DRAFT. Intelligent Transportation Systems Master Plan. Space Coast Transportation Planning Organization. Prepared for:

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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: 



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.    

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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.  

19     

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 

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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.  

26     

 

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.  

27     

 

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.  

28     

 

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

13

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. 

29     

 

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 

30     

 

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/  

31     

 

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.     

 

32     

Legend Designated Hurricane Evacuation Route

Data Source: Space Coast TPO, 2013

Figure 9 - Hurricane Evacuation Routes

33

 

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.  

34     

 

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.   

 

36     

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

37

 

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



5

12

7

113

No

Shoppes Drive 

Jordan Blass Dr

3.56



7

12

0

390

Yes

Pineda Plaza Way

US‐192

8.6



12

21

4

61

No

Suntree Blvd 

Wickham Rd 

US‐1

0.44



1

0

0

0

No

Palm Bay Rd 

Hollywood Blvd

RJ Conlan Blvd

4.79



9

17

7

90

Yes

I‐95 

Emerson Dr

1.92



3

8

2

71

Yes

I‐95 

Milwaukee Ave

1.71



0

4

0

0

No

Minton Rd  SR 520 

I‐95 SB 

Clearlake Rd

2.53



1

6

0

0

No

Clearlake Rd 

S. Banana River Dr

5.64



10

24

8

247

Yes

SR 520 

Merritt Island TOC

0.91



0

0

0

0

No

Peachtree St 

Eyster Blvd

2.52



3

7

4

42

Yes

Lake Washington

Babcock St

2.61



4

4

4

79

No

North of SR 520 

North of SR 528

3.36



0

0

0

0

No

I‐95 

SR 405

0.4



2

2

2

34

Yes

SR 405 

SR 50 

US‐1

4.22



6

6

5

76

Yes

SR 518 

I‐95 SB 

Pineapple Ave

5.44



6

10

5

122

No

Plumosa St  US‐1  US‐1 ‐ Planned 

Malabar Rd 

San Filippo Dr 

Babcock St

0.85



2

4

0

0

No

Pineda Causeway 

I‐95 SB 

Holy Trinity Dr

2.86



0

4

0

0

No

Barton Blvd 

Cedar St 

Murrell Rd

0.64



0

4

0

0

No

I‐95 

US‐1

2.81



3

4

0

0

Yes

Barnes Rd  Judge Fran Jamieson 

I‐95 

Engineering

1.12



0

2

0

0

No

Fiske Blvd 

SR 520 

E.O.C.

2.22



0

3

0

0

No

Courtenay Pkwy 

SR‐528 

Fortenberry Rd

3.61



1

14

0

0

No

Ontario Blvd 

US‐1

1.91



2

0

0

0

No

SR 46  SR 406  Singleton Ave  SR 524 

I‐95 

US‐1

2.79



1

0

0

0

No

SR 406 

SR 405

1.14



0

0

0

0

No

I‐95 

Industry Rd

3.03



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

68

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. 

75 

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).   

76 

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. 

77 

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. 

78 

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. 

79 

V/C 

EXISTING  VOLUME 

INTERMODAL/  ECONOMIC 

HURRICANE  ROUTE 

TRANSIT 

SAFETY 

32,262 

35,70

0.90 

27.11 

15 

7.5 





10 

14.1 

85.7 

EBER‐FLORIDA 

31,283 

0.88 

26.29 

15 

7.5 





10 

14.1 

84.9 



US 1 

SARNO‐EAU GALLIE 

52,106 

35,70 0 49,20

1.06 

31.77 

15 

10 







9.9 

83.7 

0 34,50 0 49,20

0.94 

28.24 

15 

7.5 







15.0 

82.7 

0.90 

27.07 

15 

10 







13.7 

82.7 

0 35,70 0 35,70

0.83 

24.93 

15 







10 

15.0 

81.9 

0.94 

28.16 

15 

7.5 







14.1 

81.8 

0 17,34 0 17,34

1.38 

40.00 

15 









4.7 

81.7 

1.26 

37.82 

15 









6.6 

81.4 

0 34,50 0 34,50

0.94 

28.23 

15 

7.5 







13.5 

81.2 

0.89 

26.63 

15 

7.5 







15.0 

81.1 

0 35,70 0 49,20

0.98 

29.28 

15 

7.5 







12.2 

80.9 

0.89 

26.57 

15 

10 







12.2 

80.7 

0 35,70 0 34,50

0.85 

25.42 

15 

7.5 

10 





12.2 

80.1 

0.88 

26.41 

15 

7.5 







13.5 

79.4 

0 34,50 0 19,62

0.96 

28.83 

15 

7.5 







9.9 

78.2 

1.07 

32.14 

15 









9.0 

78.1 

0 35,70 0 34,50

0.89 

26.70 

15 

7.5 







11.3 

77.5 

0.94 

28.32 

15 

7.5 







9.0 

76.8 

0 34,50 0 49,21

0.90 

27.11 

15 

7.5 







9.9 

76.5 

0.88 

26.50 

15 

10 





10 

4.7 

76.2 

0 35,70 0 53,50

0.65 

19.59 

15 







10 

14.1 

75.7 

0.68 

20.41 

15 

7.5 





10 

12.8 

75.7 

0 43,90 0 34,50

0.76 

22.67 

15 

7.5 







15.0 

75.2 

0.94 

28.17 

15 

7.5 







7.5 

75.2 



SR AIA 

FISHER DR‐ST LUCIE 

32,474 



SR 520 

BRIDGE‐N.TROPICAL 

44,390 



BABCOCK 

PALM BAY‐EBER 

29,664 



BABCOCK 

CHARLES‐PT MALABAR 

33,507 



SR 520 (Causeway‐US 1 (WB)) 

DELANNOY‐BREVARD 

23,970 



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 



EXISTING  VOLUME TO  MAV 

SEGMENT 



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 



2.5 







10.4 

54.3 



SAN FILLIPPO 

JUPITER‐MALABAR 

18,688 

15,600 

1.20 

35.94 



2.5 







5.7 

49.1 



EMERSON 

MINTON‐JUPITER 

24,795 

31,255 

0.79 

23.80 











8.4 

42.2 



SUNTREE 

WICKHAM‐US 1 

15,250 

15,600 

0.98 

29.33 



2.5 





10 

5.1 

46.9 



PORT MALABAR 

BABCOCK‐TROUTMAN 

15,819 

16,900 

0.94 

28.08 



2.5 







6.0 

36.6 

ROAD 



ITS RANK 

SEGMENT 

Table 11 – Top Non‐ Ranked Regionally Significant Roadway Segments Based on Modified ITS Scoring 



DAIRY 

EDGEWOOD‐US 192 

21,730 

31,255 

0.70 

20.86 











9.0 

39.9 



DIXON 

CLEARLAKE‐PINEDA ST 

10,280 

34,500 

0.30 

8.94 

15 

2.5 







7.5 

38.9 



N. BANANA RVR 

AUDUBON‐BAYSIDE/CENTRAL 

12,110 

15,600 

0.78 

23.29 



2.5 







8.1 

38.9 



JUPITER BLVD 

Americana‐Pace 

12,061 

15,600 

0.77 

23.19 



2.5 







8.1 

38.8 

10 

JOHN RODES 

ELLIS‐EAU GALLIE 

13,254 

15,600 

0.85 

25.49 



2.5 







5.7 

38.7 

11 

HOLLYWOOD 

FLORIDA/WINGATE‐HENRY 

14,239 

15,600 

0.91 

27.38 



2.5 







3.2 

38.0 

12 

DAIRY 

EBER‐FLORIDA 

22,385 

32,900 

0.68 

20.41 











7.5 

37.9 

13 

HOLLYWOOD 

EBER‐FLORIDA/WINGATE 

13,081 

15,600 

0.84 

25.16 



2.5 







3.2 

35.8 

14 

HICKORY 

Hibiscus‐NASA 

5,875 

15,600 

0.38 

11.30 

15 









4.5 

30.8 

15 

N. BANANA RVR 

CENTRAL‐SR 528 

10,220 

15,600 

0.66 

19.65 



2.5 





10 

8.4 

40.6 

16 

DAIRY 

FLORIDA‐EDGEWOOD 

21,727 

31,255 

0.70 

20.85 









10 

4.5 

40.4 

17 

DIXON 

FISKE‐BYRD PLAZA ENT 

10,140 

34,500 

0.29 

8.82 

15 

2.5 







3.6 

29.9 

18 

HOLLYWOOD 

PALM BAY RD‐EBER 

12,564 

15,600 

0.81 

24.16 



2.5 





10 

3.2 

39.8 

19 

JOHN RODES 

EAU GALLIE‐AURORA 

10,116 

15,600 

0.65 

19.45 



2.5 







7.5 

34.5 

20 

PORT MALABAR 

TROUTMAN‐US 1 

10,805 

16,900 

0.64 

19.18 



2.5 







7.5 

34.2 

21 

DAIRY 

PALM BAY‐EBER 

19,111 

32,900 

0.58 

17.43 



2.5 





10 

9.0 

38.9 

22 

RIVERSIDE 

PARADISE‐EAU GALLIE 

10,298 

16,900 

0.61 

18.28 



2.5 







6.6 

32.4 

23 

JOHN RODES 

US 192‐SHERIDAN 

10,827 

15,600 

0.69 

20.82 



2.5 







3.8 

27.1 

24 

HOLLYWOOD 

HENRY‐US 192 

12,301 

15,600 

0.79 

23.66 



2.5 







0.9 

27.1 

25 

FORREST 

SR 520‐PEACHTREE 

12,580 

16,000 

0.79 

23.59 



2.5 







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   

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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.  

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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.   

88    

 

 

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. 

 

 

90    

 

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. 

 

 

93    

 

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: 

117    

 

 

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 

 

118    

 

 

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

119    

 

 

PROJECT MANAGER 

PROGRAMMER  Hourly Rate 

TOTAL PER  ACTIVITY 

$108.35 

Staff  Hours  16 

$100.97 

$3,349.12 



$108.35 

32 

$100.97 

$4,097.84 

Design & Develop Back End UI 



$108.35 

32 

$100.97 

$4,097.84 

Logic for Assessment/Questions 



$108.35 

20 

$100.97 

$2,019.40 

Customize data preprocessing  



$108.35 

20 

$100.97 

$2,019.40 

Customize the Reporting 



$108.35 

40 

$100.97 

$4,038.80 

Customize the User Authentication 



$108.35 

16 

$100.97 

$1,615.52 

Review and Edit Features 



$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 



$100.97 

$4,334.00 

QA Analyst 



$108.35 



$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.  

121    

 

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

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Figure 31 - Overall ITS Master Plan Existing CCTV Proposed CCTV Proposed RWIS Proposed ADMS

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Figure 32 - Overall ITS Master Plan Detail

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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 

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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 

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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.  

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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. 

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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.   

137    

 

 

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

v

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:

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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:    

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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



12

7

113

No

Shoppes Drive 

Jordan Blass Dr

3.56

2



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



0

0

0

No

Palm Bay Rd 

Hollywood Blvd 

RJ Conlan Blvd

4.79

3



17

7

90

Yes

I‐95 

Emerson Dr

1.92

1



8

2

71

Yes

I‐95 

Milwaukee Ave

1.71

0



4

0

0

No

I‐95 SB 

Clearlake Rd

2.53

2



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

No

Peachtree St 

Eyster Blvd

2.52

0



7

4

42

Yes

Lake Washington 

Babcock St

2.61

0



4

4

79

No

North of SR 520  

North of SR 528

3.36

0



0

0

0

No

I‐95 

SR 405

0.4

1



2

2

34

Yes

SR 405 

SR 50 

US‐1

4.22

6



6

5

76

Yes

SR 518 

I‐95 SB 

Pineapple Ave

5.44

3



10

5

122

No

San Filippo Dr 

Babcock St

0.85

2



4

0

0

No

Pineda Causeway 

I‐95 SB 

Holy Trinity Dr

2.86

0



4

0

0

No

Barton Blvd 

Malabar Rd 

Cedar St 

Murrell Rd

0.64

0



4

0

0

No

Barnes Rd 

I‐95 

US‐1

2.81

3



4

0

0

Yes

Judge Fran Jamieson 

I‐95 

Engineering

1.12

0



2

0

0

No

SR 520 

E.O.C.

2.22

1



3

0

0

No

Fiske Blvd  Courtenay Pkwy 

SR‐528 

Fortenberry Rd

3.61

0



14

0

0

No

SR 46 

Ontario Blvd 

US‐1

1.91

4



0

0

0

No

SR 406 

I‐95 

US‐1

2.79

3



0

0

0

No

SR 406 

SR 405

1.14

2



0

0

0

No

I‐95 

Industry Rd

3.03

5



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

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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.

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Brevard County Advanced Traffic Management System Expansion Concept of Operations

Figure 1 - Countywide ITS Map Including Existing and Proposed

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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

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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

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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

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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

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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.

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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         

    

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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

2

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

1

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Intelligent Transportation Systems Master Plan

3

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



Level 2: Other Stakeholders



Level 3: First Responders

Intelligent Transportation Systems Master Plan

4

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.

2

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Intelligent Transportation Systems Master Plan Space Coast Transportation Planning Organization

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.

3

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Intelligent Transportation Systems Master Plan Space Coast Transportation Planning Organization

7

Intelligent Transportation Systems Master Plan Space Coast Transportation Planning Organization

THANK YOU Questions?

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T F A

R D Prepared by: Metric Engineering, Inc. 615 Crescent Executive Court, Suite 524 Lake Mary, FL 32746 Kittelson & Associates, Inc. 225 E Robinson Street Orlando, FL 32801

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