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Transit Signal Priority For the San Pablo Rapid Bus

Transit Signal Priority For the San Pablo Rapid Bus. San Pablo Rapid Bus Overview East Bay SMART Corridors Overview TSP Implementation. Summary. San Pablo Corridor Characteristics. Located in East Bay of SF Bay Area 14-mile long corridor Half of route on state highway

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Transit Signal Priority For the San Pablo Rapid Bus

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  1. Transit Signal Priority For the San Pablo Rapid Bus

  2. San Pablo Rapid Bus Overview East Bay SMART Corridors Overview TSP Implementation Summary

  3. San Pablo Corridor Characteristics • Located in East Bay of SF Bay Area • 14-mile long corridor • Half of route on state highway • Runs parallel to I-80 • Includes 7 cities in 2 counties • Significant congestion at some segments

  4. Current Transit Conditions • Serves 15,000 passengers daily • Limited and local service • Bus stops every 800 ft on average • Serves Downtown Oakland, major shopping centers, a hospital, a local college, BART train stations, and other attractors

  5. Line 72 R - San Pablo Rapid Bus • Headway based schedule, 12-minute headways • Stops one-half to two-thirds of a mile apart, on average • As many stops far side as possible • Traffic signal coordination, transit signal priority, queue jump lanes • Recognizable shelters, with Rapid branding and bus arrival information signs • Recognizable vehicles, with Rapid branding and features which reduce dwell time.

  6. Rapid Bus Funding • Contra Costa Transportation Authority ($1 mil.) • Alameda Congestion Management Agency ($3 mil.) • FTA Earmark ($0.5 mil.)

  7. Line 72R - SAN PABLO RAPID BUS Implemented June 30, 2003

  8. East Bay SMART Corridors ProgramOctober 1, 2003

  9. A multimodal program to increase the efficiency & safety along the I-80 and I-880 corridors The focus of the program is on the arterials, not the freeways The program is a partnership of 25 federal, regional, and local agencies Alameda County Congestion Management Agency (ACCMA) is the lead agency for planning, design, construction and maintenance and management of the system Each local agency is responsible for operations under a unified Operations and Management Plan East Bay SMART Corridors Program Description

  10. Planning Agencies Alameda County Congestion Management Agency (ACCMA) Contra Costa Transportation Authority (CCTA) West Contra Costa Transportation Advisory Committee Metropolitan Transportation Commission (MTC) Federal Agencies Federal Highway Administration (FHWA) Federal Transit Administration (FTA) State Agencies California Department of Transportation (Caltrans) California Highway Patrol (CHP) Transit Agencies AC Transit Western Contra Costa Transit Authority (WestCAT) Union City Transit Program Participants • Local Agencies • City of Albany • City of Berkeley • City of El Cerrito • City of Emeryville • City of Hayward • City of Hercules • City of Pinole • City of Richmond • City of Oakland • City of San Leandro • City of San Pablo • City of Union City • Alameda County • Contra Costa County

  11. Collect real time information about corridor conditions and disseminate to the transportation managers and to the public Create monitoring capabilities along the corridor for the transportation agencies Exchange information between the agencies Improve coordination between the agencies Improve transit service in the corridors SMART Corridor Goals

  12. I-80 - San Pablo Ave Corridor • 20 miles segment • Approx. 100 signals • Average Daily Traffic • San Pablo: 20,000 to 45,000 • I-80:150,000 to 260,000 • Over 10 major connectors to I-80

  13. I-880 Corridor • 18 miles arterial roadways • International Blvd • East 14th • Hesperian Blvd • Union City Blvd • San Leandro St./Blvd • Approx. 120 signals • Average Daily Traffic • Arterials: 15,000 to 50,000 • I-880: 120,000 to 200,000 • Over 15 major connectors to I-880

  14. Two Memorandum of Understanding San Pablo and I-880 Corridors Cooperative Agreement for Construction 15 Agreements to delegated authority for construction to ACCMA Operations & Management Agreement One unified agreement for system management and operations Four Subcommittees oversee the program management and operations Transit and Traveler Information Operations (Oversight for TSP) Maintenance Incident Management Agreements and Management

  15. TSP Implementation • Route 72R - San Pablo Rapid • San Pablo Avenue from Contra Costa College to 20th Street – 62 intersections (completed) • Broadway Avenue from 20th to 3rd – 16 intersections (final design phase) • Total of 78 intersections • 14 miles • Only 72R buses have TSP capability

  16. TSP Strategy • Transit Priority is based on a headway system • If the bus is behind the pre-established headway, the request is granted • If the bus is ahead of the pre-established headway, the request is denied • The headway is independent of travel direction

  17. Time of Day Plan – Currently set between 6 AM to 9 PM, Monday to Friday Headway parameter – Currently set at 10 minutes Once a priority request is received, the firmware starts a timer If the next request is received after the headway time, the request is granted; otherwise, the request is denied The request is independent of direction Only Phases 2 and 6 are currently programmed TSP Parameters

  18. Transit Priority is granted using either: Early Green Green Extension Currently set at 10% of cycle length or 10 seconds, based on typical cycle lengths of 90 to 100 seconds TSP Options

  19. Optical Detectors Priority Request High Priority – Emergency Vehicles Low Priority – Transit Signal Priority TSP Hardware

  20. TSP Hardware and Firmware • Detection is based on Optical Detection – “Opticom” • Detection zone is set at 300 feet from the intersection • Based on 10 seconds arrival time to the intersection • Logic is performed locally at the controller level • Type 170 controller with Caltrans C-8 firmware • Type 170 controller with BI Trans 233 firmware

  21. Transit priority operates for pre-timed, semi-actuated, and fully actuated intersections. Transit priority functions in free running and coordinated modes. Transit priority sequence operates by ending an opposing phase early to give an early green or extending the green interval with the transit priority call. Vehicle and pedestrian phases are not be skipped to serve an opposing transit priority call. TSP Functional Specifications

  22. Transit priority calls are non-locking. Transit priority sequence terminates in the absence of a call. After serving a transit priority call, traffic signal returns to normal operation within the next cycle, under coordination mode. The controller recognizes and begins the transit priority sequence, if all conditions are satisfied, in about 2 seconds after receiving a valid transit priority call. Transit priority calls are served on a first come first served basis. TSP Functional Specifications (cont.)

  23. Transit priority is turned on and off through a lookup table. This lookup table includes time-of-day and day-of-week parameters. There are four (4) user settable headway time intervals selectable through a time-of-day and day-of-week table. The User will have the ability to select different headways, based on Time of Day. There are four (4) independently tracked transit priority approaches with independent timers and setup parameters. TSP Functional Specifications (cont.)

  24. Initial evaluation has shown that TSP combined with other Rapid Bus components has resulted in 18% reduction in total travel time and increased ridership of 22%. An after study will be conducted later in the year General perception has been that transit vehicles have a better progression along the corridor, with little or no impacts on side streets Continuing to fine-tune the system Results

  25. Future TSPEast 14th/International Blvd • Route 82 (Future 82R) • Hesperian to Broadmoor – 14 intersections In construction) • Broadmoor to 14th – 21 intersections (future addition -grant funds are secured) • Total of 35 intersections • 9.1 miles

  26. Final Notes • East Bay SMART Corridor Program is instrumental in resolving institutional barriers and ongoing implementation of TSP • TSP provides an incremental operational improvement and is an integral part of AC Transit’s Rapid Bus implementation • Far side stops • Install TSP at all intersections - Less likely to have impact on minor intersections • Headway based TSP (no in between timepoints) results in simpler TSP implementation • Opticom system serves both Emergency Vehicles & Transit Vehicles

  27. AC Transit Cesar Pujol, Traffic Engineer (510) 891-4839 cpujol@actransit.org Alameda County CMA Cyrus Minoofar, Principal Engineer (510) 836-2560 cminoofar@accma.ca.gov Additional Information and Contacts

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