees until the operator can attend the required training.
b) The actual required certification/training shall be completed within the first 60 days of employment. c) Service Patrols Operators are required to attend a refresher MOT course annually. d) The Vendor shall ensure that all Service Patrol Operator Certifications remain valid for the duration of the contract. Under no circumstances shall a Service Patrol Operator be allowed to operate under this Contract if their various mandatory certifications / training have expired.
e) If the Vendor chooses to do their own training, the trainer(s) must be fully certified and licensed (if required) to conduct the training. f)
The Vendor shall maintain a current listing, by Service Patrol Operator names, documenting the types of training received, date training was received, the date training / certification expires, location of training and instructor’s name. •
The list shall be provided to the Department or designee each quarter of the calendar year, beginning with the effective date of this Contract.
g) Special Training - The Department may identify “Special Training” at a time after the start date of this contract. If the Department requires the Road Rangers to attend “Special Training”/meetings that are not specified in this contract, then the Department will pay all charges through a Letter of Authorization. 27. MINIMUM PAY RATE FOR SERVICE PATROL OPERATORS a) The Vendor shall be required to compensate all Service Patrol Operators working under this contract a minimum wage of ten dollars ($10.00) per hour. Any increases to the wage rate shall be solely at the discretion and expense of the Vendor. Contract wage rates shall not increase to offset any wage rate increases. • Proof of compliance shall be made available for review by the Department. b) The Vendor shall be required to initiate a Service Patrol Operator hiring and retention program that will be reviewed by Department’s Project Manager on a quarterly basis. 28. SERVICE PATROL OPERATOR DUTIES AND RESPONSIBILITIES The Service Patrol Operator shall perform the following duties and responsibilities in an efficient and professional manner. a) Patrolling - Continuously patrol the designated areas in continuous loops seeking disabled vehicles, stranded motorists, debris in the roadway, spilled loads, vehicle crashes, obstructions to traffic and other potential hazards. b) Service Patrol Operators shall not use road shoulders during normal patrolling. Using due care and at a reasonable a prudent speed, Service Patrol Vehicles may use the road shoulder when responding to a specific emergency request, if it allows them to reach the destination faster. c) Any path or maneuver contrary to law or this contract must be cleared by law enforcement and Service Patrol Operators shall comply with lawful orders of Law Enforcement. d) If necessary, when responding to crashes or other incidents, the Service Patrol Operator shall communicate to the Law Enforcement officer at the scene the need to gain access to the scene. e) All inquiries into controversies shall be handled by the Department’s Contract Manager. f)
Service Patrol Operators shall use their horn and/or air horn when necessary to alert drivers.
Clearing and Clean Up: a) Clear lanes of all disabled vehicles encountered in the Road Rangers’ Service Patrol Sector. b) Remove small non-hazardous debris from the roadway and paved shoulder area and place in areas for
collections by the Vendor’s pickup truck. c) Notify the Department of any debris or obstructions on the roadway or paved shoulder area too large for the Service Patrol Operator to remove or move with assistance from another Service Patrol Operator. Notifications: Notify the Department TMC or Project Manager for the following: a) Accidents, emergencies, law enforcement situations, or responding to directives given by external agencies outside the scope of the contracted services.
b) Verified fires that will impact traffic and lane blockage. Also notify the local fire department.
c) Large spilled loads or large debris, or in other situations as appropriate. d) Notify the Department Maintenance Yard for spilled loads or large debris or incidents requiring advanced maintenance of traffic (MOT) or roadway repairs. e) All major incidents or accidents resulting in road or lane closures of more than one (1) hour. f)
Any road damage or other damage needing repair.
Advice to Motorists: Motorists shall be initially advised, prior to providing services, of the following: a) That moving, fueling, servicing their vehicle or calling a towing service is being provided FREE of charge as a courtesy by Florida Department of Transportation. b) Once the vehicle is cleared from the travel lanes, Service Patrol Operators may only attempt minor repairs not to exceed approximately fifteen (15) minutes. c) Should repairs not prove possible within the fifteen- minute time frame criteria due to their complexity, the motorist shall be allowed a minimum of three (3) telephone calls using the Service Patrol Vehicle’s cellular telephone to make arrangements for further service, towing, or transportation. d) All costs for further service, towing or transportation must be paid by the motorist. This DOES NOT include services provided by the on-call tow truck. e) The Service Patrol Operator shall never comment on the quality or lack of quality of any repairs or work done by dealerships or garages. 27 f) In no event shall the Vendor or Service Patrol Operators provide or recommend any towing, repair service or facility. Assistance to Motorists: The Service Patrol Operators shall provide prompt, courteous and skillful assistance to motorists as follows: a) Move the disabled vehicle from traffic lanes, either pushing or towing.
b) Change flat tires. c) Provide jump-starts. d) Provide up to one (1) gallon of eighty-nine (89) octane unleaded fuel to motorist enabling them to reach the closest fueling location. e) Provide up to one (1) quart of SAE thirty (30) grade motor oil. f)
Provide water for radiators and / or chilled bottled water for drinking.
g) Assist motorist with mechanical failures and perform minor repairs where feasible (maximum fifteen (15) minutes). h) Never leave a motorist stranded with a disabled vehicle in a potentially unsafe or dangerous location on the roadway. Make a concerted effort to remain with motorists in dangerous environs until help arrives or they can be relocated to a safe area. i)
The Vendor or Service Patrol Operators shall not charge any fees, accept ANY gratuities, recommend secondary towing service, or recommend repair/body shops. Violation of this requirement shall constitute grounds for immediate removal of employee and possible cancellation of this contract.
Disabled Vehicles: a) The Service Patrol Operator shall offer its services to all stranded motorists. Disabled vehicles shall be removed from the travel lanes to the road shoulder, with the least practical delay. b) Should a motorist refuse to allow a disabled vehicle to be cleared from the travel lanes, the Service Patrol Operator shall contact the FHP and the TMC for assistance, and shall remain on the scene until FHP or Law Enforcement personnel arrives. • The Service Patrol Operator shall provide the motorist with a copy of the Florida Statue 316.061 card informing them that they may be cited for a non-moving violation, punishable as provided in chapter 318. c) The Service Patrol Operator shall not attempt to move such disabled vehicles where injuries or fatalities are involved until directed to do so by authorized Law Enforcement personnel. d) All disabled vehicles that are relocated shall be parked with the wheels turned away from the roadway and the parking brake set if possible. Abandoned Vehicles: a) When an abandoned vehicle is observed, the Service Patrol Operator shall contact the FHP/TMC to report the vehicle’s location, make, color, and body type, license plate number and whether or not it is impeding traffic. The Operator shall tag the vehicle with a comment card depicting the time/date the vehicle was discovered. b) If the abandoned vehicle is impeding traffic or is considered to be a potential safety hazard, the Service Patrol Operator shall call the FHP via the TMC to report the vehicle location and request to move the abandoned vehicle. Crashes: a) The Service Patrol Operator shall call the FHP or local Law Enforcement, Fire and ambulance assistance as necessary at crash scenes and shall remain at the scene until the appropriate assistance arrives.
b) The Service Patrol Operator shall follow all directions of Law Enforcement personnel. c) The Service Patrol Operator is not to question or complain to Law Enforcement personnel directly, but shall inform the Department’s Contract Manager of any incident where there is a difference of opinion, procedure or conflict with policies. d) The Service Patrol Operator shall protect crash scenes by setting highway flares, cones, flagging, and/or flashing amber/white lights, arrow boards, and assisting in traffic control. Assistance to Law Enforcement Personnel: a) The Service Patrol Operator shall promote good will and cooperation while rendering assistance and shall follow the instruction of and obey the orders of Law Enforcement Personnel. b) Any reasonable request by Law Enforcement Officials to provide assistance outside of the designated patrol highways shall be honored. The Operator must notify the TMC if additional vehicles/hours beyond the normal route were required. Moving Disabled Vehicles from Traffic Lanes: Service Patrol Operators shall utilize all safety precautions, procedures and appropriate methods when moving (pushing or towing) disabled vehicles from traffic lanes. a) Vehicles disabled due to crashes without injuries or fatalities shall not be moved without permission of the driver, except when directed by employees or agents of the Department, Law Enforcement Officials or the Expressway Authority (Florida Statue 316.061). b) Drivers of vehicles involved in crashes without injuries or fatalities who refuse to allow their vehicle to be moved, shall be provided a copy of the Florida Statute that states, “The vehicle shall be moved out of the travel lane if the vehicle can be moved.” c) If the crash involves an injury or fatality, the vehicles shall not be moved until directed by Law Enforcement Officials. d) Disabled vehicles on roadways or bridges without shoulders or sufficiently wide emergency lanes shall be pushed or towed to a safer location off the next exit ramp or an alternate location off the bridge or main traffic lanes/ramp within approximately 0.80 km (1/2 mile) of the exit.
Transporting People: a)
If vehicle assistance or towing services cannot be obtained for a motorist(s), the Service Patrol Operator shall contact the TMC and Vendor's Main Office or Supervisor to request authorization to transport the person(s) to the nearest exit ramp or facility with available communications.
b) Immediately prior to the beginning and at the completion of the transport, the Operator shall contact the TMC with the location and mileage. Animals : After clearing the travel lane, the Service Patrol Operator shall call the Department to report the location, type, and condition of injured or dead animals. Should a Service Patrol Operator find a live animal in an unoccupied vehicle, they shall notify the TMC to request assistance from FHP. 29. SAFETY RULES AND GENERAL REGULATIONS
Service Patrol Operators shall exercise safety and caution at all times and shall obey the following safety rules and general regulations: a) Inspect and document assigned Service Patrol Vehicles at the beginning of each shift, and take action as necessary to ensure that they are in compliance with all specifications and requirements of this contract. b) Keep all communications radios, monitors and cellular phones “on”’ and the volume up”. c) Remain on their assigned Patrol Route and depart from the Patrol Route only as described in this contract. d) Obey all traffic laws. e) Wear seat belt / safety belt / shoulder harness at all times when operating the vehicle. f)
Smoking is not allowed in the Service Patrol Vehicle.
g) Stop on Interstate/ramps/shoulders only to service an incident. Record details of an incident off the Interstate travel lane. h) Never push a vehicle in a direction that obscures visibility. Such vehicles shall be towed.
i) Contact the Florida Highway Patrol, the Department of 511 when appropriate.
J) Do not carry firearms or other weapons either on their persons or in the Service Patrol Vehicle. k) Use flashing light bars in conformance with the Florida Motor Vehicle Code and only in the following circumstances: • •
When merging, exiting from traffic lanes or slowing to make a stop at an incident site. To warn traffic when performing services specified herein.
The use of red or blue flashing or revolving lights or police sirens is prohibited under this contract and is grounds for immediate termination. l)
Vendor-provided Class Three, orange safety vests, with or without sleeves, are to be worn at all times while assisting motorists or conducting any business on any roadway or shoulder. •
Vests shall be approved by the DOT, and shall meet and be labeled as meeting ANSI/ISEA 1072004 Standard. Vests shall be replaced immediately if damaged or visually faded/discolored.
m) The Vendor shall provide the Service Patrol Operator appropriate rain gear with “ROAD RANGER,” in large block letters, in a contrasting color, imprinted on the back of the rain coat / jacket. •
Rain gear shall meet and be labeled as meeting Class Two, ANSI/ISEA 107-2004 Standard. Only this type of rain gear shall be worn when operating under this contract.
30. AUTHORIZED LEAVE FROM SERVICE PATROL ROUTE Service Patrol Vehicles shall not leave their designated Service Patrol Sector without authorization from the Vendor or the Department.
31. AUTHORIZED SERVICE PATROL VEHICLE STOPS Service Patrol Operators shall not stop continuous patrolling of their designated Patrol Routes without authorization of the Department. Authorized stops shall include, but are not limited to: a) Assisting stranded motorist(s) with minor repairs. b) Removing disabled vehicles from travel lanes. c) Removing small spills (non-hazardous) and debris from the travel lanes. d) Assisting Law Enforcement Officials with crash site traffic management. e) The initial check of “abandoned” vehicles to confirm that the vehicle is without occupants or animals that may be sick, injured or deceased. f) Restroom breaks for fifteen (15) minutes or meal for thirty (30) minutes. •
Only one restroom break may be taken per four-hour work period. Breaks shall not be taken between 7:00 A.M. - 9:00 A.M. and 4:00 P.M. - 6:00 P.M. on any working day and only one per four (4) hour work period.
•
Rest and meal periods shall be postponed or interrupted by the Department if the services of the Service Patrol Operator are needed.
g) Completing Road Rangers Service Patrol Log for five (5) minutes. h) Re-fuelling Service Patrol Vehicle. i) Assisting the Department or its Vendors with Incident Management.
32. FLORIDA HIGHWAY PATROL TOWING SERVICE ROTATION SYSTEM If a motorist does not request a specified towing service, repair facility, or individuals to assist them, the Service Patrol Vehicle Operator shall contact FHP directly, via the TMC or Department to request that towing service be provided through the FHP towing service rotation list. a) Apparent deviations from this requirement will be investigated by the Department. b) Assertions that the owner “requested” a wrecker owned by the Vendor could be construed to fall into the category of “towing” by the Road Ranger, especially if “charges” were or could have been collected by the driver/operator.
33. COMMENT CARDS (RESPONSE FORM) OTHER PRINTED MATERIAL
The Vendor shall be responsible for all costs associated with the printing and distribution of a postagepaid Comment Card bearing a designated return address. Cards will have a “bubble” section to be completed by the Service Patrol Operator. a) Using a format approved by the Department, the Vendor shall have prepared one thousand (1,000) Comment Response Cards prior to beginning Road Rangers Service Patrol activities.
b) The response cards shall be obtained from PRIDE by the Department. The Vendor shall be responsible for payment to PRIDE directly. c) The Service Patrol Operator shall provide a postage-paid Comment Card to every individual receiving assistance (one person per vehicle). d) Thereafter, the Vendor shall print, furnish and provide first class postage for a minimum of nineteen thousand (19,000) Comment Cards annually. e) The Vendor shall notify the Department when they have distributed fifteen thousand (15,000) Comment Cards. f)
The Vendor shall be responsible for ensuring that each active Service Patrol Vehicle is supplied with an adequate number of blank cards at all times.
g) The Department may require the Vendor to distribute other printed material to motorists, such as maps or safety information. 34. SERVICE PATROL DRIVER / OPERATOR LOGS a) Service Patrol Operators shall maintain “Road Rangers Service Patrol Operations Logs” which shall be completed and submitted daily at the end of the Operator’s shift to the Vendor’s Lead Supervisor. b) Road Rangers Service Patrol Logs shall reflect the data shown in Appendix “C” of this Contract. c) The Department reserves the right to change the data required or the method of collection and reporting at any time. 35. DISPOSAL OF DEBRIS a) The Vendor shall dispose of debris and materials gathered during patrolling rounds and generated during incidents in a safe and appropriate manner and in accordance with local ordinances and regulations. • No debris shall be left on bridges or median shoulders by barrier walls. • Appropriate containers shall be used for collected materials b) The Vendor shall not be required to handle hazardous material, but shall be responsible to report hazardous material as defined in the DEP spill agreement or to assure the proper agency is made aware. 36. DAMAGE TO MOTORIST PROPERTY a) The Vendor shall bear the cost of repair for any damage caused by negligence of the operator to the Department’s or a motorist’s property while performing service under the Contract. b) The Vendor shall notify the Department, in writing, of any and all “claims” of injury or damage by the Vendor within twenty-four (24) hours of the claim being made. 37. INSURANCE In addition to the general liability insurance required as referenced in Section 4 of the Standard Written Agreement, the Vendor shall maintain the following insurance policies throughout the term of the contract according to the minimum limits set forth below. Each policy shall be in the name of the Vendor and shall include coverage for towing and storage. All insurance policies shall be with insurers qualified and licensed to do business in the State of Florida.
a) Vendor shall have and keep in force during the period of this Agreement an Automobile Liability Insurance which provides coverage in the amount of at least Five Hundred Thousand Dollars ($500,000.00) combined single limit per occurrence for bodily injury and property damage arising or occurring in connection with the use of an automobile by the Vendor or any Person on behalf of the Vendor in connection with Services provided pursuant to this Agreement..
b) The Vendor must carry and keep in force during the period of this Agreement a Garage Keepers legal liability insurance policy or policies with a company or companies authorized to do business in the state of Florida, covering customer vehicles in the Vendor’s Care Custody and Control in an amount of at least sixty thousand dollars ($60,000.00) per loss, covering perils of fire and explosion; theft of a vehicle, its parts or contents; riot and civil commotion; vandalism; malicious mischief; and damage to a vehicle in tow. c) All insurance policies shall be with insurers qualified and licensed to do business in the State of Florida. Such policies shall provide that the insurance is not cancelable except upon thirty (30) days prior written notice to the Department. Ten (10) days notice of cancellation for nonpayment of premium.
d) The Department shall be exempt from and in no way liable for any sums of money, which may represent a deductible in any insurance policy. The payment of such deductible shall be the sole responsibility of the Vendor and/or subcontractor providing such insurance. e) The following minimum levels of combined bodily injury liability insurance and property damage liability insurance acquired by section 627.7415, Florida Statutes, in addition to any other insurance coverage as required by the contract: • Fifty-thousand dollars ($50,000.00) per occurrence for a wrecker with a gross vehicle weight of less than thirty-five thousand (35,000.00) pounds. •
The insurance coverage required shall include those classifications listed in standard liability manuals, which most nearly reflect the operations of wrecker operators.
•
The wrecker operator shall furnish certificates of insurance to the Contract Administrator prior to the execution of the contract, and after those thirty (30) days prior to the expiration dates of the policies. The certificates shall clearly indicate that the wrecker operator has obtained insurance of the type, amounts and classifications required for compliance with this section and that no material change or cancellation of the insurance shall be effective without thirty (30 ) days prior written to the FDOT Contract Administrator.
38. SPONSORSHIPS The Vendor shall not enter into any sponsorship agreements, formal or informal, relating directly or indirectly to the Road Ranger Service Patrol Contract, without the specific, expressed, formal, written approval of the Department. 39. FUEL PRICE ADJUSTMENT The Department recognizes the volatility of fuel prices and the difficulty inherent in attempts to predict fuel costs and recognizes it is in the best interests of the Department and the Vendor to establish an initial base fuel price and, if necessary, make periodic adjustments during the term of the Contract. The Department is, therefore, establishing a “Fuel Cost Adjustment” in this Contract that will have the following effects:
a) When fuel prices increase, within the formula’s parameters, then the Vendor will be reimbursed for the increased costs. b) When fuel prices decrease, within the formula’s parameters, the reimbursement to the Vendor will be lowered accordingly. Base Fuel Prices: Base fuel price will be calculated using a cost average of the dates from 1/1/06 to 11/30/06 as provided in the http://tonto.eia.doe.gov/oog/info/gdu/gasdiesel.asp website. a) The base fuel price for this Contract shall be the current market prices plus 10%. b) The base usage per vehicle / per hour for this contract is: • •
Gasoline – 3.0 gallons per hour. Diesel Fuel – 2.0 gallons per hour.
The base per vehicle / per hour usage may be recalculated by the Department, at any time; however the decision to do so is solely the Department’s. Calculations will be made using mileage and idle rates approved by the Department. Annual Fuel Cost Review: The Department will review fuel prices annually to determine if there is a significant change (+/- 20%) in the base price of fuels. The calculation will be done separately for Gasoline and Diesel Fuel Method of Computation: The Department price adjustments due to fuel cost increases or decreases shall utilize the Federal Government’s Official US Energy Information Administration website (www.eia.doe.gov). On the web page, “Gasoline and Diesel Fuel Update for the Lower Atlantic States in the categories of “Regular Gasoline-Conventional Area” and “Retail on-highway diesel-Conventional Area.” http://tonto.eia.doe.gov/oog/info/gdu/gasdiesel.asp. a) The average price will be compared to the average price from the previous contract year. b) If the average price has not increased or decreased by more than 20%, there will be no change in the reimbursement rate. c) If the change is greater than 20% (+/-), then the Department will adjust the reimbursement rate to the closest full percent (%). d) The actual adjustment will be calculated by subtracting the base rate from the adjusted rate, and multiplying the result by the gallons of consumption per hour / per vehicle and multiplying that result by the total vehicle hours for the month (invoice period). Example: • • •
$2.90 per gallon (new average) – 2.20 per gallon (gasoline base cost) = .70 per gallon difference .70 /$2.20 = 31.82% which is >20% so it qualifies for adjustment .70 (adjustment amount) * 3.0 (gallons per hour/per vehicle-gasoline) = 2.1 adjustment per hour
Sample invoice for a total of 4464 hours (six vehicles 24/7 for 31 days) * 2.1 (adjustment per hour) =
$9,374.40 fuel adjustment for the month. Should the new adjusted amount be lower than the previous year, the total amount will be deducted from the monthly invoice.
40. LIQUIDATED DAMAGES The Vendor’s performance and compliance with the Scope of Services shall be evaluated periodically by the Department. If the Vendor does not meet or exceed the performance standards established herein, the Department shall reserve the right to assess the Vendor “Liquidated Damages” that shall be deducted from the monthly Vendor invoice. Vendor shall be notified, in writing, of the date and nature of the infraction prior to invoice reduction. The infractions that shall activate the invoice payment reductions for liquidated shall include, but are not limited to: a) b) c) d) b) c) d) e) f) g) h) i) j) k) L) m)
n) o) p) q) r) s) t) u)
Tampering, removing, disengaging or disabling AVL (GPS) components - $500.00 per occurrence per day. Tampering, removing, disengaging or disabling SLERS components - $1000.00 per occurrence. Tampering, removing, disengaging or disabling Laptop (PC) components - $500.00 per occurrence. Improper communications on SLERS - $500.00 per occurrence Unauthorized Sponsorship- $500.00 per day until the sponsorship is terminated. Not disposing of debris in legal manner - $100.00 per occurrence. Improperly licensed driver - $100.00 per occurrence. Not providing proof from a licensed medical practitioner that all Operators are drug free in accordance - $100.00 per occurrence/per operator. Safety violation by Operator/Driver (examples: not wearing/using safety equipment, careless operation of the vehicle, etc.) - $100.00 per occurrence. Loss of Identification Card - $50.00 per occurrence. Service Patrol Vehicle Operators not patrolling their beat in a continuous loop - $100.00 per occurrence/per day. Service Patrol Vehicles not equipped with vehicle logos - $100.00 per occurrence/per day No cellular telephone or inoperative cellular phone - $100.00 per occurrence/ per day. Unauthorized leave of Service Patrol Vehicle form Service Patrol beat - $100.00 per occurrence /per day. Sleeping on Duty - $100.00 per occurrence Not deploying the backup vehicle within thirty (30) minutes from the breakdown of the regular vehicle $100.00 per occurrence and in combination with number 14.5.3.1, $50.00 per hour until vehicle is made available, Failure to comply with training requirements as specified in this contract - $50.00 per day/per employee for each day out of compliance. If at any time a Service Patrol Vehicle and Operator are unavailable for routine beat patrol$50.00 per hour, for each hour service is not provided. Failure to change shifts within the allotted thirty (30 ) minutes - $50.00 per occurrence/per unit. Failure to have specified equipment or other specified items on truck (per truck, per incident) - $50.00 per occurrence/per day. Not maintaining the interiors and exteriors of Service Patrol Vehicles neat and clean, as described in this Contact - $50.00 per occurrence/per day. Not submitting documentation of monthly Service Patrol Vehicle Inspections - $50.00 per occurrence. Incomplete Service Patrol Operations Logs - $50.00 per occurrence/per day Improper uniforms - $50.00 per occurrence / per day.
The list above is not inclusive of all chargeable liquidated damages. For any liquidated damages not listed above, the Department shall assess liquidated damages between the amounts of $50.00 and $500.00 depending on the severity of the infraction. The reduction in payment as described herein on some infractions shall continue to be applied daily until the Vendor complies with the terms and conditions of the contract. It shall be the Vendor’s responsibility to notify the Department when in compliance. Application of liquidated damages shall not waive the Department’s right to terminate the Agreement in the interest of the Department.
Appendix H – Palm Beach County Pay Plan
SPEC #
JOB CLASSIFICATION TABLE
00402 PUBLIC INFORMATION SPECIALIST 00931A NETWORK OPERATIONS TECHNITIAN 00968 SYSTEMS INTEGRATOR 01080 INTELLIGENT TRANSPORTATION SYSTEM SUPERVISOR 01100 TRAFFIC TECHNICIAN I 01108 TRAFFIC SIGNAL TECHNICIAN II 01111 TRAFFIC SIGNAL SUPERVISOR 01116 TRAFFIC DATA SUPERVISOR 01121 MANAGER TRAFFIC ENGINEERING OPERATIONS 04116 ELECTRICIAN
ANNUAL PAY RANGE (US Dollar) From
To
$ 36,849.28 $ 40,268.80 $ 66,555.84 $ 49,526.88 $ 31,769.92 $ 42,714.88 $ 52,532.48 $ 49,526.88 $ 79,466.40 $ 41,475.20
$ 58,683.04 $ 64,128.48 $ 105,988.48 $ 78,859.04 $ 50,620.96 $ 68,028.48 $ 83,665.92 $ 78,859.04 $ 126,557.60 $ 66,042.08
The full pay schedule can be found at Palm Beach County Website: http://www.pbcgov.com/humanresources/compensation_records
Appendix I – Project Maps
Priority List Local Road Name
From
Fiber Mileage
To
TMC
Short
Operations and Maintenance Resource Shortening
04
04
30
32
34
Medium
33 03 03
28 05
01
03 02
02 22
23
26
22 25
25 Long
24 29
31
19 07
06
10
06
07 08
1
Courtenay Pkwy
Cone Rd
The Bee Line
4.71
2
Cocoa Beach Causeway
Milford Point Dr
Atlantic Ave
3.306
3
Atlantic Ave
Minutemen Causeway
South of George King Blvd
4
US 1 (Titusville Area)
Nasa Causeway
SR 406
6.199
5
Dixon Blvd
Clearlake Rd
US - 1
1.157
6
US-192
Dairy Rd
US - 1
2.881
7
Eau Gallie Causeway
US - 1
Atlantic Ave
3.114
8
US-1
University Blvd
Babcock St
6.42
9
Babcock St
Malabar Rd
Nasa Blvd
6.51
10
Ellis Rd/Nasa Blvd
W of I-95 SB
US - 1
7.202
11
Minton Rd
Malabar Rd
Ellis Rd
9.124
12
Dairy Rd
Palm Bay Rd
US-192
2.993
13
Malabar Rd
Palm Bay Pkwy
West of San Filippo Dr
6.126
14
Emerson Dr
St Johns Pkwy
N Minton Rd
3.917
15
San Filippo Dr
Foundation Park Blvd
Malabar Rd
1.206
16
Hollywood Blvd
Palm Bay Rd
US-192
3.11
17
Jupiter Blvd
Emerson Dr
San Filippo Dr
6.69
18
Port Malabar Blvd
Babcock St
US-1
3.204
19
N Riverside Dr
Falcon Dr
Eau Gallie Causeway
1.121
20
Hickory St
New Haven Ave
US-192
1
21
Palm Bay Rd
Malabar Rd
Elis Rd
7.7
22
US1
Pineda Causeway
South of Barnes Blvd
8.954
23
S Fiske Blvd/Stadium Pkwy
Summer Path
Barton Blvd
5.902
24
Viera Blvd
Stadium Pkwy
US-1
3.026
25
Pineda Causeway
US-1
Atlantic Ave
4.466
26
Atlantic Ave
Pineda Causeway
Minutemen Causeway
7.741
27
Melbourne Causeway
US-1
Atlantic Ave
2.386
28
ClearLake Rd
Cocoa Bch Causeway
Industry Rd/SR 528
3.638
29
South Patrick Dr
Eau Gallie Causeway
Pineda Causeway
5.175
30
South St
Cheney Hwy
S Singleton Ave
3.449
31
US-1
Lake Washington Rd
Pineda Causeway
32
Nasa Pkwy
US-1
Courtenay Pkwy
33
Courtenay Pkwy
The Bee Line
Nasa Pkwy
9.4
34
US1
Cidco Rd
Nasa Causeway
8.37
8.7
4 7.6
20 21
27 09
14 17
16
12 18
13
Legend Existing MVDS Proposed MVDS Existing Bluetooth Proposed Bluetooth Existing ADMS
11
15
Figure 31 - Overall ITS Master Plan Existing CCTV Proposed CCTV Proposed RWIS Proposed ADMS
Existing Fiber Proposed Fiber Proposed Wireless Network Proposed Redundancy Fiber Existing Adaptive System Proposed Adaptive System
123
Legend Existing MVDS Proposed MVDS Existing Bluetooth Proposed Bluetooth Existing ADMS
Figure 32 - Overall ITS Master Plan Detail
Existing and Proposed Bluetooth and MVDS
Existing Fiber Proposed Fiber Proposed Wireless Network Proposed Redundancy Fiber Existing Adaptive System Proposed Adaptive System
Existing CCTV Proposed CCTV Proposed RWIS Proposed ADMS
Existing and Proposed CCTV
04
04
04
04
30
30
32
32
Existing and Proposed Bluetooth and MVDS 03 28
Existing and Proposed CCTV 03
03 28
01 03
05
03
01 03
05
02
02
02
02
22
22
23
23
22
24
22
24
26
26
25
25
25
25
29
29
31
31
19
19
07
07 07
07
10
10 20
06
20
06 27
21
16
09 12
27 21
16
09 12
124
Appendix J – Priority List
Local Road Name
FROM
TMC
Brevard County ITS Master Plan Priority List 5 Year Total Proposed Roadway TO Fiber Mileage Projects FPID #
FISCAL YEAR (Planned Roadway Projects)
Capital Engineers Cost Estimate
Operations and Maintenance (Annual Cost)
2,840,000
110,559
Operations and Maintenance Delta of existing equipment 1 2 3* (See Note 2) 4 5 6 7 8 9* 10* 11 12 13 14 15 16 17 18 19 20* 21 22 23 24 25 26 27 28 29 30 31 32 33 34**
Courtenay Pkwy Cocoa Beach Causeway Atlantic Ave US - 1 (Titusville Area) Dixon Blvd US - 192 Eau Gallie Causeway US - 1 Babcock St Ellis Rd/Nasa Blvd Minton Rd Dairy Rd Malabar Rd Emerson Dr San Filippo Dr Hollywood Blvd Jupiter Blvd Port Malabar Blvd N Riverside Dr Hickory St Palm Bay Rd US - 1 S Fiske Blvd/Stadium Pkwy Viera Blvd Pineda Causeway Atlantic Ave Melbourne Causeway Clearlake Rd South Patrick Dr South St US - 1 Nasa Causeway Courtenay Pkwy US - 1
Cone Rd Milford Point Dr Minutemen Causeway Nasa Causeway Clearlake Rd Dairy Rd US - 1 University Blvd Malabar Rd W of I - 95 SB Malabar Rd Palm Bay Rd Palm Bay Pkwy St Johns Pkwy Foundation Park Blvd Palm Bay Rd Emerson Dr Babcock St Falcon Dr New Haven Ave Malabar Rd Pineda Causeway Summer Path Stadium Pkwy US - 1 Pineda Causeway US-1 Cocoa Beach Causeway Eau Gallie Causeway Cheney Hwy Lake Washington Rd US- 1 The Bee Line Cidco Rd
The Bee Line Atlantic Ave South of George King Blvd SR 406 US - 1 US - 1 Atlantic Ave Babcock St Nasa Blvd US - 1 Ellis Rd US - 192 West of San Filippo Dr N Minton Rd Malabar Rd US - 192 San Filippo Dr US - 1 Eau Gallie Causeway US - 192 Elis Rd South of Barnes Blvd Barton Blvd US - 1 Atlantic Ave Minutemen Causeway Atlantic Ave Industry Rd/SR 528 Pineda Causeway S Singleton Ave Pineda Causeway Courtenay Pkwy Nasa Causeway Nasa Causeway
4.710 3.306 8.700 6.199 1.157 2.881 3.114 6.420 6.510 7.202 9.124 2.993 6.126 3.917 1.206 3.110 6.690 3.204 1.121 1.000 7.700 8.954 5.902 3.026 4.466 7.741 2.386 3.638 5.175 3.449 4.000 7.600 9.400 8.370
434972-1
2015
237650-2 426905-2
2015 2015
437203-1
2020
435429-1
2015
237592-2
2015 (see note 3) Subtotal
10 YearCost * Roadway Projects - ITS could be proposed ** Roadway Project - ITS will require additional links of connection - recommended to be built as a separate project, in order of the priorities Note 1: Priorities 2, 4, 5, 6, 7, 11, 24 Cost accounts for additional devices to be Installed on SR 520 outside fiber limits. See detailed cost estimate. Note 2: Priority 3 Cost accounts for additional devices to be Installed on SR 528 and Port Canaveral and Jetty Park Fiber and devices Note 3: Operations and maintanace cost accounts for 2% inflation a year
418,267 1,504,962 2,818,603 1,297,288 737,099 1,672,416 971,707 771,716 1,896,957 1,960,214 1,096,096 596,761 1,679,721 728,675 513,331 611,671 967,143 350,587 274,058 457,744 1,127,773 1,628,601 1,059,650 551,434 106,476 1,294,008 445,627 559,201 1,491,279 605,340 607,722 932,104 276,809 1,351,177 36,202,217 36,202,217 $
Life Cycle Replacement (10 Years)
Short, Mid or Long Term Short
4,793,751
2,785,274
Short
63,420 82,510 156,801 97,619 66,194 62,988 39,816 53,955 119,306 100,669 57,753 43,229 94,248 32,361 29,235 43,666 43,031 19,906 17,886 27,138 31,165 50,239 72,254 33,129 7,150 73,492 29,455 53,963 83,186 40,126 37,100 24,355 9,498 64,212 6,765,365
137,565 327,520 593,541 242,023 142,202 181,428 296,721 190,968 154,088 103,929 92,628 87,120 221,992 115,334 39,368 87,120 22,438 133,355 33,860 25,192 36,675 168,445 190,944 84,222 0 190,994 71,147 26,150 132,871 84,222 11,015 340,603 119,211 168,445 7,638,610
Short Short Short Short Short Short Short Short Short Short Mid Mid Mid Mid Mid Mid Mid Mid Mid Mid Mid Mid Mid Mid Long Long Long Long Long Long Long Long Long Long
75,560,434.72
7,791,383
Appendix K – ITS Master Plan Cost Breakdown
TMC Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities
Unit Price 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total Price
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
$0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
Notes
Quantities
Unit Price $35,000.00 Total
Total Price
0
1 1
Unit Price $2,500,000.00 $340,000.00 Total
Total Price $2,500,000.00 $340,000.00 $2,840,000.00
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$2,840,000.00
1 per signal
$0.00 $0.00
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
Notes
Quantities
1 per TMC
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities
per year per year per year per year
Unit Price 1 1 0 0
Total Price
$0.00 $60,559.00 $4,391.00 $3,000.00 Total
$0.00 $60,559.00 $0.00 $0.00 $60,559.00
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities
Unit Price
Total Price
0 1 0 0 0 0 0 0
$187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
$0.00 $50,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $50,000.00
O&M (Per Year)
Total
$110,559.00
Quantities 0 0 0 0 0 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
#1 ‐ Cost Estimate ‐Courtenay Pkwy Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
4.712 0 10 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities
Unit Price
0 0 0 134 1680 2240 621 11 91 11 600 13 0 11 1 1120 1 1 1 0 0 3 3 3 11 0 0 0 0 0 0 0 0 1 1
Total Price
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
$0.00 $0.00 $0.00 $1,190.78 $3,427.20 $9,296.00 $24,881.66 $8,408.06 $10,705.06 $16,386.38 $2,028.00 6771.6096 $0.00 $24,159.41 $3,364.04 $4,233.60 $637.33 $1,177.94 $7,440.00 $0.00 $0.00 $20,085.00 $26,464.53 $25,551.72 $21,271.49 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $60,000.00 $288,459.83
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
Notes
Quantities
1 per signal
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
$0.00 $0.00
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
Notes
Quantities
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $28,845.98 $28,845.98 $43,268.97 $28,845.98 $418,266.75
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities 1 0 10 3
Unit Price $7,764.60 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $7,764.60 $0.00 $43,910.00 $10,000.00 $61,674.60
Unit Price
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 5 0 0 3 0 0 3 0
$187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $881.25 $0.00 $0.00 $576.00 $0.00 $0.00 $288.00 $0.00 $1,745.25
O&M (Per Year)
Total
$63,419.85
Quantities 0 0 3 3 3 0 0 0 0 0 11
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $20,085.00 $26,464.53 $25,551.72 $0.00 $1,500.00 $0.00 $0.00 $0.00 $21,271.49 $94,872.74 $9,487.27 $9,487.27 $14,230.91 $9,487.27 $137,565.47
#2 ‐ Cost Estimate ‐SR 520 Bridge Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
Includes devices on SR 520 outside fiber limits
11.446 3.306 10 0
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 7855 7855 1746 134 1680 18545 1197 11 171 11 2200 13 12 11 1 1120 1 1 1 7 7 3 3 3 11 7 0 0 0 0 0 0 0 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $43,988.31 $122,695.97 $40,514.63 $1,190.78 $3,427.20 $76,962.55 $47,967.74 $8,408.06 $20,095.46 $16,386.38 $7,436.00 6771.6096 $15,692.02 $24,159.41 $3,364.04 $4,233.60 $637.33 $1,177.94 $7,440.00 $35,290.01 $85,279.95 $20,085.00 $26,464.53 $25,551.72 $21,271.49 $10,433.50 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $687,905.26
Notes
Quantities 10
Unit Price $35,000.00 Total
Total Price $350,000.00 $350,000.00
Notes
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
1 per signal
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
0 0
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $103,790.53 $103,790.53 $155,685.79 $103,790.53 $1,504,962.62
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities
Unit Price $24,254.91 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $24,254.91 $0.00 $43,910.00 $10,000.00 $78,164.91
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $2,137.50 $0.00 $0.00 $576.00 $0.00 $1,344.00 $288.00 $0.00 $4,345.50
Total
$82,510.41
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $35,290.01 $85,279.95 $20,085.00 $26,464.53 $25,551.72 $10,433.50 $1,500.00 $0.00 $0.00 $0.00 $21,271.49 $225,876.20
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$22,587.62 $22,587.62 $33,881.43 $22,587.62 $327,520.49
1 0 10 3
Operations DESCRIPTION
UTILITY
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Quantities 11 0 0 3 0 7 3 0
O&M (Per Year)
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 7 7 3 3 3 7 0 0 0 0 11
# 3 ‐ Cost Estimate SR A1A Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
Includes 528 and Port Canaveral and Jetty Park Fiber
8.7 8.7 18 0
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 20671 20671 4594 254 3180 47148 661 21 101 21 2300 25 31 21 3 2120 3 3 3 6 6 9 9 8 21 6 1 0 0 0 0 0 1 3 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $115,758.72 $322,884.14 $106,617.46 $2,253.98 $6,487.20 $195,665.86 $26,484.86 $15,915.26 $11,878.86 $31,017.08 $7,774.00 12817.6896 $41,294.79 $45,730.31 $8,970.78 $8,013.60 $1,699.55 $3,141.18 $19,840.00 $30,248.58 $73,097.10 $60,255.00 $79,393.59 $68,137.92 $40,263.89 $8,943.00 $4,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $45,000.00 $25,280.00 $0.00 $1,418,864.42
Notes
Quantities 15
Unit Price $35,000.00 Total
Total Price $525,000.00 $525,000.00
Notes
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
1 per signal
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
0 0
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $194,386.44 $194,386.44 $291,579.66 $194,386.44 $2,818,603.41
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities 1 0 18 6
Unit Price $54,580.14 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $54,580.14 $0.00 $79,038.00 $18,000.00 $151,618.14
Unit Price
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 9 0 0 8 0 6 9 0
$187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,631.25 $0.00 $0.00 $1,536.00 $0.00 $1,152.00 $864.00 $0.00 $5,183.25
O&M (Per Year)
Total
$156,801.39
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $30,248.58 $73,097.10 $60,255.00 $79,393.59 $68,137.92 $8,943.00 $4,000.00 $0.00 $0.00 $45,000.00 $40,263.89 $409,339.08
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$40,933.91 $40,933.91 $61,400.86 $40,933.91 $593,541.66
Quantities 6 6 9 9 8 6 1 0 0 1 21
#4 ‐ Cost Estimate ‐US 1 (Titusville Area) Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
6.199 6.199 11 0
Include devices on SR 406
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 14729 14729 3273 166 2070 33333 631 14 94 14 1200 17 22 14 3 1380 3 3 3 0 0 5 5 7 14 0 1 0 0 0 0 0 0 3 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $82,481.41 $230,064.23 $75,968.00 $1,467.22 $4,222.80 $138,333.89 $25,298.50 $10,359.94 $11,010.24 $20,190.37 $4,056.00 8343.5904 $29,423.73 $29,767.84 $7,849.44 $5,216.40 $1,487.11 $2,748.54 $17,360.00 $0.00 $0.00 $33,475.00 $44,107.55 $59,620.68 $26,209.51 $0.00 $3,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $22,120.00 $0.00 $894,681.98
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
Notes 1 per signal
$0.00 $0.00
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
Notes
Quantities
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $89,468.20 $89,468.20 $134,202.30 $89,468.20 $1,297,288.87
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities 1 0 11 4
Unit Price $35,332.37 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $35,332.37 $0.00 $48,301.00 $11,000.00 $94,633.37
Unit Price
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 6 0 0 7 0 0 5 0
$187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,162.50 $0.00 $0.00 $1,344.00 $0.00 $0.00 $480.00 $0.00 $2,986.50
O&M (Per Year)
Total
$97,619.87
Quantities 0 0 5 5 7 0 1 0 0 0 14
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $33,475.00 $44,107.55 $59,620.68 $0.00 $3,500.00 $0.00 $0.00 $0.00 $26,209.51 $166,912.74 $16,691.27 $16,691.27 $25,036.91 $16,691.27 $242,023.48
#5 ‐ Cost Estimate ‐ Dixon Blvd Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
1.157 1.157 10 0
Includes Devices on SR5/US1 from SR 520 to SR 528
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 2749 2749 611 134 1680 7946 621 11 91 11 600 13 4 11 1 1120 1 1 1 1 1 2 2 3 11 1 0 0 0 0 0 0 0 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $15,394.58 $42,939.88 $14,178.90 $1,190.78 $3,427.20 $32,977.24 $24,881.66 $8,408.06 $10,705.06 $16,386.38 $2,028.00 6771.6096 $5,491.73 $24,159.41 $3,364.04 $4,233.60 $637.33 $1,177.94 $7,440.00 $5,041.43 $12,182.85 $13,390.00 $17,643.02 $25,551.72 $21,271.49 $1,490.50 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $333,344.43
Quantities 5
Unit Price $35,000.00 Total
Total Price $175,000.00 $175,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
Notes 1 per signal
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
Notes
Quantities
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $50,834.44 $50,834.44 $76,251.66 $50,834.44 $737,099.42
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities 1 0 10 3
Unit Price $11,099.95 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $11,099.95 $0.00 $43,910.00 $10,000.00 $65,009.95
Unit Price
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 1 0 0 3 0 1 2 0
$187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $225.00 $0.00 $0.00 $576.00 $0.00 $192.00 $192.00 $0.00 $1,185.00
O&M (Per Year)
Total
$66,194.95
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $5,041.43 $12,182.85 $13,390.00 $17,643.02 $25,551.72 $1,490.50 $1,500.00 $0.00 $0.00 $0.00 $21,271.49 $98,071.01
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$9,807.10 $9,807.10 $14,710.65 $9,807.10 $142,202.96
Quantities 1 1 2 2 3 1 0 0 0 0 11
#6 ‐ Cost Estimate ‐ US 192 Project Length (mile) 6.19 Fiber Project Length (mile) 2.881 Number of Signals 8 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Includes devices on US 192 outside fiber limits
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 6845 6845 1521 106 1320 15969 611 9 89 9 700 11 10 9 1 880 1 1 1 4 4 1 1 2 9 4 0 0 0 0 0 0 0 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $38,333.43 $106,922.90 $35,306.31 $935.62 $2,692.80 $66,271.73 $24,496.90 $6,606.34 $10,423.34 $12,875.02 $2,366.00 5320.5504 $13,674.75 $18,982.39 $2,242.70 $3,326.40 $424.89 $785.30 $4,960.00 $20,165.72 $48,731.40 $6,695.00 $8,821.51 $17,034.48 $16,713.31 $5,962.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $488,390.77
Adaptive UNIT EA 1 per signal
Notes
Quantities 19
Unit Price $35,000.00 Total
Total Price $665,000.00 $665,000.00
Notes
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
TMC UNIT EA EA 1 per TMC
0 0
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $115,339.08 $115,339.08 $173,008.62 $115,339.08 $1,672,416.62
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 8 3
Unit Price $17,449.67 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $17,449.67 $0.00 $35,128.00 $8,000.00 $60,577.67
6 0 0 2 0 4 1 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,162.50 $0.00 $0.00 $384.00 $0.00 $768.00 $96.00 $0.00 $2,410.50
O&M (Per Year)
Total
$62,988.17
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $20,165.72 $48,731.40 $6,695.00 $8,821.51 $17,034.48 $5,962.00 $1,000.00 $0.00 $0.00 $0.00 $16,713.31 $125,123.42
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$12,512.34 $12,512.34 $18,768.51 $12,512.34 $181,428.96
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 4 4 1 1 2 4 0 0 0 0 9
#7 ‐ Cost Estimate ‐ Eau Gallie Causeway Project Length (mile) 5.63 Fiber Project Length (mile) 3.114 Number of Signals 3 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Includes devices on Eau Gallie Blvd outside fiber limits
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 7399 7399 1644 50 630 16198 593 4 84 4 1000 5 11 4 1 420 1 1 1 5 5 2 2 3 4 5 0 0 0 0 0 0 1 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $41,433.64 $115,570.26 $38,161.70 $446.54 $1,285.20 $67,222.73 $23,759.42 $3,153.02 $9,883.40 $6,144.89 $3,380.00 2539.3536 $14,780.69 $9,059.78 $3,364.04 $1,587.60 $637.33 $1,177.94 $7,440.00 $25,207.15 $60,914.25 $13,390.00 $17,643.02 $25,551.72 $7,976.81 $7,452.50 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $45,000.00 $9,480.00 $0.00 $565,142.99
Quantities 3
Unit Price $35,000.00 Total
Total Price $105,000.00 $105,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $67,014.30 $67,014.30 $100,521.45 $67,014.30 $971,707.33
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 3 1
Unit Price $20,865.16 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $20,865.16 $0.00 $13,173.00 $3,000.00 $37,038.16
6 0 0 3 0 5 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,050.00 $0.00 $0.00 $576.00 $0.00 $960.00 $192.00 $0.00 $2,778.00
O&M (Per Year)
Total
$39,816.16
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $25,207.15 $60,914.25 $13,390.00 $17,643.02 $25,551.72 $7,452.50 $1,500.00 $0.00 $0.00 $45,000.00 $7,976.81 $204,635.45
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$20,463.54 $20,463.54 $30,695.32 $20,463.54 $296,721.40
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 5 5 2 2 3 5 0 0 0 1 4
#8 ‐ Cost Estimate US 1 Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
6.41 0 8 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities
Unit Price
0 0 0 110 1380 1840 613 9 89 9 800 11 0 9 1 920 1 1 1 3 3 2 2 3 9 3 0 0 0 0 0 0 0 1 0
Total Price
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
$0.00 $0.00 $0.00 $978.14 $2,815.20 $7,636.00 $24,561.02 $6,906.62 $10,470.30 $13,460.24 $2,704.00 5562.3936 $0.00 $19,845.23 $3,364.04 $3,477.60 $637.33 $1,177.94 $7,440.00 $15,124.29 $36,548.55 $13,390.00 $17,643.02 $25,551.72 $17,473.01 $4,471.50 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $252,218.16
8
Unit Price $35,000.00 Total
Total Price $280,000.00 $280,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
Notes
Quantities
1 per signal
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
Notes
Quantities
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $53,221.82 $53,221.82 $79,832.72 $53,221.82 $771,716.33
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities
per year per year per year per year
1 0 8 3
Unit Price $8,283.60 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $8,283.60 $0.00 $35,128.00 $8,000.00 $51,411.60
Unit Price
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 6 0 0 3 0 3 2 0
$187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,200.00 $0.00 $0.00 $576.00 $0.00 $576.00 $192.00 $0.00 $2,544.00
O&M (Per Year)
Total
$53,955.60
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $15,124.29 $36,548.55 $13,390.00 $17,643.02 $25,551.72 $4,471.50 $1,500.00 $0.00 $0.00 $0.00 $17,473.01 $131,702.09
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$13,170.21 $13,170.21 $19,755.31 $13,170.21 $190,968.03
Quantities 3 3 2 2 3 3 0 0 0 0 9
# 9 ‐ Cost Estimate ‐Babcock St Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
6.51 6.51 16 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 15468 15468 3437 206 2580 35547 645 17 97 17 600 21 23 17 1 1720 1 1 1 0 0 3 3 3 17 0 0 0 0 0 0 0 0 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $86,619.46 $241,606.41 $79,779.27 $1,828.70 $5,263.20 $147,521.38 $25,843.58 $12,912.38 $11,409.34 $25,164.80 $2,028.00 10399.2576 $30,899.90 $37,101.95 $3,364.04 $6,501.60 $637.33 $1,177.94 $7,440.00 $0.00 $0.00 $20,085.00 $26,464.53 $25,551.72 $32,666.93 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $853,246.73
Adaptive UNIT EA 1 per signal
Notes
Quantities 13
Unit Price $35,000.00 Total
Total Price $455,000.00 $455,000.00
Notes
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
TMC UNIT EA EA 1 per TMC
0 0
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $130,824.67 $130,824.67 $196,237.01 $130,824.67 $1,896,957.75
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities
Unit Price $30,967.64 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $30,967.64 $0.00 $70,256.00 $16,000.00 $117,223.64
7 0 0 3 0 0 3 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,218.75 $0.00 $0.00 $576.00 $0.00 $0.00 $288.00 $0.00 $2,082.75
O&M (Per Year)
Total
$119,306.39
1 0 16 5
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 3 3 3 0 0 0 0 0 17
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $20,085.00 $26,464.53 $25,551.72 $0.00 $1,500.00 $0.00 $0.00 $0.00 $32,666.93 $106,268.18 $10,626.82 $10,626.82 $15,940.23 $10,626.82 $154,088.86
#10 ‐ Cost Estimate ‐ Ellis Rd‐Nasa Blvd‐Babcock Project Length (mile) 7.2 Fiber Project Length (mile) 7.202 Number of Signals 12 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 17112 17112 3803 168 2100 38320 632 14 94 14 500 17 26 14 2 1400 2 2 2 0 0 0 0 5 14 0 1 0 0 0 0 0 0 2 1
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $95,826.93 $267,288.69 $88,259.65 $1,488.48 $4,284.00 $159,029.10 $25,330.56 $10,510.08 $11,033.72 $20,482.98 $1,690.00 8464.512 $34,184.49 $30,199.26 $5,606.74 $5,292.00 $1,062.22 $1,963.24 $12,400.00 $0.00 $0.00 $0.00 $0.00 $42,586.20 $26,589.36 $0.00 $2,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $15,800.00 $60,000.00 $931,872.21
Adaptive UNIT EA 1 per signal
Notes
Quantities 12
Unit Price $35,000.00 Total
Total Price $420,000.00 $420,000.00
Notes
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
TMC UNIT EA EA 1 per TMC
0 0
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $135,187.22 $135,187.22 $202,780.83 $135,187.22 $1,960,214.70
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities
Unit Price $33,667.39 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $33,667.39 $0.00 $52,692.00 $12,000.00 $98,359.39
7 0 0 5 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,350.00 $0.00 $0.00 $960.00 $0.00 $0.00 $0.00 $0.00 $2,310.00
O&M (Per Year)
Total
$100,669.39
1 0 12 4
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 5 0 1 0 0 0 14
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $42,586.20 $0.00 $2,500.00 $0.00 $0.00 $0.00 $26,589.36 $71,675.56 $7,167.56 $7,167.56 $10,751.33 $7,167.56 $103,929.56
# 11 ‐ Cost Estimate ‐ Minton Rd Project Length (mile) 3.92 Fiber Project Length (mile) 3.924 Number of Signals 7 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 9323 9323 2072 94 1170 20913 607 8 88 8 400 9 14 8 1 780 1 1 1 0 0 2 2 2 8 0 0 0 0 0 0 0 0 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $52,211.17 $145,631.88 $48,088.15 $829.30 $2,386.80 $86,789.65 $24,336.58 $5,855.62 $10,305.96 $11,411.95 $1,352.00 4715.9424 $18,625.38 $16,825.30 $2,242.70 $2,948.40 $424.89 $785.30 $4,960.00 $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $14,814.07 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $510,928.52
Quantities 7
Unit Price $35,000.00 Total
Total Price $245,000.00 $245,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $75,592.85 $75,592.85 $113,389.28 $75,592.85 $1,096,096.36
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 7 2
Unit Price $18,709.06 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $18,709.06 $0.00 $30,737.00 $7,000.00 $56,446.06
4 0 0 2 0 0 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $731.25 $0.00 $0.00 $384.00 $0.00 $0.00 $192.00 $0.00 $1,307.25
O&M (Per Year)
Total
$57,753.31
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 2 0 0 0 0 0 8
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $14,814.07 $63,881.57 $6,388.16 $6,388.16 $9,582.24 $6,388.16 $92,628.28
# 12 ‐ Cost Estimate ‐ Dairy Rd Project Length (mile) 2.99 Fiber Project Length (mile) 2.993 Number of Signals 5 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 7111 7111 1580 70 870 15921 599 6 86 6 400 7 11 6 1 580 1 1 1 0 0 2 2 2 6 0 0 0 0 0 0 0 0 1 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $39,823.66 $111,079.57 $36,678.86 $616.66 $1,774.80 $66,074.13 $24,015.94 $4,354.18 $10,071.20 $8,485.81 $1,352.00 3506.7264 $14,206.36 $12,511.12 $2,242.70 $2,192.40 $424.89 $785.30 $4,960.00 $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $11,015.59 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $411,559.37
$0.00 $0.00
$0.00 $0.00 $0.00 $41,155.94 $41,155.94 $61,733.91 $41,155.94 $596,761.08
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 5 2
Unit Price $15,136.48 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $15,136.48 $0.00 $21,955.00 $5,000.00 $42,091.48
3 0 0 2 0 0 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $562.50 $0.00 $0.00 $384.00 $0.00 $0.00 $192.00 $0.00 $1,138.50
O&M (Per Year)
Total
$43,229.98
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 2 0 0 0 0 0 6
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $11,015.59 $60,083.09 $6,008.31 $6,008.31 $9,012.46 $6,008.31 $87,120.48
# 13 Cost Estimate ‐ Malabar Rd Project Length (mile) 6.13 Fiber Project Length (mile) 6.126 Number of Signals 11 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 14555 14555 3235 151 1890 32733 626 13 93 13 1000 15 22 13 2 1260 2 2 2 0 0 6 6 4 13 0 1 0 0 0 0 0 0 2 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $81,510.11 $227,354.97 $75,073.39 $1,339.63 $3,855.60 $135,843.74 $25,106.11 $9,459.07 $10,869.39 $18,434.68 $3,380.00 7618.0608 $29,077.23 $27,179.33 $4,485.39 $4,762.80 $849.78 $1,570.59 $9,920.00 $0.00 $0.00 $40,170.00 $52,929.06 $34,068.96 $23,930.42 $0.00 $2,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $12,640.00 $0.00 $843,428.33
Quantities 9
Unit Price $35,000.00 Total
Total Price $315,000.00 $315,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $115,842.83 $115,842.83 $173,764.25 $115,842.83 $1,679,721.08
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities
Unit Price $32,459.85 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $32,459.85 $0.00 $48,301.00 $11,000.00 $91,760.85
6 0 0 4 0 0 6 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,143.75 $0.00 $0.00 $768.00 $0.00 $0.00 $576.00 $0.00 $2,487.75
O&M (Per Year)
Total
$94,248.60
1 0 11 4
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 6 6 4 0 1 0 0 0 13
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $40,170.00 $52,929.06 $34,068.96 $0.00 $2,000.00 $0.00 $0.00 $0.00 $23,930.42 $153,098.44 $15,309.84 $15,309.84 $22,964.77 $15,309.84 $221,992.74
# 14 ‐ Cost Estimate‐ Emerson Dr Project Length (mile) 3.92 Fiber Project Length (mile) 3.917 Number of Signals 2 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 9307 9307 2068 38 480 19959 589 3 83 3 600 4 14 3 1 320 1 1 1 0 0 3 3 3 3 0 0 0 0 0 0 0 0 1 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $52,118.04 $145,372.09 $48,002.36 $340.22 $979.20 $82,828.37 $23,599.10 $2,402.30 $9,766.02 $4,681.82 $2,028.00 1934.7456 $18,592.15 $6,902.69 $3,364.04 $1,209.60 $637.33 $1,177.94 $7,440.00 $0.00 $0.00 $20,085.00 $26,464.53 $25,551.72 $6,077.57 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $502,534.86
$0.00 $0.00
$0.00 $0.00 $0.00 $50,253.49 $50,253.49 $75,380.23 $50,253.49 $728,675.54
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 2 1
Unit Price $19,984.74 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $19,984.74 $0.00 $8,782.00 $2,000.00 $30,766.74
4 0 0 3 0 0 3 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $731.25 $0.00 $0.00 $576.00 $0.00 $0.00 $288.00 $0.00 $1,595.25
O&M (Per Year)
Total
$32,361.99
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 3 3 3 0 0 0 0 0 3
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $20,085.00 $26,464.53 $25,551.72 $0.00 $1,500.00 $0.00 $0.00 $0.00 $6,077.57 $79,678.82 $7,967.88 $7,967.88 $11,951.82 $7,967.88 $115,534.29
#15 Cost Estimate ‐San Filippo Dr Project Length (mile) 1.21 Fiber Project Length (mile) 1.206 Number of Signals 4 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 2865 2865 637 58 720 6908 595 5 85 5 200 6 4 5 1 480 1 1 1 0 0 0 0 2 5 0 0 0 0 0 0 0 0 1 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $16,046.55 $44,758.42 $14,779.39 $510.34 $1,468.80 $28,668.17 $23,855.62 $3,603.46 $9,953.82 $7,022.74 $676.00 2902.1184 $5,724.31 $10,354.03 $2,242.70 $1,814.40 $424.89 $785.30 $4,960.00 $0.00 $0.00 $0.00 $0.00 $17,034.48 $9,116.35 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $214,021.87
Quantities 4
Unit Price $35,000.00 Total
Total Price $140,000.00 $140,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $35,402.19 $35,402.19 $53,103.28 $35,402.19 $513,331.71
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 4 1
Unit Price $7,062.89 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $7,062.89 $0.00 $17,564.00 $4,000.00 $28,626.89
1 0 0 2 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $225.00 $0.00 $0.00 $384.00 $0.00 $0.00 $0.00 $0.00 $609.00
O&M (Per Year)
Total
$29,235.89
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 2 0 0 0 0 0 5
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $9,116.35 $27,150.83 $2,715.08 $2,715.08 $4,072.62 $2,715.08 $39,368.71
# 16 ‐ Cost Estimate ‐ Hollywood Blvd Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
3.11 3.11 5 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 7389 7389 1642 70 870 16499 599 6 86 6 400 7 11 6 1 580 1 1 1 0 0 2 2 2 6 0 0 0 0 0 0 0 0 1 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $41,380.42 $115,421.80 $38,112.68 $616.66 $1,774.80 $68,468.86 $24,015.94 $4,354.18 $10,071.20 $8,485.81 $1,352.00 3506.7264 $14,761.70 $12,511.12 $2,242.70 $2,192.40 $424.89 $785.30 $4,960.00 $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $11,015.59 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $421,842.25
$0.00 $0.00
$0.00 $0.00 $0.00 $42,184.23 $42,184.23 $63,276.34 $42,184.23 $611,671.27
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 5 2
Unit Price $15,554.66 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $15,554.66 $0.00 $21,955.00 $5,000.00 $42,509.66
3 0 0 2 0 0 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $581.25 $0.00 $0.00 $384.00 $0.00 $0.00 $192.00 $0.00 $1,157.25
O&M (Per Year)
Total
$43,666.91
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 2 0 0 0 0 0 6
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $11,015.59 $60,083.09 $6,008.31 $6,008.31 $9,012.46 $6,008.31 $87,120.48
#17 ‐ Cost Estimate ‐ Jupiter Blvd Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
6.69 6.69 3 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 15895 15895 3532 41 510 33675 590 3 83 3 100 4 24 3 0 340 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $89,014.46 $248,286.77 $81,985.15 $361.49 $1,040.40 $139,751.58 $23,631.17 $2,552.45 $9,789.49 $4,974.44 $338.00 2055.6672 $31,754.27 $7,334.11 $1,121.35 $1,285.20 $212.44 $392.65 $2,480.00 $0.00 $0.00 $0.00 $0.00 $8,517.24 $6,457.42 $0.00 $500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $3,160.00 $0.00 $666,995.74
$0.00 $0.00
$0.00 $0.00 $0.00 $66,699.57 $66,699.57 $100,049.36 $66,699.57 $967,143.83
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 3 1
Unit Price $25,410.10 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $25,410.10 $0.00 $13,173.00 $3,000.00 $41,583.10
7 0 0 1 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,256.25 $0.00 $0.00 $192.00 $0.00 $0.00 $0.00 $0.00 $1,448.25
O&M (Per Year)
Total
$43,031.35
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 1 0 0 0 0 0 3
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $8,517.24 $0.00 $500.00 $0.00 $0.00 $0.00 $6,457.42 $15,474.66 $1,547.47 $1,547.47 $2,321.20 $1,547.47 $22,438.25
#18 ‐ Cost Estimate ‐ Port Malabar Blvd Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
3.2 0 2 3.2 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities
Unit Price
0 0 0 72 900 1200 600 6 86 6 720 7 0 6 4 600 4 4 4 0 0 2 2 2 6 0 0 3 0 0 0 0 0 4 0
Quantities
Total Price
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
$0.00 $0.00 $0.00 $637.92 $1,836.00 $4,980.00 $24,048.00 $4,504.32 $10,094.68 $8,778.42 $2,433.60 3627.648 $0.00 $12,942.54 $11,213.48 $2,268.00 $2,124.44 $3,926.48 $24,800.00 $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $11,395.44 $0.00 $1,000.00 $31,506.27 $0.00 $0.00 $0.00 $0.00 $0.00 $31,600.00 $0.00 $241,784.74
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $24,178.47 $24,178.47 $36,267.71 $24,178.47 $350,587.87
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 2 1
Unit Price $7,333.80 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $7,333.80 $0.00 $8,782.00 $2,000.00 $18,115.80
3 0 0 2 0 0 2 3
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $600.00 $0.00 $0.00 $384.00 $0.00 $0.00 $192.00 $614.40 $1,790.40
O&M (Per Year)
Total
$19,906.20
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 2 0 0 3 0 0 6
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $0.00 $1,000.00 $31,506.27 $0.00 $0.00 $11,395.44 $91,969.21 $9,196.92 $9,196.92 $13,795.38 $9,196.92 $133,355.36
#19 ‐ Cost Estimate ‐ Riverside Dr Project Length (mile) 1.12 Fiber Project Length (mile) 1.121 Number of Signals 2 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 2663 2663 592 34 420 6089 587 3 83 3 200 3 4 3 1 280 1 1 1 0 0 0 0 2 3 0 0 0 0 0 0 0 0 1 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $14,915.58 $41,603.81 $13,737.72 $297.70 $856.80 $25,268.40 $23,534.98 $2,102.02 $9,719.06 $4,096.60 $676.00 1692.9024 $5,320.86 $6,039.85 $2,242.70 $1,058.40 $424.89 $785.30 $4,960.00 $0.00 $0.00 $0.00 $0.00 $17,034.48 $5,317.87 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $189,005.90
$0.00 $0.00
$0.00 $0.00 $0.00 $18,900.59 $18,900.59 $28,350.89 $18,900.59 $274,058.56
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 2 1
Unit Price $6,514.08 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $6,514.08 $0.00 $8,782.00 $2,000.00 $17,296.08
1 0 0 2 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $206.25 $0.00 $0.00 $384.00 $0.00 $0.00 $0.00 $0.00 $590.25
O&M (Per Year)
Total
$17,886.33
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 2 0 0 0 0 0 3
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $5,317.87 $23,352.35 $2,335.24 $2,335.24 $3,502.85 $2,335.24 $33,860.91
# 20 ‐ Cost Estimate ‐ Hickory St Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
1 1 4 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 2376 2376 528 53 660 5812 594 4 84 4 100 5 4 4 0 440 0 0 0 0 0 0 0 1 4 0 0 0 0 0 0 0 0 0 0
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $13,305.60 $37,113.12 $12,254.88 $467.81 $1,346.40 $24,119.80 $23,791.49 $3,303.17 $9,906.87 $6,437.51 $338.00 2660.2752 $4,746.53 $9,491.20 $1,121.35 $1,663.20 $212.44 $392.65 $2,480.00 $0.00 $0.00 $0.00 $0.00 $8,517.24 $8,356.66 $0.00 $500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $3,160.00 $0.00 $175,686.18
Quantities 4
Unit Price $35,000.00 Total
Total Price $140,000.00 $140,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $31,568.62 $31,568.62 $47,352.93 $31,568.62 $457,744.96
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 4 1
Unit Price $5,195.40 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $5,195.40 $0.00 $17,564.00 $4,000.00 $26,759.40
1 0 0 1 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $187.50 $0.00 $0.00 $192.00 $0.00 $0.00 $0.00 $0.00 $379.50
O&M (Per Year)
Total
$27,138.90
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 1 0 0 0 0 0 4
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $8,517.24 $0.00 $500.00 $0.00 $0.00 $0.00 $8,356.66 $17,373.90 $1,737.39 $1,737.39 $2,606.08 $1,737.39 $25,192.15
# 21 ‐ Cost Estimate ‐ St. Johns Pkwy Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
7.7 7.7 0 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 18295 18295 4066 5 60 38056 578 0 80 0 200 0 28 0 0 40 0 0 0 0 0 1 1 1 0 0 0 0 0 0 0 0 0 0 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $102,453.12 $285,771.02 $94,362.58 $42.53 $122.40 $157,934.06 $23,150.21 $300.29 $9,437.35 $585.23 $676.00 241.8432 $36,548.27 $862.84 $1,121.35 $151.20 $212.44 $392.65 $2,480.00 $0.00 $0.00 $6,695.00 $8,821.51 $8,517.24 $759.70 $0.00 $500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $3,160.00 $0.00 $745,298.81
$0.00 $0.00
$0.00 $0.00 $0.00 $74,529.88 $74,529.88 $111,794.82 $74,529.88 $1,080,683.28
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 0 0
Unit Price $29,434.54 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $29,434.54 $0.00 $0.00 $0.00 $29,434.54
8 0 0 1 0 0 1 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,443.75 $0.00 $0.00 $192.00 $0.00 $0.00 $96.00 $0.00 $1,731.75
O&M (Per Year)
Total
$31,166.29
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 1 1 1 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $6,695.00 $8,821.51 $8,517.24 $0.00 $500.00 $0.00 $0.00 $0.00 $759.70 $25,293.45 $2,529.34 $2,529.34 $3,794.02 $2,529.34 $36,675.50
# 22 ‐ Cost Estimate ‐US 1 Project Length (mile) 8.95 Fiber Project Length (mile) 8.954 Number of Signals 4 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 21275 21275 4728 0 0 44161 576 0 80 0 1000 0 32 0 2 0 2 2 2 0 0 4 4 6
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $119,138.34 $332,310.88 $109,730.20 $0.00 $0.00 $183,268.68 $23,086.08 $0.00 $9,390.40 $0.00 $3,380.00 0 $42,500.41 $0.00 $6,728.09 $0.00 $1,274.66 $2,355.89 $14,880.00 $0.00 $0.00 $26,780.00 $35,286.04 $51,103.44 $0.00 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $18,960.00 $0.00 $983,173.11
4
Unit Price $35,000.00 Total
Total Price $140,000.00 $140,000.00
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
0 1 0 0 0 0 0 0 2 0
Quantities
Quantities
Unit Price
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $112,317.31 $112,317.31 $168,475.97 $112,317.31 $1,628,601.01
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 4 1
Unit Price $41,624.59 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $41,624.59 $0.00 $17,564.00 $4,000.00 $63,188.59
9 0 0 6 0 0 4 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,687.50 $0.00 $0.00 $1,152.00 $0.00 $0.00 $384.00 $0.00 $3,223.50
O&M (Per Year)
Total
$66,412.09
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 4 4 6 0 1 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $26,780.00 $35,286.04 $51,103.44 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $116,169.48 $11,616.95 $11,616.95 $17,425.42 $11,616.95 $168,445.75
# 23 ‐ Cost Estimate ‐ S Fiske Blvd‐Stadium Pkwy Project Length (mile) 7.43 Fiber Project Length (mile) 5.902 Number of Signals 7 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Include devices on Stadium Pkwy
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 14023 14023 3116 0 0 29109 576 0 80 0 1100 0 21 0 2 0 2 2 2 0 0 5 5 6 0 1 0 0 0 0 0 0 2 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $78,529.65 $219,041.63 $72,328.30 $0.00 $0.00 $120,800.96 $23,086.08 $0.00 $9,390.40 $0.00 $3,718.00 0 $28,014.01 $0.00 $6,728.09 $0.00 $1,274.66 $2,355.89 $14,880.00 $0.00 $0.00 $33,475.00 $44,107.55 $51,103.44 $0.00 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $18,960.00 $0.00 $730,793.66
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $73,079.37 $73,079.37 $109,619.05 $73,079.37 $1,059,650.81
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 7 2
Unit Price $31,498.13 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $31,498.13 $0.00 $30,737.00 $7,000.00 $69,235.13
7 0 0 6 0 0 5 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,387.50 $0.00 $0.00 $1,152.00 $0.00 $0.00 $480.00 $0.00 $3,019.50
O&M (Per Year)
Total
$72,254.63
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 5 5 6 0 1 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $33,475.00 $44,107.55 $51,103.44 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $131,685.99 $13,168.60 $13,168.60 $19,752.90 $13,168.60 $190,944.69
# 24 ‐ Cost Estimate ‐ Viera Blvd Project Length (mile) 3.03 Fiber Project Length (mile) 3.026 Number of Signals 3 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 7190 7190 1598 0 0 14924 576 0 80 0 500 0 11 0 1 0 1 1 1 0 0 2 2 3 0 0 0 0 0 0 0 0 1 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $40,262.75 $112,304.30 $37,083.27 $0.00 $0.00 $61,935.56 $23,086.08 $0.00 $9,390.40 $0.00 $1,690.00 0 $14,362.99 $0.00 $3,364.04 $0.00 $637.33 $1,177.94 $7,440.00 $0.00 $0.00 $13,390.00 $17,643.02 $25,551.72 $0.00 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $380,299.41
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $38,029.94 $38,029.94 $57,044.91 $38,029.94 $551,434.14
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 3 1
Unit Price $15,626.13 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $15,626.13 $0.00 $13,173.00 $3,000.00 $31,799.13
3 0 0 3 0 0 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $562.50 $0.00 $0.00 $576.00 $0.00 $0.00 $192.00 $0.00 $1,330.50
O&M (Per Year)
Total
$33,129.63
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 3 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $25,551.72 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $58,084.74 $5,808.47 $5,808.47 $8,712.71 $5,808.47 $84,222.87
# 25 ‐ Cost Estimate ‐ SR 404 Project Length (mile) 0.47 Fiber Project Length (mile) 0.466 Number of Signals 1 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 1107 1107 246 0 0 2298 576 0 80 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $6,200.41 $17,294.71 $5,710.77 $0.00 $0.00 $9,537.99 $23,086.08 $0.00 $9,390.40 $0.00 $0.00 0 $2,211.88 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $73,432.25
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $7,343.23 $7,343.23 $11,014.84 $7,343.23 $106,476.77
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 1 0
Unit Price $1,665.58 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $1,665.58 $0.00 $4,391.00 $1,000.00 $7,056.58
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price
1 0 0 0 0 0 0 0
O&M (Per Year)
Total
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 0 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$93.75 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $93.75 $7,150.33
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
# 26 ‐ Cost Estimate ‐ SR A1A Project Length (mile) 7.74 Fiber Project Length (mile) 7.741 Number of Signals 6 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 18393 18393 4087 0 0 38179 576 0 80 0 1100 0 28 0 2 0 2 2 2 0 0 5 5 6 0 1 0 0 0 0 0 0 2 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $102,998.65 $287,292.66 $94,865.03 $0.00 $0.00 $158,441.24 $23,086.08 $0.00 $9,390.40 $0.00 $3,718.00 0 $36,742.87 $0.00 $6,728.09 $0.00 $1,274.66 $2,355.89 $14,880.00 $0.00 $0.00 $33,475.00 $44,107.55 $51,103.44 $0.00 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $18,960.00 $0.00 $892,419.56
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $89,241.96 $89,241.96 $133,862.93 $89,241.96 $1,294,008.36
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 6 2
Unit Price $38,071.08 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $38,071.08 $0.00 $26,346.00 $6,000.00 $70,417.08
8 0 0 6 0 0 5 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,443.75 $0.00 $0.00 $1,152.00 $0.00 $0.00 $480.00 $0.00 $3,075.75
O&M (Per Year)
Total
$73,492.83
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 5 5 6 0 1 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $33,475.00 $44,107.55 $51,103.44 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $131,685.99 $13,168.60 $13,168.60 $19,752.90 $13,168.60 $190,944.69
# 27 ‐ Cost Estimate ‐ US 192 Project Length (mile) 2.39 Fiber Project Length (mile) 2.386 Number of Signals 3 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 5669 5669 1260 0 0 11768 576 0 80 0 400 0 9 0 1 0 1 1 1 0 0 2 2 2 0 0 0 0 0 0 0 0 1 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $31,747.16 $88,551.90 $29,240.14 $0.00 $0.00 $48,836.17 $23,086.08 $0.00 $9,390.40 $0.00 $1,352.00 0 $11,325.22 $0.00 $2,242.70 $0.00 $424.89 $785.30 $4,960.00 $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $0.00 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $307,329.46
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $30,732.95 $30,732.95 $46,099.42 $30,732.95 $445,627.71
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 3 1
Unit Price $12,256.44 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $12,256.44 $0.00 $13,173.00 $3,000.00 $28,429.44
2 0 0 2 0 0 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $450.00 $0.00 $0.00 $384.00 $0.00 $0.00 $192.00 $0.00 $1,026.00
O&M (Per Year)
Total
$29,455.44
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 2 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $49,067.50 $4,906.75 $4,906.75 $7,360.13 $4,906.75 $71,147.88
# 28 ‐ Cost Estimate ‐Clearlake Rd Project Length (mile) 3.64 Fiber Project Length (mile) 3.638 Number of Signals 7 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 8644 8644 1921 0 0 17943 576 0 80 0 200 0 13 0 1 0 1 1 1 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $48,405.77 $135,017.53 $44,583.25 $0.00 $0.00 $74,461.86 $23,086.08 $0.00 $9,390.40 $0.00 $676.00 0 $17,267.87 $0.00 $2,242.70 $0.00 $424.89 $785.30 $4,960.00 $0.00 $0.00 $0.00 $0.00 $17,034.48 $0.00 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,320.00 $0.00 $385,656.12
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $38,565.61 $38,565.61 $57,848.42 $38,565.61 $559,201.38
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 7 2
Unit Price $15,167.34 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $15,167.34 $0.00 $30,737.00 $7,000.00 $52,904.34
4 0 0 2 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $675.00 $0.00 $0.00 $384.00 $0.00 $0.00 $0.00 $0.00 $1,059.00
O&M (Per Year)
Total
$53,963.34
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 2 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $17,034.48 $0.00 $1,000.00 $0.00 $0.00 $0.00 $0.00 $18,034.48 $1,803.45 $1,803.45 $2,705.17 $1,803.45 $26,150.00
#29 ‐ Cost Estimate ‐ S Patrick Dr Project Length (mile) 5.18 Fiber Project Length (mile) 5.175 Number of Signals 10 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Quantities 12296 12296 2732 0 0 25523 576 0 80 0 800 0 19 0 2 0 2 2 2 0 0 3 3 5 0 1 0 0 0 0 0 0 2 1
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $68,856.48 $192,060.40 $63,419.00 $0.00 $0.00 $105,920.87 $23,086.08 $0.00 $9,390.40 $0.00 $2,704.00 0 $24,563.28 $0.00 $5,606.74 $0.00 $1,062.22 $1,963.24 $12,400.00 $0.00 $0.00 $20,085.00 $26,464.53 $42,586.20 $0.00 $0.00 $2,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $15,800.00 $60,000.00 $678,468.44
Notes
Quantities 10
Unit Price $35,000.00 Total
Total Price $350,000.00 $350,000.00
Notes
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00 $0.00 $102,846.84 $102,846.84 $154,270.27 $102,846.84 $1,491,279.23
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities
Unit Price $27,053.49 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $27,053.49 $0.00 $43,910.00 $10,000.00 $80,963.49
5 0 0 5 0 0 3 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $975.00 $0.00 $0.00 $960.00 $0.00 $0.00 $288.00 $0.00 $2,223.00
O&M (Per Year)
Total
$83,186.49
1 0 10 3
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 3 3 5 0 1 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $20,085.00 $26,464.53 $42,586.20 $0.00 $2,500.00 $0.00 $0.00 $0.00 $0.00 $91,635.73 $9,163.57 $9,163.57 $13,745.36 $9,163.57 $132,871.81
# 30 ‐ Cost Estimate ‐ South St Project Length (mile) 3.45 Fiber Project Length (mile) 3.449 Number of Signals 4 Wireless Project Length (mile) 0
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 8195 8195 1821 0 0 17010 576 0 80 0 500 0 12 0 1 0 1 1 1 0 0 2 2 3 0 0 0 0 0 0 0 0 1 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $45,891.01 $128,003.15 $42,267.08 $0.00 $0.00 $70,593.44 $23,086.08 $0.00 $9,390.40 $0.00 $1,690.00 0 $16,370.78 $0.00 $3,364.04 $0.00 $637.33 $1,177.94 $7,440.00 $0.00 $0.00 $13,390.00 $17,643.02 $25,551.72 $0.00 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $9,480.00 $0.00 $417,476.00
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $41,747.60 $41,747.60 $62,621.40 $41,747.60 $605,340.21
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 4 1
Unit Price $17,138.02 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $17,138.02 $0.00 $17,564.00 $4,000.00 $38,702.02
4 0 0 3 0 0 2 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $656.25 $0.00 $0.00 $576.00 $0.00 $0.00 $192.00 $0.00 $1,424.25
O&M (Per Year)
Total
$40,126.27
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 2 2 3 0 0 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $13,390.00 $17,643.02 $25,551.72 $0.00 $1,500.00 $0.00 $0.00 $0.00 $0.00 $58,084.74 $5,808.47 $5,808.47 $8,712.71 $5,808.47 $84,222.87
# 31 ‐ Cost Estimate ‐ US 1 Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
4 4 4 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 9504 9504 2112 48 600 20528 592 4 84 4 0 5 14 4 0 400 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $53,222.40 $148,452.48 $49,019.52 $425.28 $1,224.00 $85,191.20 $23,727.36 $3,002.88 $9,859.92 $5,852.28 $0.00 2418.432 $18,986.11 $8,628.36 $0.00 $1,512.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $7,596.96 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $419,119.18
$0.00 $0.00
$0.00 $0.00 $0.00 $41,911.92 $41,911.92 $62,867.88 $41,911.92 $607,722.82
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 4 1
Unit Price $14,786.80 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $14,786.80 $0.00 $17,564.00 $4,000.00 $36,350.80
4 0 0 0 0 0 0 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $750.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $750.00
O&M (Per Year)
Total
$37,100.80
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 0 0 0 0 0 0 0 0 4
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $7,596.96 $7,596.96 $759.70 $759.70 $1,139.54 $759.70 $11,015.59
# 32 ‐ Cost Estimate ‐ SR3_SR 405 Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
0 0 17 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 2000 0 0 0 0 0 0 0 0 0 2000 24 2 0 20 2000 20 20 20 0 0 0 0 0 20 0 0 20 0 0 0 0 0 20 0
Unit Price
Quantities
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $34,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $11,200.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $6,760.00 12092.16 $1,997.70 $0.00 $56,067.40 $7,560.00 $10,622.20 $19,632.40 $124,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $37,984.80 $0.00 $0.00 $196,914.20 $0.00 $0.00 $0.00 $0.00 $0.00 $158,000.00 $0.00 $642,830.86
$0.00 $0.00
$0.00 $0.00 $0.00 $64,283.09 $64,283.09 $96,424.63 $64,283.09 $932,104.74
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities
Unit Price $18,640.00 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $18,640.00 $0.00 $0.00 $0.00 $18,640.00
Quantities 10 0 0 0 0 0 0 20
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,875.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $3,840.00 $5,715.00
O&M (Per Year)
Total
$24,355.00
per year per year per year per year
1 0 0 0
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities 0 0 0 0 0 0 0 20 0 0 20
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $196,914.20 $0.00 $0.00 $37,984.80 $234,899.00 $23,489.90 $23,489.90 $35,234.85 $23,489.90 $340,603.55
# 33 Cost Estimate ‐ Pineda Causeway Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
0 0 4 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities
Unit Price
0 0 0 84 0 0 0 0 0 0 700 8 0 0 0 700 0 0 7 0 0 0 0 0 7 0 0 7 0 0 0 0 0 7 0
Quantities
Total Price
$5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $34,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
$0.00 $0.00 $0.00 $744.24 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $2,366.00 4232.256 $0.00 $0.00 $0.00 $2,646.00 $0.00 $0.00 $43,400.00 $0.00 $0.00 $0.00 $0.00 $0.00 $13,294.68 $0.00 $0.00 $68,919.97 $0.00 $0.00 $0.00 $0.00 $0.00 $55,300.00 $0.00 $190,903.15
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $19,090.31 $19,090.31 $28,635.47 $19,090.31 $276,809.56
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities
Unit Price $6,279.00 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $6,279.00 $0.00 $0.00 $0.00 $6,279.00
Quantities 10 0 0 0 0 0 0 7
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,875.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $1,344.00 $3,219.00
O&M (Per Year)
Total
$9,498.00
per year per year per year per year
1 0 0 0
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities 0 0 0 0 0 0 0 7 0 0 7
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $68,919.97 $0.00 $0.00 $13,294.68 $82,214.65 $8,221.47 $8,221.47 $12,332.20 $8,221.47 $119,211.24
# 34‐ Cost Estimate ‐US 1 Project Length (mile) Fiber Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
DESCRIPTION ADAPTIVE CONTROL SYSTEM
DESCRIPTION TMC SUNGUIDE
8.37 8.37 4 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Adaptive UNIT EA 1 per signal
TMC UNIT EA EA 1 per TMC
Notes
Notes
Quantities 19887 19887 4419 0 0 41281 576 0 80 0 1000 0 30 0 2 0 2 2 2 0 0 4 4 6 0 1 0 0 0 0 0 0 2 0
Quantities
Unit Price $5.60 $15.62 $23.21 $8.86 $2.04 $4.15 $40.08 $750.72 $117.38 $1,463.07 $3.38 $503.84 $1,318.48 $2,157.09 $2,803.37 $3.78 $531.11 $981.62 $6,200.00 $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,899.24 $1,490.50 $4,000.00 $9,845.71 $45,000.00 $55,000.00 $35,000.00 $115,888.23 $45,000.00 $7,900.00 $60,000.00 Total
Total Price $111,367.87 $310,636.81 $102,573.35 $0.00 $0.00 $171,315.49 $23,086.08 $0.00 $9,390.40 $0.00 $3,380.00 0 $39,728.44 $0.00 $6,728.09 $0.00 $1,274.66 $2,355.89 $14,880.00 $0.00 $0.00 $26,780.00 $35,286.04 $51,103.44 $0.00 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $18,960.00 $0.00 $931,846.56
Unit Price $35,000.00 Total
Total Price
0
Unit Price $2,500,000.00 $340,000.00 Total
Total Price
0 0
Quantities
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$0.00 $0.00
$0.00 $0.00 $0.00 $93,184.66 $93,184.66 $139,776.98 $93,184.66 $1,351,177.51
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTANANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes
Quantities 1 0 4 1
Unit Price $39,537.25 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $39,537.25 $0.00 $17,564.00 $4,000.00 $61,101.25
8 0 0 6 0 0 4 0
Unit Price $187.50 $50,000.00 $5,728,329.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $1,575.00 $0.00 $0.00 $1,152.00 $0.00 $0.00 $384.00 $0.00 $3,111.00
O&M (Per Year)
Total
$64,212.25
per year per year per year per year
Operations DESCRIPTION
UTILITY
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DATA MANAGEMENT SUNGUIDE MAINTANANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes DESCRIPTION UNIT ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. EA ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP EA ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED EA ITS PORT SERVER, F&I EA ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER EA WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT EA DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS EA ITS ROADWAY INFORMATION SYSTEM, F&I EA ITS MANAGED FIELD ETHERNET SWITCH,F&I EA
Quantities
Quantities 0 0 4 4 6 0 1 0 0 0 0
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $26,780.00 $35,286.04 $51,103.44 $0.00 $3,000.00 $0.00 $0.00 $0.00 $0.00 $116,169.48 $11,616.95 $11,616.95 $17,425.42 $11,616.95 $168,445.75
Cost Estimate ‐ Existing ITS Existing Project Length (mile) Number of Signals Wireless Project Length (mile)
PAY ITEM NO. 630‐2‐11 630‐2‐12 630‐2‐14 630‐2‐14 633‐1‐121 633‐1‐123 633‐2‐31 633‐3‐11 633‐3‐12 633‐3‐15 633‐8‐1 635‐2‐11 635‐2‐12 635‐2‐13 639‐1‐122 639‐2‐1 639‐3‐11 641‐2‐12 641‐2‐14 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐1‐1 684‐2‐1 684‐4‐11 684‐6‐11 700‐10‐123 700‐8‐135 700‐8‐131 781‐2‐12 781‐3‐111 785‐2‐121
DESCRIPTION CONDUIT , F&I, OPEN TRENCH CONDUIT, F&I, DIRECTIONAL BORE,LESS THAN 6" CONDUIT, F&I, BRIDGE MOUNT CONDUIT, F&I ABOVEGROUND ‐RGS TO CABINET ITS FO CABLE,F&I,UG,12 SM FIBERS ITS FO CABLE,F&I,UG,96 SM FIBERS ITS FO CON.,INSTALL,SPLICE ITS FO CON. HARDWARE, F&I ,SPLICE ENCLOSURE ITS FO CON. HARDWARE,F&I,SPLICE, TRAY ITS FO CON. HARDWARE,F&I,PATCH PANEL,Pre Terminated ITS MULT‐CONDUCTOR COMMUNICATION CABLE,F&I ITS PULL AND JUNCTION BOX,F&I ITS PULL BOX , FIBER OPTIC CABLE,F&I ITS SPLICE BOX , FIBER OPTIC CABLE,F&I ELEC. PWR SERV.,OVERHEAD,METER FURN.BY CONTR. ELEC. SERV. WIRE , F&I ELEC. SERV. DISCONNECT,F&I,POLE MOUNT PRESTRESSED CONC.POLE,F&I,TYPE P‐II SERVICE POLE PRESTRESSED CONC.POLE,F&I,TYPE IV ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS MANAGED FIELD ETHERNET SWITCH,F&I ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , SIGN STRUCTURE SUPPORT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS DYNAMIC MESSAGE SIGN , F&I , TRAILBLAZER FRONT ACCESS ITS HIGHWAY ADVISORY RADIO, F&I, AC POW ITS ROADWAY INFORMATION SYSTEM, F&I ITS FIELD CABINET, F&I HUB CABINET, F&I
77.43 168 0 Capital Investment UNIT Notes LF 2‐1.25" and 1‐2" ‐ assume 45% trench LF 2‐1.25" and 1‐2" ‐ assume 45% bore LF 2‐1.25" and 1‐2" ‐ assume 10% BRIDGE LF 3 ‐ 4FT conduits per cabinet LF 100 LF per site + 50 LF slack per splice box LF Includes 200 LF slack splice vault EA 4 per site + Butt Splices EA 1 per splice box EA 1 per site + 8 per butt splices EA 1 per site LF 100 LF per device EA 1 per each power service + 1 per every 500 FT EA 1 per each 1320 FT EA 1 per site AS 1 per site LF Service Wires ‐ 100FT per site EA 1 per power site EA 1 per power site EA 1 per each Pole EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per mile EA 1 per site EA 1 per site EA 1 per MVDS EA 1 per 8 CCTV EA 1 per mile EA 1 per ADMS EA 1 per new ADMS EA 1 per sign replacement EA 1 per site EA 1 per site EA 1 per site ‐ only the ones no sharing cabinet EA 1 per every 100 signals
Quantities 183974 183974 40883 2400 30000 421885 1376 200 280 200 18100 240 279 200 32 20000 32 32 32 4 4 48 48 80 200 4 10 0 49 49 0 0 0 32 2
Unit Price
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
Total Adaptive DESCRIPTION ADAPTIVE CONTROL SYSTEM
UNIT EA
Notes 1 per signal
Quantities 72
Unit Price
Total Price
Quantities
Unit Price $2,500,000.00 $340,000.00 Total
$0.00 Total
$0.00 $0.00
TMC DESCRIPTION TMC SUNGUIDE
UNIT EA EA
Notes
0 0
1 per TMC
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
Total Price $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
Maintenance DESCRIPTION ITS DEVICES MAINTENANCE TMC EQUIPMENT SIGNAL MAINTENANCE SIGNAL RE‐TIMING (EVERY 3 YEARS)
UNIT EA EA EA EA
Notes per year per year per year per year
Quantities
Unit Price $644,416.31 $60,559.00 $4,391.00 $3,000.00 Total
Total Price $644,416.31 $0.00 $737,688.00 $168,000.00 $1,550,104.31
Unit Price $187.50 $50,000.00 $3,166,633.00 $192.00 $840.00 $192.00 $96.00 $192.00 Total
Total Price $14,518.13 $0.00 $3,166,633.00 $15,360.00 $41,160.00 $768.00 $4,608.00 $0.00 $3,243,047.13
Total
$4,793,151.43
Unit Price $5,041.43 $12,182.85 $6,695.00 $8,821.51 $8,517.24 $1,490.50 $4,000.00 $9,845.71 $86,670.00 $45,000.00 $1,899.24 Total
Total Price $20,165.72 $48,731.40 $321,360.00 $423,432.48 $681,379.20 $5,962.00 $40,000.00 $0.00 $0.00 $0.00 $379,848.00 $1,920,878.80
10% Cost of MOT/Mobilization 10% Cost of Design 15% Cost of CEI 10% Cost of Contingency Grand Total
$192,087.88 $192,087.88 $288,131.82 $192,087.88 $2,785,274.26
1 0 168 56
Operations DESCRIPTION
UTILITY
DATA MANAGEMENT SUNGUIDE MAINTENANCE STAFF CCTV ADMS MVDS BLUETOOTH WIRELESS ANTENNA
UNIT EA EA EA EA EA EA EA EA
Notes Per Center Mile * 1 Years 1 per TMC 1 per TMC Per year Per year Per year Per year Per year
Quantities 77 0 1 80 49 4 48 0
O&M (Per Year)
PAY ITEM NO. 660‐3‐11 660‐3‐12 660‐6‐121 660‐6‐122 682‐1‐11 684‐2‐1 684‐4‐11 684‐6‐11 700‐8‐133 781‐3‐111 784‐1‐1
DESCRIPTION ITS VEHICLE DETECT. SYSTEM,F&I, MVDS CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, MVDS ABOVE GND EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH, CAB. EQUIP. ITS VEHICLE DETECT. SYSTEM,F&I, BLUETOOTH ABOVE GND EQUIP ITS CCTV CAMERA,F&I DOME ENCLOSURE,PRESSURIZED ITS PORT SERVER, F&I ITS DIGITAL VIDEO ENCODER,F&I,W/HARDENED DECODER WIRELESS COMM DEVICE, F&I, ETHERNET ACCESS POINT DYNAMIC MESSAGE SIGN , F&I , ARTERIAL FRONT ACCESS ITS ROADWAY INFORMATION SYSTEM, F&I ITS MANAGED FIELD ETHERNET SWITCH,F&I
Life Cycle Replacement Investment ( TO BE DONE AT YEAR 10) Notes UNIT EA EA EA EA EA EA EA EA EA EA EA
Quantities 4 4 48 48 80 4 10 0 0 0 200
Appendix L – Opportunity Cost Formulas
SOURCE: Statewide Active Arterial Management Needs Plan, 2013 Note: Formulas were updated as needed. Monetary Losses The parameters utilized for the monetary costs are the following: Parameter
Value
Source
Travel Time Delay Cost
$16.79 per hour of travel per person
2012 Urban Mobility Report by Texas Transportation Institute
Auto Occupancy
1.25 persons per vehicle
2012 Urban Mobility Report by Texas Transportation Institute
Average cost per gallon for regular gasoline
$3.546
U.S Energy Information Administration
Parameters of Study Simulation
To estimate the cost, the following formulas were utilized per time period:
(Eq. 9-1)
(Eq. 9-2)
Cost from fuel consumption
=
Fuel consumption increase
x
Cost from total travel time increase
=
Total travel time increase
x
Average cost per gallon of regular gasoline
Auto occupancy
x
Cost of travel person
The following equation is being utilized to determine the detector failure opportunity cost: (Eq. 9-3)
Detector Failure Opportunity Cost
=
$0.0059344
x
AADT
x
364 Days
x
No. of Signals
Annual Highway Congestion Costs The methodology for determining the overall annual cost of congestion per year is shown below. This analysis was completed by the Texas Transportation Institute utilizing the following formulas (For more information go to: http://mobility.tamu.edu/ums/report/):
(Eq. 9-4)
(Eq. 9-5)
Delay per Auto Commuter
Annual Fuel Wasted in Congestion
=
=
(Peak Period Delay/ Auto Commuters)
Annual Fuel Consumed in Congestion
-
+
(Remaining Delay/ Population)
Annual Fuel That Would be Consumed in Free-Flow Conditions
(Eq. 9-6)
Annual Psgr-Veh Delay Cost
(Eq. 9-7)
Annual Psgr Fuel Cost
(Eq. 9-8)
Annual CommercialVeh. Delay Cost
(Eq. 9-9)
Annual Commercial Veh. Fuel Cost
(Eq. 9-10)
Annual Cost Due to Congestion
x
Vehicle Occupancy (person/ vehicle)
x
Annual Conversion Factor
Percent of Passenger Vehicles
x
Gasoline Cost
x
Annual Conversion Factor
x
Value of Comm. Vehicle Time ($/hr)
x
Annual Conversion Factor
x
Percent of Comm. Vehicles
x
Diesel Cost
x
Annual Conversion Factor
+
Annual Passenger Fuel Cost (Eq. 9-7)
+
Annual Comm. Veh. Delay Cost (Eq. 9-8)
+
Annual Comm. Veh. Fuel Cost (Eq. 9-9)
x
Value of Person Time ($/hour)
x
=
Delay per Auto Commuter (Eq. 9-4)
=
Annual Fuel Wasted in Congestion (Eq. 9-5)
=
Annual PassengerVehicle Delay Cost (Eq. 9-6)
=
Delay per Auto Commuter (Eq. 9-4)
=
Annual Fuel Wasted in Congestion (Eq. 9-5)
Next determine the number of miles that a vehicle will travel within that hour. For the overall state road system, the statewide average speed in Florida is 41.5 mph.1 Once the average speed on the Statewide System has been determined, it is necessary to equate the mileage traveled for each arterial segment to the congestion cost in one hour. This is achieved utilizing the following formula:
(Eq. 9-11)
Annual Congestion Cost Per Mile
Congestion Cost Per Vehicle Per Hour
=
/
41.5 Miles Per Hour
Finally, it is necessary to obtain the annual congestion cost the following formulas were used:
1
(Eq. 9-12)
Annual Congestion Cost Per Segment (Enhanced Maintenance Loc.)
=
Annual Congestion Cost Per Mile (Eq. 9-11)
x
Average AADT Per District
x
Average Miles Per Section Per District
(Eq. 9-13)
Annual Congestion Cost (Full AAM Loc.)
=
Annual Congestion Cost Per Mile (Eq. 9-11)
x
AADT Per Arterial Section
x
Miles Per Arterial Section
“2011 Source Book,” FDOT, 2011. http://www.dot.state.fl.us/planning/statistics/sourcebook/.
Signal Retiming Opportunity Costs The following formulas are used to obtain the signal retiming opportunity cost:
(Eq. 9-15)
Annual Congestion Opportunity Cost of Signal Retiming (Full AAM)
=
Opportunity Cost (Congestion Cost)
x
8%
x
% of Signals Coordinated
Annual Congestion Cost (Full AAM Loc.) (Eq. 9-13)
/
365 days
/
24 hrs
Arterial Management Opportunity Costs The following formulas apply: (Eq. 9-16)
Congestion Cost Per Segment Per Hour
=
(Eq. 9-17)
Opportunity Cost of Arterial Management
=
No. of Crashes
x
1.67 hrs
x 20%
x
Congestion Cost Per Segment Per Hour (Eq. 9-16)
Adaptive Technology Opportunity Costs Therefore, to quantify this benefit, the following formula applies: Opportunity Cost of Annual Congestion (Eq. 9-18) Adaptive = Opportunity Cost Technology (Eq. 9-13)
x
3%
x
% of Adaptive Intersections (69.42%)
Crash Reduction Opportunity Costs Per FHWA, studies have indicated that crashes can be reduced up to 15% through improved signal timings.2 However, since the retiming of traffic signals will only provide a reduction of certain types of crashes (i.e. rear-end), only 50% of the crashes were assumed to apply. In addition, per the 2013 FDOT Plans Preparation Manual, Volume 1, the total average cost per crash on the state road system is $141,085. Therefore, to quantify this benefit, the following formula applies:
(Eq. 9-19)
2
Opportunity Cost of Crash Reduction
=
No. of Crashes/2
x $141,085
x 15%
“Adaptive Signal Control,” FHWA, 5/15/2012. http://www.fhwa.dot.gov/everydaycounts/technology/adsc/description.cfm.
x
50%
Appendix M – Opportunity Cost Breakdown
AAM Opportunity Cost Analysis - Brevard's Regionally Significant Facilities
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
Local Road Name
FROM
TO
Total Mileage
# Signals
# Crash in 2013
AADT
Detector Maintenance Opportunity Cost
SR 520 US1 (Northern) US1 (Southern) US 192 Wickham Rd/Minton Rd US 1 (from 528 to 520) - Planned Eau Gallie Causeway SR 405/SR 50 Courtenay Pkwy SR 520 Bridge SR A1A US 1 (Titusville Area) Dixon Blvd SR 500/US-192 Eau Gallie Causeway SR 5/US-1 Babcock St Ellis Rd/Nasa Blvd Minton Rd Dairy Rd Malabar Rd Emerson Dr San Filippo Dr Hollywood Blvd Jupiter Blvd Port Malabar Blvd Riverside Dr Hickory St Palm Bay Pkwy SR 5/US1 S Fiske Blvd/Stadium Pkwy Viera Blvd Pineda Causeway SR A1A Melbourne Causeway SR 501 SR 513 South St SR 5/US-1 SR 3/SR 405 Pineda Causeway SR 5/US1 Total
I-95 SB Peachtree St Lake Washington Simon Rd Shoppes Drive SR 528 I-95 SB Plantation Dr SR 528 Milford Point Dr Minutemen Causeway SR 406 Clearlake Rd Dairy Rd SR 5/US-1 Babcock St Malabar Rd W of I-95 SB Malabar Rd Palm Bay Rd Palm Bay Pkwy St Johns Pkwy Foundation Park Blvd Palm Bay Rd Emerson Dr Babcock St Falcon Dr New Haven Ave Malabar Rd Pineda Causeway Summer Path Stadium Pkwy SR 513 Minutemen Causeway SR 5/US-1 SR 520 Eau Gallie Causeway SR 50 Lake Washington Rd SR 528 SR 5/US-1 Cidco Rd
S Banana River Dr Eyster Blvd Babcock St Dairy Rd US-192 SR 520 Pinneapple Ave US-1 Cone Rd SR A1A South of George King Blvd SR 405 SR 5/US-1 SR 5/US-1 SR A1A University Blvd Nasa Blvd SR 5/US-1 Emerson Dr SR 500/US-192 West of San Filippo Dr N Minton Rd Malabar Rd SR 500/US-192 San Filippo Dr SR 5/US-1 Eau Gallie Causeway SR 500/US-192 Emerson Dr South of Barnes Blvd Barton Blvd SR 5/US-1 SR A1A Pineda Causeway SR A1A SR 528 Pineda Causeway S Singleton Ave Pineda Causeway US-1 SR 513 SR 405
8.170 2.520 2.610 5.180 14.080 3.376 5.440 5.300 4.710 3.306 8.700 6.199 1.157 2.881 3.114 6.420 6.510 7.202 3.924 2.993 6.126 3.917 1.206 3.110 6.690 3.204 1.121 1.000 2.500 8.954 5.902 3.026 0.466 7.741 2.386 3.638 5.175 3.449 4.000 17.000 4.000 8.370 137.182
30 7 4 12 39 6 10 8 10 10 18 11 10 8 3 8 16 12 7 5 11 2 4 5 3 2 2 4 0 4 7 3 1 6 3 7 10 4 4 0 0 4 320
340 145 196 200 720 147 190 89 211 406 406 205 41 154 192 176 518 50 78 56 305 60 19 147 40 36 9 14 0 186 172 72 34 96 28 164 122 38 60 29 28 128
27,500 34,500 45,500 28,667 27,557 23,000 20,200 11,083 11,500 27,500 35,000 19,600 10,280 30,000 20,200 38,000 28,100 14,700 18,000 21,238 19,827 24,795 18,688 13,046 12,061 8,600 10,298 5,800 0 38,000 23,750 11,900 19,000 19,400 33,000 10,100 22,000 12,600 31,000 12,800 21,000 38,000 Subtotal
$1,782,100.32 $521,669.37 $393,142.13 $743,081.83 $2,321,544.40 $298,096.78 $436,344.56 $191,530.78 $248,413.98 $594,033.44 $1,360,876.61 $465,722.22 $222,060.50 $518,429.18 $130,903.37 $656,676.97 $971,190.67 $381,045.45 $272,175.32 $229,383.31 $471,116.04 $107,120.43 $161,473.41 $140,904.73 $78,159.68 $37,154.09 $44,489.86 $50,114.82 $0.00 $328,338.48 $359,120.22 $77,116.34 $41,042.31 $251,438.15 $213,852.04 $152,720.60 $475,226.75 $108,870.13 $267,855.08 $0.00 $0.00 $328,338.48 $16,432,872.85
Average AADT
$350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00 $350.00
Annual Travel Time Delay Annual Congestion Cost Per Congestion Cost Reduction % (Signal Segment Retiming) Per Mile $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43 $8.43
$1,894,010.25 $732,904.20 $1,001,104.65 $1,251,798.80 $3,270,878.54 $654,628.82 $926,355.84 $495,192.25 $456,610.95 $766,331.35 $2,566,935.00 $1,024,239.30 $100,266.74 $728,675.79 $530,300.60 $2,056,582.80 $1,542,108.33 $892,536.31 $595,464.55 $535,876.11 $1,023,868.98 $818,708.50 $189,944.41 $342,013.40 $680,158.23 $232,295.68 $97,285.50 $48,894.00 $0.00 $2,868,324.36 $1,181,618.53 $303,539.86 $74,625.27 $1,266,026.63 $663,822.98 $309,721.53 $959,798.35 $366,325.36 $1,045,320.00 $1,834,368.00 $708,120.00 $2,681,245.80 $39,718,826.55
8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8% 8%
Annual Congestion Opportunity Cost (Signal Retiming)
Congestion Cost Per Segment Per Hour
$151,520.82 $58,632.34 $80,088.37 $100,143.90 $261,670.28 $52,370.31 $74,108.47 $39,615.38 $36,528.88 $61,306.51 $205,354.80 $81,939.14 $8,021.34 $58,294.06 $42,424.05 $164,526.62 $123,368.67 $71,402.90 $47,637.16 $42,870.09 $81,909.52 $65,496.68 $15,195.55 $27,361.07 $54,412.66 $18,583.65 $7,782.84 $3,911.52 $0.00 $229,465.95 $94,529.48 $24,283.19 $5,970.02 $101,282.13 $53,105.84 $24,777.72 $76,783.87 $29,306.03 $83,625.60 $146,749.44 $56,649.60 $214,499.66 $3,177,506.12
$216.21 $83.66 $114.28 $142.90 $373.39 $74.73 $105.75 $56.53 $52.12 $87.48 $293.03 $116.92 $11.45 $83.18 $60.54 $234.77 $176.04 $101.89 $67.98 $61.17 $116.88 $93.46 $21.68 $39.04 $77.64 $26.52 $11.11 $5.58 $0.00 $327.43 $134.89 $34.65 $8.52 $144.52 $75.78 $35.36 $109.57 $41.82 $119.33 $209.40 $80.84 $306.08
21376 TOTALS
* Only signals with full ITS devices were considered in the Opportunity Cost * Not included future road Palm Bay Pkwy and St Johns Pkwy ** Cost includes 2% inflation per year
Average Annual Congestion Cost Per Hour
Opportunity Cost (Arterial Management) $12,276.47 $2,025.94 $3,740.66 $9,545.68 $89,792.34 $3,669.06 $6,710.79 $1,680.37 $3,673.42 $11,862.74 $39,735.92 $8,005.67 $156.74 $4,278.56 $3,882.09 $13,800.70 $30,456.99 $1,701.52 $1,770.90 $1,144.18 $11,906.57 $1,872.94 $137.60 $1,916.91 $1,037.32 $318.85 $33.38 $26.10 $0.00 $20,341.53 $7,749.04 $833.28 $96.74 $4,634.00 $708.68 $1,936.68 $4,464.60 $530.75 $2,391.35 $2,028.27 $755.97 $13,085.46 $326,716.79
Travel Time Delay Reduction % (Adaptive)
Annual Congestion Opportunity Cost (Adaptive)
Annual Congestion Opportunity Cost (Crash Reduction)
3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3% 3%
$56,820.31 $21,987.13 $30,033.14 $37,553.96 $98,126.36 $19,638.86 $27,790.68 $14,855.77 $13,698.33 $22,989.94 $77,008.05 $30,727.18 $3,008.00 $21,860.27 $15,909.02 $61,697.48 $46,263.25 $26,776.09 $17,863.94 $16,076.28 $30,716.07 $24,561.25 $5,698.33 $10,260.40 $20,404.75 $6,968.87 $2,918.56 $1,466.82 $0.00 $86,049.73 $35,448.56 $9,106.20 $2,238.76 $37,980.80 $19,914.69 $9,291.65 $28,793.95 $10,989.76 $31,359.60 $55,031.04 $21,243.60 $80,437.37 $1,191,564.80
$3,597,667.50 $1,534,299.38 $2,073,949.50 $2,116,275.00 $7,618,590.00 $1,555,462.13 $2,010,461.25 $941,742.38 $2,232,670.13 $4,296,038.25 $4,296,038.25 $2,169,181.88 $433,836.38 $1,629,531.75 $2,031,624.00 $1,862,322.00 $5,481,152.25 $529,068.75 $825,347.25 $592,557.00 $3,227,319.38 $634,882.50 $201,046.13 $1,555,462.13 $423,255.00 $380,929.50 $95,232.38 $148,139.25 $0.00 $1,968,135.75 $1,819,996.50 $761,859.00 $359,766.75 $1,015,812.00 $296,278.50 $1,735,345.50 $1,290,927.75 $402,092.25 $634,882.50 $306,859.88 $296,278.50 $1,354,416.00 $66,736,732.13
% Adaptive Intersections = $16,432,873
$3,177,506.12
$326,716.79
60.94% $726,109.80
$66,736,732.13
TOTAL 10 YEAR COST **
$87,399,937.69 $957,004,933.14
Appendix N – ITS Master Plan Concept of Operations
Brevard County Advanced Traffic Management System (ATMS) Concept of Operations
July 2015 Version 3.0
Prepared for: Space Coast Transportation Planning Organization 2725 Judge Fran Jamieson Way Melbourne, Florida 32940 (321) 690-6890
July 2015
Brevard County Advanced Traffic Management System Expansion Concept of Operations
DOCUMENT CONTROL PANEL File Name:
Brevard ConOps FINAL.docx
File Location:
J:/Space Coast TPO/Brevard ConOps FINAL
Version Number:
2.0 Name Craig Carnes, EI, Metric Engineering
Date February 13, 2015
Created By:
Dale Cody, PE, Metric Engineering
March 2, 2015
Scott Arnold, City of Melbourne
March 19, 2015
Dale Cody, PE, Metric Engineering
March 2, 2015
Craig Carnes, EI, Metric Engineering
March 25, 2015
Reviewed By:
Renata Caetano P.E. Metric Engineering
July 9, 2015
Craig Carnes, EI, Metric Engineering
June 1, 2015
Modified By:
Completed By:
July 2015
ii
Brevard County Advanced Traffic Management System Expansion Concept of Operations
Table of Contents List of Tables ............................................................................................. iv List of Figures ........................................................................................... iv List of Acronyms ........................................................................................ v 1. Overview .......................................................................................... 1 1.1 1.2 1.3 1.3.1
2.
Referenced Documentation ........................................................... 9 2.1
3.
Background, Objectives, and Scope .................................................... 11 Operational Constraints of Existing Situation ....................................... 11 User Profiles ........................................................................................ 11 Support Environment ........................................................................... 12
Justification and Nature of the Changes .................................... 13 4.1 4.2 4.3 4.4 4.5
5.
Local Agreements ................................................................................ 10
Current System Situation ............................................................. 11 3.1 3.2 3.3 3.4
4.
Identification........................................................................................... 1 Document Overview .............................................................................. 1 System Overview ................................................................................... 2 Agency Contact Information................................................................... 8
Justification for Changes...................................................................... 13 Description of the Desired Changes .................................................... 15 Change Priorities ................................................................................. 15 Changes Considered but Not Included ................................................ 15 Assumptions and Constraints .............................................................. 15
Concepts for the Proposed System ............................................ 16 5.1 Background, Objectives, and Scope .................................................... 16 5.2 Operations Policies and Constraints .................................................... 16 5.3 Description of the Proposed System .................................................... 17 5.3.1 Traffic Signals ...................................................................................... 17 5.3.2 Closed-Circuit Television Cameras ...................................................... 17 5.3.3 Arterial Dynamic Message Signs ......................................................... 18 5.3.4 Adaptive Signal Control ....................................................................... 18 5.3.5 Roadway Weather Stations ................................................................. 18 5.3.6 Transit Signal Priority and Emergency Vehicle Preemption ................. 18 5.3.6.1 TSP/EVP Logical Architecture .............................................................. 19 5.3.6.2 TSP Strategies ..................................................................................... 20 5.3.6.3 Physical Architecture of the TSP/EVP system ...................................... 21 5.4 Modes of Operation ............................................................................. 25 5.5 User Involvement and Interaction ........................................................ 25 5.6 Support Environment ........................................................................... 26 5.7 Future Agency Connectivity ................................................................. 26
6. July 2015
Operational Scenarios .................................................................. 28 iii
Brevard County Advanced Traffic Management System Expansion Concept of Operations
7. 8. 9.
Summary of Impacts ..................................................................... 29 Analysis of the Proposed System ............................................... 30 Glossary......................................................................................... 31
List of Tables Table 1 - Existing System Infrastructure and Devices ..................................................... 3 Table 2 - Referenced Documentation.............................................................................. 9 Table 3 – ITS Master Plan Priority List .......................................................................... 14 Table 4 - Agency ITS Device Privileges ........................................................................ 25
List of Figures Figure 1 - Countywide ITS Map Including Existing and Proposed ................................... 5 Figure 2 - Overview of Brevard County and Relevant Agencies ..................................... 7 Figure 3 - TSP Physical Architecture* ........................................................................... 22 Figure 4 - TSP Service Request Decision Diagram* ..................................................... 24
July 2015
iv
Brevard County Advanced Traffic Management System Expansion Concept of Operations
List of Acronyms ADMS .......................................................................................................... Arterial Dynamic Message Sign APL ........................................................................................................................... Approved Products List ATMS .............................................................................................. Advanced Traffic Management System CCTV ...................................................................................................................... Closed-circuit Television CR .............................................................................................................................................. County Road ConOps ....................................................................................................................... Concept of Operations DMS .......................................................................................................................... Dynamic Message Sign EOC ................................................................................................................ Emergency Operations Center EVP .............................................................................................................. Emergency Vehicle Preemption FDOT .................................................................................................. Florida Department of Transportation FHP ............................................................................................................................Florida Highway Patrol FON ............................................................................................................................... Fiber Optic Network GIS ............................................................................................................... Geographic Information System GPS ...................................................................................................................... Global Positioning System GUI .......................................................................................................................... Graphical User Interface I-95 .............................................................................................................................................. Interstate 95 IT .............................................................................................................................. Information Technology ITS ........................................................................................................... Intelligent Transportation Systems LAN ............................................................................................................................... Local Area Network NITSA .................................................................................................................. National ITS Architecture’ PRG ...................................................................................................................... Priority Request Generator PRS ............................................................................................................................ Priority Request Server RTMC ................................................................................................. Regional Traffic Management Center RWIS .................................................................................................Roadside Weather Information Station SCAT ......................................................................................................................Space Coast Area Transit SCTPO ........................................................................... Space Coast Transportation Planning Organization SITSA .................................................................. Statewide Intelligent Transportation System Architecture SR................................................................................................................................................... State Road TED ....................................................................................................................... Time Estimated Departure TERL ........................................................................................................ Traffic Engineering Research Lab TIM .................................................................................................................. Traffic Incident Management TMC .................................................................................................................... Traffic Management Center TSP...............................................................................................................................Transit Signal Priority US ............................................................................................................................United States (Highway) VDS .......................................................................................................................Vehicle Detection System WAN ............................................................................................................................... Wide Area Network
July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
1.
Overview
1.1
Identification
This document will serve as the Concept of Operations (ConOps) for the Advanced Traffic Management System (ATMS) Expansion for Brevard County. The existing and proposed ATMS projects, devices and system components are discussed, as well as the relationships and responsibilities of the various agencies utilizing the data and video obtained through this system.
1.2
Document Overview
A ConOps document includes the proposed environment of the system and the system utilization by stakeholders and associated agencies. It specifically describes the ATMS and components that are already in place or are being proposed for future deployment in Brevard County to support the needs of the agencies and the public. This document is organized as follows: Section 1 – Overview Section 2 – Referenced Documentation Section 3 – Current System Situation Section 4 – Justification and Nature of the Changes Section 5 – Concepts for the Proposed System Section 6 – Operational Scenarios Section 7 – Summary of Impacts Section 8 – Analysis of the Proposed System Section 9 – Glossary The development and management of the Brevard County ATMS Concept of Operations is based on a number of guidelines and builds upon planning, reports, and documentation developed prior to the development of this Concept of Operations, including:
State and Federal Guidelines Project Planning Reports FDOT ITS Strategic Plan Brevard County ITS Strategic Plan Space Coast TPO Master Plan
The development of this Concept of Operations and other project management materials for the Brevard County ATMS project were developed in accordance with guidelines and information presented at the Florida Department of Transportation’s (FDOT) SEMP website, which can be found at the following link: http://www.dot.state.fl.us/trafficoperations/ITS/Projects_Deploy/SEMP.shtm The development of this Concept of Operations document was prepared as required by State guidelines and systems engineering processes as defined in the following documents:
July 2015
1
Brevard County Advanced Traffic Management System Expansion Concept of Operations
Deliverable 1-10: Technical Memorandum, Florida's Statewide Systems Engineering Management Plan, Version 2, March 7, 2005. Technical Memorandum: Writing a Project Systems Engineering Management Plan (Version 4, September 29, 2006).
1.3
System Overview
The Brevard County ATMS system is a collaborative effort between FDOT District 5, the Space Coast Transportation Planning Organization, Brevard County Signal Maintaining Agencies (The City of Melbourne, the City of Titusville, the City of Palm Bay and Brevard County) as well other County stakeholders. This system consists of the design and construction of ITS infrastructure and ITS sub-system components along the arterial corridors in Brevard County, Florida. The following corridors are currently instrumented with the ITS devices and communications as shown in the table below:
July 2015
2
Brevard County Advanced Traffic Management System Expansion Concept of Operations CORRIDOR
SEGMENTS
TOTAL
ADMS
CCTV SIGNALS
BLUE TOOTH
WIRELESS ADAPTIVE PUCKS
EXTENTS Simon Rd
EXTENTS Dairy Rd
MILES 5.18
4
5
12
7
113
No
Shoppes Drive
Jordan Blass Dr
3.56
2
7
12
0
390
Yes
Pineda Plaza Way
US‐192
8.6
2
12
21
4
61
No
Suntree Blvd
Wickham Rd
US‐1
0.44
3
1
0
0
0
No
Palm Bay Rd
Hollywood Blvd
RJ Conlan Blvd
4.79
3
9
17
7
90
Yes
I‐95
Emerson Dr
1.92
1
3
8
2
71
Yes
I‐95
Milwaukee Ave
1.71
0
0
4
0
0
No
I‐95 SB
Clearlake Rd
2.53
2
1
6
0
0
No
Clearlake Rd
S. Banana River Dr
5.64
1
10
24
8
247
Yes
US‐192 Wickham Rd
Minton Rd SR 520 Plumosa St US‐1 US‐1 ‐ Planned
SR 520
Merritt Island TOC
0.91
0
0
0
0
0
No
Peachtree St
Eyster Blvd
2.52
0
3
7
4
42
Yes
Lake Washington
Babcock St
2.61
0
4
4
4
79
No
North of SR 520
North of SR 528
3.36
0
0
0
0
0
No
I‐95
SR 405
0.4
1
2
2
2
34
Yes
SR 405
SR 50
US‐1
4.22
6
6
6
5
76
Yes
SR 518
I‐95 SB
Pineapple Ave
5.44
3
6
10
5
122
No
San Filippo Dr
Babcock St
0.85
2
2
4
0
0
No
Pineda Causeway
I‐95 SB
Holy Trinity Dr
2.86
0
0
4
0
0
No
Barton Blvd
Malabar Rd
Cedar St
Murrell Rd
0.64
0
0
4
0
0
No
Barnes Rd
I‐95
US‐1
2.81
3
3
4
0
0
Yes
Judge Fran Jamieson
I‐95
Engineering
1.12
0
0
2
0
0
No
SR 520
E.O.C.
2.22
1
0
3
0
0
No
Fiske Blvd Courtenay Pkwy
SR‐528
Fortenberry Rd
3.61
0
1
14
0
0
No
SR 46
Ontario Blvd
US‐1
1.91
4
2
0
0
0
No
SR 406
I‐95
US‐1
2.79
3
1
0
0
0
No
SR 406
SR 405
1.14
2
0
0
0
0
No
I‐95
Industry Rd
3.03
5
1
0
0
0
No
76.81
48
79
168
48
1325
80
Singleton Ave SR 524 Totals
39 Segments
Table 1 - Existing System Infrastructure and Devices July 2015
3
Brevard County Advanced Traffic Management System Expansion Concept of Operations The relevant ITS sub-systems are defined as: a communications system consisting of fiber optic cabling and wireless communications segments, a Closed Circuit Television (CCTV) camera system, a travel-time data collection system, an Arterial Dynamic Message Sign (ADMS) system, and an adaptive signal control system for the traffic corridors. These systems are inclusive of central control software, local software, and hardware (such as but not limited to controllers, servers, computers and switches). Figure 1 below outlines the system overview of the proposed and existing Brevard County ATMS system.
July 2015
4
Brevard County Advanced Traffic Management System Expansion Concept of Operations
Figure 1 - Countywide ITS Map Including Existing and Proposed
July 2015
5
Brevard County Advanced Traffic Management System Expansion Concept of Operations In addition to the projects highlighted in the above figure, it is being recommended that Transit Signal Priority (TSP) be implemented throughout the County along with Emergency Vehicle Preemption (EVP). These upgrades to the existing signal system and associated vehicles would allow the SCAT bus fleet and local emergency vehicles to have priority at implemented intersections, which would result in more reliable transit route times and faster response to incidents by emergency vehicles. The Brevard County ATMS system is being installed to more effectively and proactively manage traffic throughout the County. The communications system being installed will provide the local agency operations centers with the ability to communicate to the field devices within their jurisdiction and allow them to receive data and video images and control the devices. Each sub-system will provide benefit to both the operations center personnel as well as the motoring public. Operations personnel will utilize the devices to find areas of congestion, identify the cause of the congestion, provide motorists with traffic information related to the cause of the congestion, and dispatch emergency responders. These actions will decrease congestion within the area of the incident, decrease emergency responder notification times, decrease incident durations and result in more accurate and reliable travel times throughout the County. The following outlines the roles and responsibilities for the system:
Project Sponsors – Agencies that are involved in funding the system and defining the system goals, objectives, and requirements for Brevard County. The Sponsors include the following: o Florida Department of Transportation, District Five o Space Coast Transportation Planning Organization (SCTPO) o Brevard County Department of Public Works o Space Coast Area Transit (SCAT)
User Agencies – Agencies that will utilize the devices and infrastructure installed under this system for traffic monitoring, congestion management, traffic incident management, performance measures and data collection, and roadway improvement. The User Agencies include the following: o Florida Department of Transportation, District Five o Brevard County o Space Coast Area Transit (SCAT) o Space Coast Transportation Planning Organization (SCTPO) o Brevard County Department of Public Works o Brevard County Emergency Operations Center o City of Titusville o City of Melbourne Traffic Engineering o City of Palm Bay o County and Local Emergency Responder Agencies
July 2015
6
Brevard County Advanced Traffic Management System Expansion Concept of Operations
Maintenance and Support Agencies – Agencies that will be responsible for maintaining the system equipment and infrastructure. The Maintenance and Support Agencies are as follows: o Florida Department of Transportation, District Five o Brevard County Department of Public Works o City of Titusville o City of Melbourne Traffic Engineering o City of Palm Bay
Operating Centers – Facilities that will perform central command operations utilizing central software, local software, and hardware that will control the ITS devices implemented as part of this project. The Operating Centers associated with this system are as follows and as shown in Figure 2 below: o Florida Department of Transportation, District Five (View Only) o Brevard County TMC o Brevard County Emergency Operations Center o City of Titusville o City of Melbourne Traffic Engineering o City of Palm Bay
Figure 2 - Overview of Brevard County and Relevant Agencies
July 2015
7
Brevard County Advanced Traffic Management System Expansion Concept of Operations
1.3.1 Agency Contact Information Florida Department of Transportation, District Five 719 S. Woodland Blvd. DeLand, FL 32720-6800 Phone: 1-800-780-7102 Brevard County Department of Public Works 2725 Judge Fran Jamieson Way, A211 Viera, Florida 32940-6605 Phone: (321) 617-7202 Brevard County Traffic Operations 580 Manor Drive Merritt Island, Florida 32952 Phone: (321) 455-1440 Brevard County Emergency Operations Center 1746 Cedar Street Rockledge, Florida 32955 Phone: (321) 637-6670 City of Melbourne Traffic Engineering 2901 Harper Road Melbourne, Florida 32904 Phone: (321) 608-7360 City of Palm Bay Public Works 1050 Malabar Road Palm Bay, Florida 32907 Phone: (321) 952-3437 City of Titusville Public Works 445 South Washington Avenue Titusville, Florida 32796 Phone: (321) 567-3846 Space Coast Area Transit 401 South Varr Avenue Cocoa, Florida 32922 Phone: (321) 633-1878
July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
2.
Referenced Documentation
The following documents, of the exact issue shown, form a part of this document to the extent specified herein. In the event of a conflict between the contents of the documents referenced herein and the contents of this document, this document shall be considered the superseding document. Additionally, noted documents will be developed in support of, or in conjunction with, the preparation and definitions of this Concept of Operations. DOCUMENT
DATE
CONTACT Florida Department of Transportation
Statewide Intelligent Transportation System Architecture (SITSA) update project
February 20, 2006; Version 2
Intelligent Transportation Systems Office
28-Jul-08
Brevard County Public Works Engineering
Version 4
2725 Judge Fran Jamieson Way
605 Suwannee Street, M.S. 90 Tallahassee, Florida 32399-0450 (850)-410-5600
Brevard County ITS Strategic Plan
Building A211 Viera, Florida 32940-6605 (321)-633-2077 Florida Department of Transportation
Brevard County Traffic Signal Maintenance and Compensation Agreement
27-Aug-02
719 S. Woodland Blvd. Deland, FL 32720 1-800-780-7102
City of Melbourne, City of Palm Bay, and City of Titusville Traffic Signal Maintenance and Compensation Agreement
Florida Department of Transportation 719 S. Woodland Blvd. 13-Sep-02
Deland, FL 32720 1-800-780-7102 Florida Department of Transportation
Off System Maintenance Agreement
Sep-10
719 S. Woodland Blvd. Deland, FL 32720 1-800-780-7102 Brevard County Public Works Engineering
Brevard County ATMS Preliminary Systems Engineering Management Plan
2725 Judge Fran Jamieson Way 25-Jul-11
Building A211 Viera, Florida 32940-6605 (321)-633-2077 Brevard County Public Works Engineering
Brevard County ATMS Operations and Maintenance
2725 Judge Fran Jamieson Way 14-Apr-11
Building A211 Viera, Florida 32940-6605 (321)-633-2077
City of Melbourne, City of Palm Bay, and City of Titusville Interlocal Agreement for ITS Maintenance
Brevard County Public Works Engineering 2725 Judge Fran Jamieson Way June, 2012
Building A211 Viera, Florida 32940-6605 (321)-633-2077 Brevard County Public Works Engineering 2725 Judge Fran Jamieson Way
Brevard County Fiber Sharing Agreement
July, 2012
Building A211 Viera, Florida 32940-6605 (321)-633-2077 Space Coast Transportation Planning Organization
Space Coast TPO ITS Master Plan
22-Jan-15
2725 Judge Fran Jamieson Way Melbourne, Florida 32940-6605 (321) 690-6890
Table 2 - Referenced Documentation July 2015
9
Brevard County Advanced Traffic Management System Expansion Concept of Operations
2.1
Local Agreements
In addition to the applicable documents identified above, local agreements in place that may have some bearing on the project are defined below: Traffic Signal Maintenance and Compensation Agreements The “Traffic Signal Maintenance and Compensation Agreements” established between FDOT District 5 and other agencies is the governing document outlining the roles and responsibilities of each entity as it pertains to signalized intersections. This agreement includes all definitions of responsibilities as they pertain to all, “…traffic signals, traffic signal systems (central computer, cameras, message signs, and communications interconnect), school zone traffic control devices, intersection flashing beacons, illuminated street name signs, and the payment of electricity and electrical charges incurred in connection with operation of such traffic signals and signal systems…” Due to the evolving nature of ITS and the interchangeability of ATMS’s and signal operation, responsible roles for the maintenance of this project are loosely defined. As a result, the definitions of the “Off System Maintenance Agreement” were developed to further clarify the line of system definitions and responsible roles of each agency. Off System Maintenance Agreement The “Off System Maintenance Agreement” between FDOT District 5 and Brevard County is the governing maintenance agreement document between the two agencies for non-state roads identified as a part of this project. These corridors are specifically identified as Wickham Road, Minton Road, and Palm Bay Road. This agreement establishes various responsibilities and conditions required of and by these agencies per, during, and post construction of the project. Fiber sharing agreement with FDOT District 5 A fiber sharing agreement defining roles and responsibilities between FDOT District 5 and Brevard County for sharing, accessing, and utilizing fiber owned by each agency as well as the process and requirements for installing fiber on each agency’s right of way. Interlocal agreement between Brevard County and Cities within the County Brevard County has developed the ITS Interlocal Agreement document between the various cities within the County in conjunction with the development of this project’s RFP. The intent of this document is to define all roles and responsibilities of each agency (city or county) as they pertain to this project’s and future ITS related county-city cross-jurisdictional boundary efforts. This document defines ITS related elements as opposed to signal operational elements with the intent to clearly define the boundaries of the two systems. Federally funded technical support and equipment will be provided to the regional ITS network outside of the standard signal operations and maintenance agreements. This support will focus solely on the continued operations and maintenance of the Brevard County ITS fiber optic network. The ITS Interlocal Agreement developed by Brevard County in conjunction with all cities within the County establishes the newest rules to be adhered to by each agency.
July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
3.
Current System Situation
3.1
Background, Objectives, and Scope
Brevard County currently has existing ITS infrastructure consisting of various ITS sub-system components that connect via fiber optic network, copper interconnect and/or wirelessly along Brevard County roadways. The roadways which have existing ITS devices and communications infrastructure are listed in Table 1 of this document. Brevard ITS subsystems are defined as a wireless, copper interconnect and/or Fiber Optic Network (FON) system, a Closed Circuit Television (CCTV) camera system, Arterial Dynamic Message Signs (ADMS) system, Roadway Weather Information Station (RWIS) system, a travel-time data collection system, and an adaptive signal control system for the traffic corridor. The overall system consisting of the existing ITS infrastructure and the future ITS infrastructure defined in this document should be considered the Brevard County ATMS.
3.2
Operational Constraints of Existing Situation
The existing system, although considerable, is not sufficient to ease congestion throughout many areas of the County. Additional roadways must be instrumented and roadways which already have some ITS instrumentation must be upgraded to include more travel time, CCTV and ADMS capabilities. The additional infrastructure and devices shown within Figure 1 will provide the local agencies with the ability to more efficiently and effectively monitor traffic in real-time and relieve congestion through the use of the adaptive signal controllers and providing motorists with traffic information on the ADMS.
3.3
User Profiles
The Brevard Advanced Traffic Management System will have six different user types. The user types and profiles are as followsITS Operator- This user will access and control the ITS devices to monitor and manage traffic flow on the arterial corridors throughout the County. The ITS operator will be able to pan, tilt, and zoom the cameras, post messages to the dynamic message signs, ensure the traffic signal control system is working properly, and gather data collected by the vehicle detection system. The operator will also verify the overall health of the system and dispatch maintenance crews to fix any ITS devices that are not functioning properly. The Operator will also assist Emergency Response Teams to decrease emergency response times and manage the traffic while an incident is occurring. ITS Device Maintenance Personnel- This user will be responsible for maintaining the ITS and adaptive signal control field devices and ensure the device downtime is minimal. This user will access the ITS devices routinely and verify each device systemwide is operational and fully functional. The ITS Device Maintenance Personnel will generally be the County’s Traffic Systems Technician(s), however, the City’s Traffic Sign/Signal Technician(s) and any other personnel agreed upon by the Cities and County may perform maintenance as well. ITS Network Support Personnel- This user will access the network and ensure the network is operational and fully functional. This user will also be responsible for implementing any July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations necessary network updates or device integration and is responsible for the overall architecture of the system. This user will also verify the fiber optic network is stable and free from any fiber cuts or damages. Traffic Operation Engineers and Personnel- Traffic operation engineers will be able to analyze and utilize the ITS data to make decisions in real-time and on future roadway and safety projects. The analyzed data will be used to make roadway and safety improvement decisions in areas that are congested regularly or may have re-occurring incidents. Emergency Response Personnel- Dispatchers for emergency responders who have the capability to view the traffic videos and receive travel time information will be capable of analyzing the roadways near an incident scene to determine the best route for the responders to take to arrive on scene in an expeditious manner. Motoring Public- The motoring public will directly benefit from the Brevard ATMS system by utilizing traveler information disseminated from the system to avoid congested areas and make travel route decisions. The public will be informed of incidents and congestion via the ADMS sub-system and will receive comprehensive traffic information via Florida 511 (FDOT’s Real Time Traveler Information System). The information provided on Florida 511 includes but is not limited to incidents, construction, weather hazards or other useful information such as road closures, etc. that will improve their commute and travel times. The public will also benefit from the adaptive signal control system by experiencing less congestion due to the real-time coordination of the signals along the corridors.
3.4
Support Environment
The Brevard County ATMS ITS and adaptive signal control devices will be supported and maintained by various agencies under existing agreements. The County is primarily responsible for maintaining the ITS devices. The City of Titusville, the City of Palm Bay, and the City of Melbourne currently hold an Interlocal Agreement for ITS Maintenance with Brevard County that allows the Cities to access the County’s ATMS server and adjust traffic signaling within their jurisdiction if necessary. For normal business operations, the City must provide a request in writing to adjust any ITS devices installed by the County. In emergency situations, the Cities may be required to provide maintenance on ITS Devices within their jurisdiction upon County approval. Brevard County maintains all other ITS devices that are not FDOT owned within Brevard County unless otherwise specified in an executed Interlocal Agreement.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
4.
Justification and Nature of the Changes
4.1
Justification for Changes
Over 500,000 people live within Brevard County and many of these individuals commute to and from work, shopping centers, restaurants, and other businesses on a daily basis. As is the case throughout the country, the majority of these commutes are made in automobiles, which means that the local roadways are frequently inundated with vehicles. This heavy traffic volume leads to congestion, stalled vehicles and traffic crashes, which further decrease the capacity of the roadway. Intelligent Transportation Systems are an integral part of providing innovative services, which help alleviate traffic congestion on local roadways and provides traffic information to motorists in Brevard County. The regional agencies (FDOT District Five, Brevard County, and the Cities of Titusville, Palm Bay, and Melbourne) have agreed that traffic operations will be monitored and controlled in a shared environment. The deployment of a regional ATMS using ITS, TSP, EVP, and adaptive signal control technologies will improve transportation efficiency, promote safety, increase traffic flow, reduce emissions, and improve traveler information across jurisdictional boundaries within Brevard County. The most current version of the Regional ITS Master Plan has shown the corridors listed within Table 3, on the following page, as the highest priority corridors for ITS improvements. A larger, more legible, version of this table can be found within the ITS Master Plan document.
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Brevard County Advanced Traffic Management System Expansion
TO
Fiber Mileage
Short
TMC Operations and Maintenance Resource Shortening 1 Courtenay Pkwy Cone Rd 2 Cocoa Beach Causeway Milford Point Dr 3 Atlantic Ave Minutemen Causeway 4 US ‐ 1 (Titusville Area) Nasa Causeway 5 Dixon Blvd Clearlake Rd 6 US ‐ 192 Dairy Rd 7 Eau Gallie Causeway US ‐ 1 8 US ‐ 1 University Blvd 9 Babcock St Malabar Rd 10 Ellis Rd/Nasa Blvd W of I ‐ 95 SB
The Bee Line Atlantic Ave South of George King Blvd SR 406 US ‐ 1 US ‐ 1 Atlantic Ave Babcock St Nasa Blvd US ‐ 1
4.71 3.306 8.7 6.199 1.157 2.881 3.114 6.42 6.51 7.202
Medium
11 12 13 14 15 16 17 18 19 20 21 22 23
Minton Rd Dairy Rd Malabar Rd Emerson Dr San Filippo Dr Hollywood Blvd Jupiter Blvd Port Malabar Blvd N Riverside Dr Hickory St Palm Bay Rd US ‐ 1 S Fiske Blvd/Stadium Pkwy
Malabar Rd Palm Bay Rd Palm Bay Pkwy St Johns Pkwy Foundation Park Blvd Palm Bay Rd Emerson Dr Babcock St Falcon Dr New Haven Ave Malabar Rd Pineda Causeway Summer Path
Ellis Rd US ‐ 192 West of San Filippo Dr N Minton Rd Malabar Rd US ‐ 192 San Filippo Dr US ‐ 1 Eau Gallie Causeway US ‐ 192 Elis Rd South of Barnes Blvd Barton Blvd
9.124 2.993 6.126 3.917 1.206 3.11 6.69 3.204 1.121 1 7.7 8.954 5.902
Long
Concept of Operations
24 25 26 27 28 29 30 31 32 33 34
Viera Blvd Pineda Causeway Atlantic Ave Melbourne Causeway Clearlake Rd South Patrick Dr South St US ‐ 1 Nasa Pkwy Courtenay Pkwy US ‐ 1
Stadium Pkwy US ‐ 1 Pineda Causeway US‐1 Cocoa Beach Causeway Eau Gallie Causeway Cheney Hwy Lake Washington Rd US‐ 1 The Bee Line Cidco Rd
US ‐ 1 Atlantic Ave Minutemen Causeway Atlantic Ave Industry Rd/SR 528 Pineda Causeway S Singleton Ave Pineda Causeway Courtenay Pkwy Nasa Pkwy Nasa Causeway
3.026 4.466 7.741 2.386 3.638 5.175 3.449 4 7.6 9.4 8.37
Local Road Name
FROM
Table 3 – ITS Master Plan Priority List Proposed ATMS improvements within this document and the ITS Master Plan have been based in part on this analysis. The resultant proposed project list is provided below along with the mileage for each project and total mileage of these projects.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
4.2
Description of the Desired Changes
The communications network for the Brevard ATMS will primarily utilize underground fiber optic cable. This fiber optic network will have sufficient excess capacity to provide connectivity for the various transportation and traffic agencies throughout the County. The backbone ATMS network will consist of a 1-Gigabit per second (Gbps) Ethernet communications network, which is expandable to 10 Gbps for future scalability, which may be needed for future initiatives such as Vehicle to Infrastructure (V2V) data exchange and Autonomous Vehicles. This project will also include ITS device installation such as CCTV, DMS, travel time data collection, adaptive signal control systems, TSP, and EVP components. The ITS devices will be installed and integrated on the corridors listed within this document and integrated into the existing ITS network and infrastructure.
4.3
Change Priorities
The highest priority of the change is the expansion of the communications network for the Brevard ATMS. This will provide multiple agencies with access and control to the existing ITS devices and the new ITS devices that will be installed under this project. The next highest priority is the device installation and integration that will increase the County’s roadway visibility.
4.4
Changes Considered but Not Included
The intent of the Brevard County ATMS is to optimize the movement of people and goods throughout the County on arterial and interstate roadways. As such, there are many enhancements that could be made in an effort to make the system as technologically advanced and robust as possible. However, the proposed expansion projects, technologies, and methodologies have been developed with the understanding that funding for the deployment, operations and maintenance of the system is limited and as such must make the best use of the funds available. As a result, anything thought to be excessive in cost or requiring excessive maintenance has been excluded from consideration.
4.5
Assumptions and Constraints
The equipment and software chosen for this project will be compatible with the components that already exist for Brevard County to provide a homogeneous system that facilitates the operation and maintenance of all ITS devices. All applicable devices will be listed on the FDOT Statewide Approved Products List (APL), which will ensure they have been tested by the FDOT Traffic Engineering Research Lab (TERL) and certified to meet FDOT Standards. All proposed projects listed within this document are dependent on the programming of funding and the availability of funding at the start of Design and Construction. Funding levels will determine whether portions of the project must be removed and installed under future projects. The ability of the operating and maintaining agencies to provide adequate staff and maintenance is also dependent upon availability of sufficient funding. Without funding for operations and maintenance of the system, the system will not operate as proposed and will therefore not provide the benefits stated throughout this document.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
5.
Concepts for the Proposed System
This section describes the anticipated operation of the Brevard ATMS.
5.1
Background, Objectives, and Scope
The continued expansion of the Brevard County ATMS System will provide traffic management, congestion management, traffic incident management, and traffic information assets and benefits to user agencies and the motoring public. The proposed system, when complete, will include a communications network along with CCTV, ADMS, travel time, and adaptive signal control components throughout Brevard County. The system components and project limits are shown in Figure 1 of this document. Upgrades to existing signal intersection detection and installation of CCTV cameras will further upgrade the overall management system of these corridors by allowing remote access and control of the sub-systems through the WANs. The adaptive signal control, timing plans analysis, and development for the traffic management of the signalized intersections throughout the corridors shall be generated and refined through adaptive signal timing operations. These upgrades will allow Brevard County to operate and maintain the corridors in a more efficient and cost-effective manner. Upon completion of each of the Brevard ATMS projects, the ITS devices will be accessible and controlled from the Brevard County and City of Melbourne TMC facilities as well as other operator agencies as appropriate. The Brevard County ITS devices will also be accessible from the Florida Department of Transportation, District Five Regional Traffic Management Center (RTMC) but not able to be controlled by their personnel.
5.2
Operations Policies and Constraints
Brevard County Brevard County currently operates an unofficial TMC at the Viera Government Center. The equipment consists of County refurbished HDTVs and computers that allow for ITS monitoring and management using vendor software. Operations staffing is severely limited as staff currently serve both operations and maintenance roles and are consumed with maintenance requirements alone. Brevard County is responsible for the operation and maintenance of approximately 400 traffic signals within their jurisdiction. The County has standardized to Naztec controllers as the accepted signal controller in the area. The County can remotely monitor and communicate with all signals connected to the fiber optic network using Naztec’s ATMS.now signal management software. All other signals utilize wireless communications. Due to staffing limitations, the County, like most other agencies does not engage in active signal adjustments or other ITS strategies, despite having the technology to do so. City of Melbourne The City of Melbourne operates and maintains 67 traffic signals with Naztec controllers from their TMC, with a back-up location at City Hall. All signals are independent of the County and exist on a network outside of the City network. Currently ten signals are connected to fiber,
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Brevard County Advanced Traffic Management System Expansion Concept of Operations allowing for remote control (using ATMS.now) and monitoring. All other signals are actively monitored, but communicate via a wireless link. In addition, nine CCTVs have been installed at City intersections as part of previous ATMS expansion projects. City of Palm Bay The City of Palm Bay has no current or planned TMC or ITS deployment other than a single CCTV at Malabar Rd and San Filippo Dr. The City currently uses Naztec controllers at all 25 signals it operates and maintains. Signal timings are coordinated based on GPS clocks. City of Titusville The City of Titusville has no current or planned TMC or ITS developments at this time. The City operates and maintains 42 traffic signals in which 8 of them are owned by the City. There is currently no coordination among the eight signals controlled by the City, but four are connected to the Brevard County ATMS and the City intends to install Naztec controllers at the other five and will bring them online thereafter. Other Local Municipalities All other Brevard County municipalities’ signal operations and maintenance roles are handled by the County via interagency maintenance agreements. No other organization other than those mentioned above have ITS deployments.
5.3
Description of the Proposed System
ATMS field devices throughout Brevard County will provide traffic surveillance and control capabilities, traffic incident management capabilities, and enable the dissemination of traffic information. Proposed device locations and quantities are shown in Figure 1 as depicted earlier in this document. The exact locations and quantities of each of these devices will be determined by stakeholder involvement, budget availability, and a more thorough design. The field devices will connect either wirelessly or via fiber optic network and provide roadway visibility to Brevard County and associated agencies.
5.3.1 Traffic Signals Traffic signal hardware on regionally significant corridors will continue to be connected to the Brevard ATMS and will be upgraded to be compatible with the signal management software, as applicable. All traffic signal upgrades will consist of the replacement of the traffic signal controller. Any traffic signals which are not already connected to the network will be interconnected using fiber optic communications along the corridor. Signal detectors, which require an upgrade, will consist of a combination of either inductive loops, video detectors and wireless magnetometers. All users of the system will be able to observe the operation of a traffic signal; however, only the operating agency will have the authority to modify the traffic signal operation. In the future, each agency may choose to grant control authority to qualified regional operators.
5.3.2 Closed-Circuit Television Cameras CCTV cameras will be deployed throughout the network to provide video traffic surveillance from the Brevard County and City of Melbourne TMC facilities as well as the FDOT, District 5 RTMC. The CCTV cameras can pan, tilt, and zoom (PTZ) to allow system users to observe traffic patterns, locate and respond to incidents, adjust traffic signal timings, and verify the
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Brevard County Advanced Traffic Management System Expansion Concept of Operations operation of other ITS devices. While the CCTV cameras will not provide entire coverage of the roadway network, they will provide coverage of major intersections, large stretches of major corridors, and areas known to be prone to congestion or other problems. All system users will be able to observe any CCTV camera on the network. All traffic operations agencies will be able to control any CCTV camera; however, priority for PTZ control will be given to the operating agency operators. Other agency users will be given lower priority to perform PTZ functions. The higher priority user can take over PTZ control at any time, however, the lower priority user will still be able to view the video from the camera. Users can be assigned priorities as well that will dictate the permissions and control capabilities of the user.
5.3.3 Arterial Dynamic Message Signs Proposed projects will include the deployment/replacement of ADMS along arterials. These signs will provide information on the status of the interstates and corridors so travelers can make informed decisions before committing to entering the roadway. These signs can also be used to provide travel information and alerts (America's Missing: Broadcast Emergency Response [AMBER], Silver, etc.) to the public. FDOT currently owns and controls full size DMS on I-95 and ADMS on the arterials in Brevard County. The development of an information dissemination master plan for the County may be necessary to ensure that the devices are procured and deployed in an efficient and beneficial manner.
5.3.4 Adaptive Signal Control As part of the proposed projects, some intersections within the project limits will be upgraded to use an adaptive signal control system which collects traffic and pedestrian data from vehicle detection devices on a 24 hours a day, 7 days a week basis and utilizes it real-time to configure the timing of the intersection. The real-time system takes in the full view and needs of each intersection individually and then makes adjustments to optimize traffic in all directions during normal traffic conditions and congested traffic conditions.
5.3.5 Roadway Weather Stations Future project deployments may include the installation and integration of RWIS on local area bridges and overpasses to detect high wind speeds during poor weather conditions. RWIS can help agencies detect unsafe wind conditions during dangerous storms, especially hurricanes and make evacuation decisions as well as bridge and causeway closures if necessary. The use of these devices also alleviates local police departments of the need to have officers stationed on the bridges to manually monitor the wind speeds and allows these officers to be more effectively utilized elsewhere.
5.3.6 Transit Signal Priority and Emergency Vehicle Preemption One suggested improvement to Brevard County’s transportation system is Transit Signal Priority (TSP) proposed to be installed and implemented for the Space Coast Area Transit (SCAT) fleet of buses. The necessary Intelligent Transportation System (ITS) architecture and strategies for achieving these TSP goals are described within the context of this concept of operations. The granting of priority will be conditioned upon a set of operator defined constraints (e.g., late arriving buses, etc.). The project will also make available the GPS technology for Emergency Vehicle Preemption (EVP) at the intersections. In order for emergency vehicles to utilize the EVP, they will need to be fitted with preemption equipment. If emergency vehicles do not have preemption equipment, the TSP can be implemented and EVP can be disabled until emergency vehicles are properly equipped. The EVP functionality will always take precedence over TSP. July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations Because the county does not currently utilize TSP or EVP, the following subsections detail the system in greater detail. It should be noted that prior to the installation of TSP, SCAT would need to complete its deployment of its AVL system.
5.3.6.1 TSP/EVP Logical Architecture The proposed TSP system consists of two primary logical components based on NTCIP 1211: a Priority Request Generator (PRG) and a Priority Request Server (PRS). The conditional TSP system will use a distributed architecture with a conditional PRG on the bus and a PRS at the traffic signal which serves the request. The primary functions of the PRG are as follows: To determine whether a vehicle is in need of preferential treatment (priority) at a signalized intersection according to operator-defined criteria (e.g., late arriving buses, etc.) To communicate the vehicle’s request for priority and its current location and speed information to the PRS To produce a log of all priority requests for processing and continued monitoring by SCAT The primary functions of the PRS are as follows: To receive multiple Priority Requests from different PRG’s. To produce an estimate of the vehicles calculated time for service desired at the signalized intersection. This estimate, measured in seconds, is intended to represent the vehicles arrival time at the intersection and can range from zero (0) (representing a request for immediate service) to sometime in the future. To prioritize all the different Priority Requests based on the request vehicle’s class, vehicle level, and time of service desired. To generate a Service Request defining the strategy to be used by the Traffic Signal Controller to provide priority to the SCAT bus, or provide pre-emption to emergency vehicles. To communicate the Service Request to the Traffic Signal Controller to be processed by the Coordinator. To produce a log of all the Priority Requests received and Service Requests generated by the Priority Request Server for review by partnering agencies. System Components The TSP system will include five primary components: the SCAT Operations Center, select SCAT buses, preemption communication devices, a possible future Brevard County Traffic Management Center (TMC), and Naztec NEMA TS1/TS2 Traffic Signal Controller. The functional roles of the SCAT Operations Center and select SCAT buses will be expanded upon with the implementation of conditional TSP. SCAT Operations Center The SCAT Operations Center’s functional role includes determining the thresholds for generating a TSP request (e.g. bus lateness thresholds) on each route. Bus position is reported to the Operations Center every 30 seconds to two minutes. A future AVL system would be better suited to monitor and determine bus lateness, as the bus position updates every second. Select SCAT Buses The select SCAT buses would house the future AVL system and the on-board preemption vehicle control unit. The AVL system compares the vehicle position to scheduled position to determine bus lateness every second and communicates bus lateness to the on-board July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations preemption unit. The preemption vehicle control unit communicates the priority requests to signalized intersections. The preemption vehicle control unit together with the AVL system serves as the PRG. Preemption Communication Devices Preemption GPS vehicle equipment system will calculate the bus speed, direction, and latitude position. This information, along with the bus identification information, is transmitted to the Preemption GPS intersection equipment when the bus enters the intersection’s range, with updates conducted every second. Once the Preemption GPS intersection equipment receives this information, a priority request is sent from the Preemption GPS phase selector located in the controller cabinet to the traffic signal controller. Brevard County TMC As suggested in Task 3, a new, regional traffic management center (TMC) may be proposed for Brevard County. The TMC would have no functional role in the data exchanges to request and implement signal priority. If the County regional partners decide to purchase the Naztec ATMS TSP module, the TMC would provide a physical location for remote configuration of the Naztec NEMA TS1/TS2 traffic signal controller (i.e. timing plan, TSP response strategies allowed) and preemption settings (i.e. vehicle IDs allowed, trigger locations), as well as retrieval of field PRS logs. If this module is not purchased, this function would be performed at each individual intersection TSP is implemented. Naztec NEMA TS1/TS2 Traffic Signal Controller The Naztec NEMA TS1/TS2 traffic signal controller is configured with the time of service desired (TSD), time of estimated departure (TED), and the timing parameters. Based on a priority request from the preemption phase selector, the traffic signal controller has the primary responsibility for processing and implementing the service request subject to earlier TSP requests or higher level priority requests (e.g., railroad and emergency vehicles). The traffic signal controller together with the Preemption GPS intersection equipment serves as the PRS.
5.3.6.2 TSP Strategies The TSP system could utilize two configurable TSP signal strategies: green extension, and early green/red truncation. During green extensions, the signal controller extends the green time for the bus arriving at the end of the normal green time. During early green/red truncations, the signal controller will shorten the duration of the non-priority phases, and return the green time for a bus arriving during the red interval. The granting of either strategy will be conditioned upon the meeting of operator definable criteria. The implementation of the conditional TSP system would require the following set of criteria: Bus is in-service; Meets bus lateness criteria; Meets first-come, first served criteria if multiple TSP requests; Exceeds minimum time between successive TSP requests (aka re-arm or re-service); Meets TSP parameters; Meets signal operator criteria for maximum green extension and TSP minimum phase green; Would not be served during a rail or emergency pre-emption event; and
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
Meets time of day criteria (as needed).
Other TSP signal strategies such as special phase insertion and phase skip are not proposed with the implementation of conditional TSP. In addition, all minimum times including pedestrian clearance intervals are not modified during the servicing of TSP requests.
5.3.6.3 Physical Architecture of the TSP/EVP system The physical architecture for the conditional TSP system is illustrated in Figure 3 and includes the following five system components: SCAT Operations Center; SCAT Bus/PRG; Preemption Communications Devices; Brevard County TMC; and Traffic Signal Controller/PRS. SCAT considers Automated Vehicle Location (AVL) implementation a priority in the region and an RFP is proposed to be released in late 2016 for equipping the entire transit fleet with AVL features. Based on the physical architecture noted above, the TSP service request will begin with the proposed SCAT AVL system collecting and monitoring bus position and bus schedule. Based on bus schedule and bus position data, the measurement will be calculated and checked against operator-defined TSP criteria (e.g., number of minutes behind schedule). If the bus meets the criteria, the SCAT AVL system will send a message to the Preemption vehicle control unit allowing TSP requests to be generated. The preemption unit will generate a TSP request and information such as latitude, longitude, speed, heading, vehicle ID, and priority level (i.e., low for TSP) will be sent from the preemption radio to the preemption phase selector as a priority request.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
Figure 3 - TSP Physical Architecture* * Note that for the purposes of this figure, the Opticom system is shown as the preemption system. However, the final determination of the preemption system has not been determined. After the phase selector receives the TSP request and related information from the preemption radio unit, the phase selector will resolve the request against any other TSP or emergency vehicle requests. The estimated bus arrival time at the stop bar is calculated based on continuously updated bus position data sent from the on-board preemption radio unit. The phase selector will output a pulsing signal corresponding to the phase to be served when the time of service desired (TSD) corresponds to a value configured in the phase selector. The Naztec controller will interpret the pulsating input as the TSD value, which is input into the Naztec controller along with the time of estimated departure (TED). The TSD in the phase selector (in the Preemption GPS system) corresponds with the TSD in the Naztec controller. The TSD is the predicted bus arrival time and is projected into the normal traffic signal timing plan by the controller to determine the bus arrival time relative to the timing plan. If the bus arrival time is projected to fall in the normal green time of bus phase, the normal signal timing plan will not be adjusted. If the bus arrival time is projected to fall in the maximum extended green time, the green signal will be extended until the maximum extended green time
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Brevard County Advanced Traffic Management System Expansion Concept of Operations is reached. If the bus arrival time is projected to fall in the red time of the bus phase, the green signal will return early to the bus phase. The green times for non-bus phases will be shortened to provide an early return of the green signal to the bus phase with the minimum green time for those non-bus phases being maintained. During the servicing of either green extensions or early green/red truncations, the traffic signal will remain in coordination. During the servicing of more than one TSP request at the same intersection, the phase selector will address this event on a first come-first served basis. The phase selector will also address the servicing of high priority calls from emergency vehicles by immediately overriding all low priority TSP calls. The servicing of repeated TSP service requests is prohibited through an operator-defined value (aka, re-arm or re-service). This value defines the minimum amount of time required between successive TSP service requests. After servicing of the TSP request, the local traffic signal controller will return to normal operations. The TSP service request process described above is illustrated graphically in Figure 4 on the following page. This process is automatic for SCAT buses in service and will not require driver activation or active management by signal operators other than the retrieval of system component logs for monitoring purposes. The Naztec NEMA TS1/TS2 controller’s coordinator will require a controller firmware upgrade to provide TSP functionality.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
Figure 4 - TSP Service Request Decision Diagram* * Note that for the purposes of this figure, the Opticom system is shown as the preemption system. However, the final determination of the preemption system has not been determined.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
5.4
Modes of Operation
The Brevard County TMC is currently staffed from 7:30am – 4:30pm Monday through Friday excluding holidays. Other Brevard agencies, and authorized employees of the city/county will be provided access to the regional ATMS from multiple locations throughout the county, with the appropriate network connectivity and login credentials. Currently, access to system devices is allowed per Table 4 below: Agency / Department
Signals
CCTV
Adaptive
RWS
Observe any.
View and operate any camera.
View any.
View any.
Control County Signals
Priority rights for County devices.
Can operate County owned devices.
Can operate County owned devices.
Observe any.
View and operate any camera.
View any.
View any.
Control City Signals
Priority rights for County devices.
Can operate County owned devices
Can operate County owned devices
Observe any.
View and operate any camera.
View any.
View any.
Control City Signals
Priority rights for County devices.
Can operate County owned devices
Can operate County owned devices.
N/A
N/A
View and operate any camera.
View any.
View any.
Control City Signals
Priority rights for city devices.
Can operate City owned devices.
Can operate City owned devices.
Observe any.
View and operate any camera.
View any.
View any.
Control City Signals
Priority rights for City devices.
Can operate City owned devices.
Can operate City owned devices.
Observe any.
View and operate any camera.
View any.
View any.
Control City Maintained Signals
Priority rights for City devices.
Brevard County Traffic Operations
Brevard County Public Works
Brevard County Emergency Operations FDOT, District 5 RTMC
View any camera.
N/A
.
Observe any. City of Titusville
City of Palm Bay
City of Melbourne Can operate City maintained devices. Can operate City maintained devices.
Table 4 - Agency ITS Device Privileges
5.5
User Involvement and Interaction
Primary operations of the Brevard County ATMS will take place from the proposed regional TMC, which is proposed to house County personnel, at a minimum. The Cities of Titusville, Palm Bay, and Melbourne will have connectivity to the ITS devices within their jurisdiction. FDOT, District 5 RTMC operators will use the Sunguide software to monitor and operate the components of the system that are owned by FDOT and will also have the ability to view regional ATMS information. If signal-timing modifications are deemed necessary, staff will communicate those needs to the agency responsible for the specific traffic signals; all signal modifications will be performed by the owning agency or their authorized agents. Future efforts will develop regional timing plans and agencies roles and responsibilities for operating ITS devices within their jurisdiction that are acceptable to all agencies. Once these plans are developed and approved, authority will be granted to qualified personnel to invoke these plans in response to incidents, accidents, evacuations, or other emergencies. Currently, the Cities of Melbourne, Palm Bay, and Titusville hold an Interlocal Agreement for ITS Maintenance with Brevard County. This Agreement defines the roles and responsibilities of the agencies and coordination efforts for maintaining signals and the County’s ITS Device.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
5.6
Support Environment
The infrastructure and device components of the ATMS are currently being maintained by the City and County agencies as detailed in Section 5.2 of this document. Future deployments will be maintained by the County unless an agreement is executed between the County and the local agency responsible for the portion of the network the deployment will integrate with.
5.7
Future Agency Connectivity
The agencies listed below are involved in traffic management, incident management, or emergency operations in Brevard County. Access to the ATMS and field devices will allow faster, more efficient and coordinated responses to incidents and emergencies. Depending on each agency’s individual needs, various levels of access and control for field devices can be provided in the future. It is envisioned that this and future projects will allow the following agencies to remotely access the system.
Brevard County
Brevard County TMC Brevard County Department of Public Works Space Coast Area Transit Brevard County Emergency Operations Center Brevard County Road and Bridge Division Brevard County IT Division Brevard County Operations and Maintenance (O&M) Division Brevard County 911 – Public Safety Communications Brevard County Fire and Rescue Brevard Sherriff’s Department Brevard County/ Mobility Space Coast Transportation Planning Organization (TPO)
Other Organizations City of Cape Canaveral City of Cocoa
July 2015
City of Cocoa Beach City of Indian Harbour Beach City of Rockledge City of Satellite Beach City of West Melbourne Town of Grant-Valkaria Town of Indialantic Town of Malabar Town of Melbourne Beach Town of Melbourne Village Town of Palm Shores Florida Highway Patrol (FHP) Melbourne International Airport The Cape Canaveral Port Authority
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
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Patrick Air Force Base Cape Canaveral Air Force Station Kennedy Space Center
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
6.
Operational Scenarios
Day to day operations and maintenance of the Brevard County ATMS will include a number of operational scenarios that involve utilizing the ATMS system. The following is a brief description of certain scenarios and how they may be handled utilizing the Brevard County ATMS System. Normal Operations: During normal operations, traffic will be free flow and there will be no congestion present. All cameras show free-flowing traffic images, the travel time system will not detect any congestion or decreased travel times, and the adaptive timing signal system will maintain its current signaling configuration. The TSP and EVP system will provide priority to transit and emergency vehicles as they approach signalized intersections. There will be no actions required by the operator other than to monitor the system for any maintenance issues or potential changes in traffic. Peak Congestion Operations: During peak congestion operations, traffic will be slow and congestion will be present. Camera images will show congested areas on highly traveled intersections, the travel time system will detect increased travel times, the ATMS and adaptive control signal systems will detect increased traffic volumes and the signal timings will be adjusted by operators or automatically depending on the instrumentation. The TSP and EVP system will provide priority to transit and emergency vehicles as they approach signalized intersections. The operator will be required to view camera images and ensure traffic is flowing consistently and there are no incidents present. If there is an incident present or an obstruction of traffic, for example a disabled vehicle, the operator will need to dispatch the proper personnel and post the incident information on ADMS upstream of the incident to alert motorists to the situation. Incident and Event Operations: During normal or peak congestion operations, an incident can occur and cause major delays on roadways. If an incident occurs or there is a local event being held, one or more travel lanes may be impacted and onlookers will slow down to view the incident. This results in traffic slow- downs and congestion in the area of the incident. Camera images will show congested areas at the incident site and areas surrounding the incident. The travel time system will detect increased travel times, the ATMS and adaptive control signal systems will detect increased traffic volumes and the signal timings will be adjusted by operators or automatically depending on the instrumentation. The TSP and EVP system will provide priority to transit and emergency vehicles as they approach signalized intersections. The operator will need to dispatch the proper emergency services personnel if they are not already on the scene and post incident/event information on ADMS upstream to alert motorists to the situation. The operator will be required to view camera images and potentially take over signal control if there is an intersection blocked. There may also be instances where the operator will need to work with FDOT, District 5 RTMC operators under incident conditions, Amber/Silver Alerts, hurricane evacuations, as well as coordinating route plans for major events. Maintenance Operations: The operator should verify each device at the beginning of every shift to ensure connectivity and optimal uptime. If a device is polled (communications is attempted) and is not working properly, the operator should contact the proper maintenance personnel and dispatch them to the site for repair. The maintenance worker should contact the operator when the repairs have been made to ensure the device is online and fully functional. Repairs should be performed as soon as possible as to ensure the highest percentage of availability for system devices, infrastructure and components. Delays in repair can result in operators not having the capabilities they need during incidents, events and/or emergencies. July 2015
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
7.
Summary of Impacts
Throughout the construction of the proposed projects, there will be impacts to the current traffic situation due to possible lane closures and slower traffic conditions. However, once this system is in place, the motorist will have an improved and more efficient means for traveling the Brevard County system. Because devices, technologies, and components similar to the products already deployed will be utilized, there should be no direct impact on the existing system. As the system is brought online, normal traffic operations may be slightly impacted until operators and Traffic Operations personnel fully understand how to use the system. Once this training is complete and each agency fully understands their roles and responsibilities for operations and maintenance, the system should reduce the time spent on signal timing and configuration as well as provide optimal visibility to Brevard roadways thus, improving incident response times.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
8.
Analysis of the Proposed System
ITS systems are a beneficial and integral part of providing innovative services to transportation customers. Brevard County plans to continue to deploy a regional ATMS in accordance with national and statewide ITS architectures and standards and to operate it from the Brevard County TMC as well as providing view and control capabilities as stated within this document. Brevard County will operate traffic signal systems using innovative software, currently ATMS.now, and FDOT District Five will use the SunGuide® software for operation of the systems on limited access roadways. This project provides for the deployment of the expansion of the overall ATMS within Brevard County and the development of interlocal agency plans for operating and maintaining the ITS devices and signal components. The stakeholders in the region are confident that the regional ATMS will result in improved transportation efficiency and safety; increased traffic flow; reduced emissions; and improved real-time traveler information. The Brevard ATMS expansion will also increase traffic monitoring, traffic management, and traffic information dissemination capabilities countywide and provide traveler information to the Florida ATIS system and Florida 511 Real Time Traveler Information System.
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Brevard County Advanced Traffic Management System Expansion Concept of Operations
9.
Glossary
Advanced Traffic Management System (ATMS) – A system comprised of communications media, devices, and components which work together to allow operations personnel to monitor and manage traffic along corridors or throughout regions. ATMS normally refers to a system deployed on arterial roadways rather than a Freeway Management System, which is deployed on limited access facilities. Concept of Operations – The stakeholders’ vision of how the system will operate in actual practice (standard operating procedure). The concept of operation is a document that defines, in sequence, how the subsystems and institutions will operate with each other for each incident or situation. It identifies and defines the roles and responsibilities of the systems and subsystems of each agency, and the physical environment. It is very useful as a starting point for the development of an ITS project. The concept of operations is frequently drawn up as a flow diagram. Federal Highway Administration (FHWA) – An agency of the USDoT that funds and regulates highway projects. Intelligent Transportation System (ITS) – Electronics, communications, or information processing used singly or in combination to improve the efficiency or safety of a transportation system. ITS Architecture – Defines how systems functionally operate and the interconnection of information exchanges that must take place between these systems to accomplish transportation services. National ITS Architecture (NITSA) – A common established national framework for ITS interconnectivity and interoperability. Stakeholders – Anyone with a vested interest or “stake” in the project or system. This includes public agencies, private organizations, special interest groups and traveling public. SunGuide® – The software program utilized by all FDOT Districts to monitor and control their ITS devices, create incident reports, view video images, and manage incidents on their system. Traffic Management Center (TMC) – The hub where all information from an ATMS or FMS system is directed to and disseminated from. TMC Operations personnel reside in the TMC and utilize the data and video images received to monitor and manage traffic and incidents along the roadways being covered by the system.
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Appendix O – Consortium Presentation
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Regional Consortium Structure Space Coast TPO Intelligent Transportation Systems Master Plan
Intelligent Transportation Systems Master Plan Space Coast Transportation Planning Organization
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Program Structure • FDOT supports contract management and possibly funding • TPO as a coordination umbrella - acts as a liaison to FDOT • Regional TPO Consortium would decide on the Task Work Orders – with input from the agencies • Vendor: Data level - sharing of data between agencies – Focus on O&M and not in capital improvements as much – O&M needs to be accomplished in order to build infrastructure appropriately •
Capital investment based on Operations and Maintenance needs
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Space Coast Transportation Planning Organization
Potential Consortium Structure Levels •
Level 1: Operator/Maintainer – Voting Members – City of Melbourne – City of Palm Bay – City of Titusville – Brevard County
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Level 2: Other Stakeholders
•
Level 3: First Responders
Intelligent Transportation Systems Master Plan
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Space Coast Transportation Planning Organization
Potential Consortium Structure The Regional ITS Consortium structure: Regional partnership between local agencies with the ultimate goal of Safety and mobility of the Brevard County Arterial Network. The stakeholders would establish and agree to the roles and responsibilities of each agency, including data information exchange, permissions and requirements in order to support integrated operations’ center. TPO Representative
Secretary
Chair
Vice - Chair
TPO Representative: Assigned by the Space Coast TPO. Chair: Voted by all stakeholders and serves annually or bi-annually. Vice Chair: Voted by all stakeholders and serves annually or bi-annually. Secretary: Voted by all stakeholders to keep meeting minutes.
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Agreements Key: No change to the legislative agreements or existing agreements In order to fully accomplish the operational concept, interface and data flows among the public and private sectors formal agreements among stakeholders would be necessary to create parameters for sharing agencies information. Common agreement types can be but not limited to: • Memorandum of Understanding (MOU): An MOU demonstrates general consensus or willingness to participate as part of a particular project but usually not very detailed. Allows organization commitments. • Data Sharing Agreement: These agreements between agencies within the consortium provide continuous parameters, guidelines and policies for the implementation of any ITS deployments project. • Funding Agreement: It documents the funding (budgeting) arrangement for any ITS deployment projects. • Performance Requirement: This document describes how any vendors selected for any of the four functional areas may be scored/analyzed based on multiple criteria previously established by stakeholders. This may also includes penalties and report reviews.
Intelligent Transportation Systems Master Plan Space Coast Transportation Planning Organization
Functional Requirements of Operations Vendor Functional requirements of a TMC by pre-determined permissions: 1. Recommend/Remotely control traffic signal controllers. 2. Collect traffic signal controller data from the field. 3. Maintain traffic signal coordination. ITS Standards facilitate interoperability and integration of ITS devices and systems. This consortium analyses the impact of adoption of standards within the deployments cycle for the future ITS system.
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Intelligent Transportation Systems Master Plan Space Coast Transportation Planning Organization
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