san ramon - security assessment tech memo-final - 180809

City of San Ramon

INFRASTRUCTURE COMMITTEE

AGENDA

Scott Perkins, Chair Harry Sachs, Vice Chair

San Ramon City Hall

Large Conference Room

7000 Bollinger Canyon Road

Regular Meeting

3:30 PM

August 27, 2018

AGENDA QUESTIONS: PLEASE CALL THE PUBLIC WORKS DEPARTMENT AT (925) 973-2670

Documents received after publication of this Agenda and considered by the Infrastructure Committee in its

deliberation will be available for inspection in the Public Works Department located at 2401 Crow Canyon Road,

San Ramon during normal business hours and in the red binder at the Infrastructure Committee meeting.

I. CALL TO ORDER

II. MINUTES APPROVAL

2.1 Infrastructure Committee - Regular Meeting - Apr 3, 2018 3:30 PM

III. PUBLIC COMMENT

IV. NEW BUSINESS

4.1 Central Park Ring and Rock Fountains Update

Recommendation: Receive and Provide Comments

4.2 Draft Intelligent Transportation Systems (ITS) Master Plan

Recommendation: Receive and Provide Comments

V. COMMITTEE MEMBER COMMENTS

VI. UNFINISHED BUSINESS

VII. ADJOURNMENT

I hereby certify that the attached Infrastructure Committee Meeting Agenda was posted 72

hours before the noted meeting:

2 Infrastructure Committee Meeting – August 27, 2018

Dated: August 23, 2018

MINUTES OF THE

CITY OF SAN RAMON – INFRASTRUCTURE COMMITTEE

April 3, 2018

1. CALL TO ORDER

Attendee Name Title Status Arrived

Scott Perkins Councilmember Present

Harry Sachs Councilmember Present

Maria Fierner, Public Works Director; Debbie Hince, Office Specialist; Jeff Gault, Public

Works Division Manager; Brian Bornstein, Public Works Division Manager; Robin

Bartlett, Public Works Division Manager; Lisa Bobadilla, Public Works Division

Manager; Daniel Chavarria, Senior Civil Engineer; Jennifer Pachan, Senior

Administrative Analyst; Sean Anderson, Public Works, Maintenance Field Supervisor;

and Gary Savell, Public Works, Maintenance Specialist

2. MINUTES APPROVAL

2.1 Infrastructure Committee - Regular Meeting - Feb 9, 2018 4:00 PM

RESULT: ACCEPTED

3. PUBLIC COMMENT

None

4. NEW BUSINESS

4.1 Draft Five-Year Pavement Management Plan Update

Recommendation: Receive the Staff Report and Provide Comments

Staff provided an overview of the Five-Year Pavement Management Plan.

The Infrastructure Committee accepted the report and recommended

forwarding the item to the City Council for consideration and approval for FY

2018/19.

RESULT: ACCEPTED

4.2 Infrastructure Maintenance Fund Update

Recommendation: Receive Report and Provide Direction

Staff provided an update on the Infrastructure Maintenance Fund (IMF)

including the General Fund allocation for renovations and/or replacement of

projects and deferred maintenance projects. FY 2018/19 General Funds were

reduced from $1.5M to $435,000. Councilmembers Perkins and Sachs stated

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2 Infrastructure Committee Meeting – April 3, 2018

that the IMF should be restored to the full $1.5M to meet the needs to

maintain facilities/assets in future Fiscal Years.

RESULT: ACCEPTED

4.3 Dougherty Valley Tree and Planting Strip Annual Work Plan and Funding

for FY 2018/19

Recommendation: Receive the Report, Approve the Annual Work Plan and

Provide Direction to Staff.

Staff gave an update on the Dougherty Valley Tree and Planting Strip Annual

Work Plan. The Infrastructure Committee recommended that staff move

forward with this Plan and bring to the Council during the budget process.

RESULT: ACCEPTED

5. COMMITTEE MEMBER COMMENTS

Councilmember Sachs stated that at the Public Works Conference there was a

program that was discussed called TIERS (Think, Initiate, Execute, Review, and

Shift) and could be a good blueprint for issues that arise, especially like the tree issue

in the Dougherty Valley.

6. UNFINISHED BUSINESS

None

7. ADJOURNMENT

Councilmember Perkins adjourned the meeting at 4:49 p.m.

The next scheduled meeting of the Infrastructure Committee to be determined.

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DATE: August 27, 2018

TO: Infrastructure Committee/City Manager

FROM: Maria Fierner, Public Works Director

By: Jeff Gault, Division Manager

SUBJECT: Central Park Ring and Rock Fountains Update

EXECUTIVE SUMMARY

The Central Park Ring and Rock Fountains were constructed in 1989 and operated and

maintained for nearly 20 years until turned off in 2008 due to mechanical equipment failures.

Drought restrictions and continued competing priorities for funds have kept the fountains in

disrepair to the present day. As an alternative to repairing the fountains, staff worked with a

landscape architect to create possible landscape renovation concepts to replace the original

fountains. Converting the fountains to low maintenance landscaping or reducing the size of the

water features would improve the current appearance and reduce on-going maintenance and

repair costs associated with the fountains.

RECOMMENDED ACTION

Staff recommends that the Infrastructure Maintenance Committee receive the report and provide

direction to staff regarding renovation concepts of the Central Park Ring and Rock Fountains.

BACKGROUND/DISCUSSION

The Ring and Rock Fountains located on the north side of the San Ramon Community Center at

Central Park (Community Center) were built in 1989 in conjunction with the San Ramon

Community Center. The fountains are comprised of the Main/Rock Fountain on the front side of

the decorative wall facing the parking lot and the Patio/Ring Fountain located on the back side of

the decorative wall facing the Gallery of the Community Center. The Rock Fountain is aptly

named for the decorative faux rocks strategically placed throughout the fountain basin. When

operational, the display pumps push water up through jets placed amongst the rocks. The Ring

Fountain consists of a half ring of tubing arched away from the wall with jets of water cascading

into a pool below. Both fountains share the same below-grade equipment vault to the west of the

north entrance to the Community Center. The equipment is original to the fountain’s

construction. The electricity and water are fed to the fountains from the same service as the

Community Center.

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The fountains ran with minor maintenance until 2007 and were at one time maintained by staff,

but were eventually transitioned to a maintenance contract, along with all other (non-

participatory) fountains. The Ring Fountain began to have issues with the smaller jets clogging

and debris pushing out through the nozzles. Staff worked diligently to clean and clear the

nozzles. They were able to repair the fountain and it was operational for a short while.

Unfortunately, it was discovered that the interior piping in the fountain’s vault was starting to

fail. Large pieces of metal, rust, and scale were clogging the pump housing and ultimately the

nozzle jets. In addition, the pump and motor assembly were showing major signs of wear and

age.

Staff obtained pricing to replace the major components of the fountains, but due to the economic

downturn and subsequent budgetary restraints, the repairs were not made. As the economy

recovered, staff brought forward the potential repair and refurbishment of the fountains, but the

drought throughout the State of California was in full effect and the fountains remained off as a

conservation measure.

Neither fountain has operated at any level for approximately ten years. Due to age, inactivity,

and moisture intrusion, the equipment in the mechanical vault will need to be replaced in order to

operate the fountains again. In addition, the moisture levels have compromised the electrical

components and they will need to be replaced. In order for the fountains to operate, all of the

equipment and electrical components would need to be replaced and the cosmetic features of

both fountains would need to be repaired.

Due to the extent and expense of repairs and on-going maintenance requirements, staff

recommends consideration of alternatives to the original fountains. Staff contacted the original

Central Park landscape and fountain designer, Gates and Associates (Gates) to provide various

options for the fountains. As a result, Gates created conceptual design considerations

(Attachment A) including the following concepts, as further described below.

Main Fountain - Front/Rock

Concept 1.

This concept proposes to leave the existing fountain as is without any major demolition. The

existing fountain would be retrofitted for irrigation and drainage, and then filled with soil and

ornamental planting for a grand entry feel. Granite boulders would remain in place. The tallest

exposed wall provides an opportunity for lighted signage, City logo, or an art feature.

Concept 2.

This concept proposes a partial fountain renovation while converting the ends of the fountain to

planting. The smaller fountain in the center would remain similar to the original, or could be

retrofitted with misting nozzles for a different look.

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Patio Fountain - Back/Ring

Concept 1.

This concept proposes to remove the fountain and silver rings, and refinish the wall and add a

trellis and vines. The current step stone path would be replaced with concrete and new planting

added. Benches and/or tables would also be added.

Concept 2.

This concept proposes a fountain modernization by adding stone cladding or a tile mosaic to the

wall of the original fountain, to allow for a trickle ‘water wall’ effect. As with the Back Patio

Concept 1, the current step stone path would be renovated to a regular concrete path, with new

drought tolerant planting added throughout, as well as table seating.

FISCAL ANALYSIS

Estimated costs of repairing the fountains to their original condition and

performing on-going maintenance are shown in the table below:

Ring and Rock Fountain

Repair Costs

Remove/Replace Equipment/Electrical $ 100,000

Repair Cosmetics $ 50,000

Total Repair Costs $ 150,000

Annual Operational Costs

Maintenance Contract $ 12,500

Chemicals $ 250

Maintenance Supplies $ 100

Repairs $ 3,000

Total Operational Costs (per year) $ 15,850

Costs to renovate fountains as detailed in Attachment A. These costs will be

presented and discussed during the Infrastructure Committee Meeting.

Main Fountain - Rock

Design and Renovation Costs

Concept 1. $ TBD

Concept 2. $ TBD

Back Fountain - Ring

Design and Renovation Costs

Concept 1. $ TBD

Concept 2. $ TBD

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The estimated on-going annual maintenance cost for Concept 1 is $3,000

The estimated on-going annual maintenance cost for Concept 2 is $6,500

Regardless of the option chosen, renovation of the fountains could be funded with the City

Beautification Fund, Infrastructure Maintenance Fund, and/or the Park Development Fund.

STEPS FOLLOWING APPROVAL

As directed, staff will proceed with project design and request funding during the FY 2018/19

Midyear Budget review process.

ATTACHMENT:

A: RING AND ROCK FOUNTAIN RENOVATION BOOKLET

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SAN RAMON CENTRAL PARK RENOVATION 1

Serves as a ceremonial entrance to the sports and athletic side of San Ramon Central Park. The tree enveloped spine creates a memorable and intimate impression on those that pass through.

EXISTING CONDITIONSConstraints and Need for Proactive Action:• Fountain has not been turned on in years, needs a low-water use alter-native• Patio area needs more amenities and usability• Existing planting is old/overgrown, and needs to be replaced

Evaluation & Opportunity• Preserve existing trees while adding improvements• Remove unused fountain elements and vault• Replace fountain with low-water use ornamental planting and signage• Replace old planting with new planting• Provide seating in the patio area

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REWORK FOUNTAIN ELEMENTS INTO A LOW WATER USE ALT. PRESERVE EXISTING ELEMENTS WHILE ADDING IMPROVEMENTS FOR USABILITY

Paths to patio Refresh planting

Add lighting for flagpolesPreserve seatwall

FOUNTAIN RENOVATION

Location Map and Work Focus Area

Focal Area

ALCOSTA BLVD.

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Fountain Area

NTS

Remove fountain vault Provide seating and amenities

Preserve bouldersAssess existing trees and planting

Front facing side of fountain

Rear side of fountain

Original fountain design with water turned on

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Tree # Species Common Name DBH(inches)

Health Comments

1 Nerium oleander Oleander 5 A Tree leans towards sunlight, has stakes2 Nerium oleander Oleander 5 A Tree leans towards sunlight, has stakes3 Nerium oleander Oleander 4.5 A Tree leaning a lot4 Nerium oleander Oleander 5 A Tree leaning a lot add stakes and correct if possible5 Nerium oleander Oleander 5 A6 Nerium oleander Oleander 4 A Tree has stakes7 Nerium oleander Oleander 4.5 A Tree has stakes8 Nerium oleander Oleander 4.5 A Tree has stakes

9 Nerium oleander Oleander 4 A Tree has stakes

10 Nerium oleander Oleander 3.5 A Tree has stakes

11 Rhaphiolepis indica Indian Hawthorne 3.5 A Tree has stakes




15 Rhaphiolepis indica Indian Hawthorne 4 A Tree has stakes



TREE ASSESSMENT LEGENDA: Trees in stable condition.B: Trees missing, previously removed.C: Trees recommended for removal, poor health, diseased and/or poor growth habit.

TREE ASSESSMENT & INVENTORY

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Trees 11-17Tree No. 12 and 13Tree No. 4Trees No. 2 and 3

Tree Locations NTS

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NHARDSCAPE ASSESSMENTA: Chips, cracks at concrete jointsB: Needs powerwashingC: Remove skate marks/recommend adding skate stopsD: Needs replacing

Seatwalls - B,CConcrete paving in fountain - AHardscape Assessment Locations NTS

Paving in back patio - B Walls - BStepping stones - D

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NMAIN FOUNTAIN DESIGN CONCEPT 1

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Ex. walls/seatwalls to remain, option to add skatestops

New drought tolerant planting

Signage/logo/mosaic art opportunity

Boulders to remain in place throughout

CONCEPT DESCRIPTION:

This concept proposes to leave the existing fountain as is without any major demolition. Theexistingfountainwillberetrofittedforirrigationanddrainage,andthenfilledwithsoil and ornamental planting to allow for a grand entry feel. Granite boulders will remain in place and may be buried. The tallest exposed wall provides an opportunity for lighted signage, the logo, or an art feature such as a tile mosaic.

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FOUNTAIN PHOTOSIMULATION

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NMAIN FOUNTAIN DESIGN CONCEPT 2

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Ex. walls/seatwalls to remain option to add skatestops

New walls to divide planting from fountain

Renovated fountain with reduced size and water use

New drought tolerant planting

Boulders to remain throughout


This concept proposes a partial fountain renovation while converting the ends of the fountain to planting. The smaller fountain in the center can remain similar to the original, orretrofittedwithmistingnozzlesforadifferent look.

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BACK PATIO CONCEPT 1

PLAN

FOUNTAIN PHOTOSIMULATIONEXISTING FOUNTAIN

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Fountain to remove and replace with a trellis and vines

New sidewalk

New drought tolerant planting throughout

New benches

Ex. hardscape to remain, powerwash

Ex. trees to remain


This concept proposes to remove the fountainandsilverrings,andrefinishthewall and add a trellis and vines. The current stepstone path will be renovated to a regular concrete path, and new planting added throughout. Benches will be added to create a garden-esque feel. Existing trees will remain.

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BACK PATIO CONCEPT 2

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FOUNTAIN PHOTOSIMULATIONEXISTING FOUNTAIN


This concept proposes a fountain modernization by adding stone cladding or a tile mosaic to the wall of the original fountain, to allow for a trickle ‘water wall’ effect. As with Back Patio Concept 1, the current stepstone path will be renovated to a regular concrete path, with new drought tolerant planting added throughout and table seating.

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Ex. hardscape to remain, powerwash

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ADDITIONAL SCOPE - FLAGPOLE LIGHTING

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DATE: August 27, 2018

TO: Infrastructure Committee/City Manager

FROM: Maria Fierner, Public Works Director

By: Deborah Fehr, Associate Traffic Engineer

SUBJECT: Draft Intelligent Transportation Systems (ITS) Master Plan

EXECUTIVE SUMMARY

The Intelligent Transportation Systems (ITS) Master Plan will serve as the City’s tool to define

essential ITS deployment recommendations needed to take full advantage of the City’s

communication and traffic signal system and to achieve the City’s Smart City goals. The Master

Plan process began with an inventory and assessment of the City’s existing infrastructure. Next,

a Needs Assessment workshop was held with key City staff stakeholders from various

departments to establish a vision and goals for the Plan and identify key needs that would help to

shape the recommendations of the Plan. Gaps were identified to complete the ITS fiber optic

network to achieve the City’s identified needs and goals. Strategies were developed to eliminate

the gaps and account for planned communications infrastructure. Finally, the overall set of

planned communications infrastructure was divided into segments and costs determined for each

segment, and the segments were prioritized so that the ITS network could be implemented in

phases.

RECOMMENDED ACTION

Staff recommends that the Infrastructure Committee review the Draft ITS Master Plan and

provide comments to staff.

BACKGROUND/DISCUSSION

The City operates and maintains 99 traffic signals, which provide safe movement at intersections

for vehicles, pedestrians, bicyclists, emergency vehicles, and transit. The signals must also

operate efficiently and reliably to provide progression through a series of signals to minimize

congestion and maintain a higher level of safety. The communications technology operating the

signals was developed approximately 30 or more years ago. There are several limiting factors

associated with this antiquated communication architecture:

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modern devices with desirable capabilities do not support the legacy protocols;

the existing communication bandwidth is a fraction of modern systems;

operating and maintaining the existing communications and legacy devices is

increasingly difficult and expensive, with little to no technical support;

the existing communications infrastructure is a possible security risk; and,

the City relies on a third party service provider, which is costly.

The existing communications system is very close to becoming functionally obsolete and in

some instances in a state of disrepair due to the outdated equipment. Replacement parts are

difficult to obtain, and staff is devoting an excessive amount of time trying to keep the

communication system serviceable. The existing communications system is slow and incapable

of providing efficient traffic management and operations for the City in the modern traffic

environment.

Intelligent Transportation System (ITS)

As part of the FY 2015/16 Midyear Budget review, Council approved the creation of CIP 5594 -

Citywide Intelligent Transportation System Upgrade Project. An allocation of $50,000 was

appropriated to the Project to start the development of the ITS Master Plan. The City hired the

consultant, Kimley-Horn and Associates, Inc., to create the Plan. The Study began in FY

2016/17 and has now been completed.

A Master Plan for Intelligent Transportation Systems (ITS) will be useful to San Ramon in ITS

investments with the main focus of the Plan to deploy a fiber optic communication network.

With the rapid changes in transportation technologies, technology-driven data collection,

introduction of connected vehicles, and rapidly developing autonomous vehicles, there is a need

to have a plan in place for system communication and integration. The ITS Master Plan was

launched to evaluate the City’s information, communication and technology systems, and to

determine future needs and costs of implementation. The benefits of ITS are wide-ranging and

powerful - creating systems that are fully connected, information-rich, and able to address safety,

mobility, and efficiency. This Plan sets the foundation for the upgrade and expansion of the

City's traffic signal communications network and the development of an ITS Program

(Attachment A).

The City cannot simply build more infrastructure to solve the congestion issues faced today.

Building new roads and dramatically widening the existing arterials is becoming more cost-

prohibitive. A different approach is needed to tackle the traffic congestion and improve mobility.

ITS uses technology - computers, communications, and sensor technologies - to assist and/or to

increase mobility for all users of the transportation network. An example of ITS currently

implemented in San Ramon is the Adaptive Traffic Signal System. It consists of processors,

cameras, and vehicle detector systems, and uses the existing communication system

infrastructure.

While ITS is not a new concept, the ITS Master Plan will provide the City with the tools to

define essential ITS deployment recommendations needed to take full advantage of the City’s

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communication and traffic signal system and proactively manage most traffic operational needs

and mobility challenges within the City. This is first accomplished by connecting traffic signals

and City facilities with a robust fiber optic network, which will provide much needed bandwidth

for video monitoring devices and other traffic sensors.

The benefits of ITS systems are numerous: reduced congestion; improved safety; multimodal

management; improved travel reliability; efficiencies with the fiber connecting City facilities;

traffic signal system capable of connection and coordination with neighboring agencies and

jurisdictions like Caltrans; and assisting emergency responders by providing live video feeds.

The Master Plan process began with an inventory and assessment of the City’s existing

infrastructure. A Needs Assessment workshop was held with key City staff stakeholders from

various departments to establish a vision for the Plan as well as goals. The stakeholders

identified key needs, which would help to shape the recommendations of the Plan. With needs

established, gaps were identified to complete the ITS network to achieve the City’s identified

needs and goals. Strategies were developed to eliminate the gaps and account for planned

communication infrastructure. The overall set of planned communications infrastructure was

divided into segments and prioritized so that the ITS network could be implemented in phases.

The primary goal for the overall Master Plan is to establish a framework from which the City can

plan, design, and implement a comprehensive fiber optic network. This network is for the use by

all City agencies and departments, and will carry the City into the next generation of

communication technologies and tools and beyond.

The recommended priority for the corridor segments are shown in Table 1. The costs were

developed based on the proposed infrastructure for each segment and are planning level

estimates. The prioritization of the segments was based on several factors including the

importance of each corridor with respect to the entire traffic network, number of traffic signals

connected, number of City facilities connected, and costs. Once the Master Plan is approved,

staff will move forward with incorporating the Plan into CIP 5594 to better define/layout the

funding, scope, and timing of projects necessary to complete the ITS Master Plan.

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Table 1: Recommended Project Corridor Segment Priorities

Proposed

Priority

Corridor Name Cost

1 Crow Canyon Road (Bollinger Canyon Road to Indian Rice

Road)

$3.62M

2 Downtown (within Bishop Ranch: Norris Canyon Road, Camino

Ramon, Alcosta Boulevard, Bishop Drive)

$2.92M

3 Bollinger Canyon Road (Talavera Drive to Dougherty Road (N)) $2.30M

4 Dougherty Road (Bollinger Canyon Road to Old Ranch Road)

and Bollinger Canyon Road (Dougherty Road (N) to Dougherty

Road (S))

$3.21M

5 Windemere Parkway and East Branch Parkway $2.05M

6 San Ramon Valley Boulevard North (Deerwood Drive to Hooper

Drive, including Fostoria Way/Crow Canyon Place)

$0.87M

7 Alcosta Boulevard (San Ramon Valley Boulevard to Old Ranch

Road) and Old Ranch Road

$3.12M

8 San Ramon Valley Boulevard South (Bollinger Canyon Road to

Alcosta Boulevard)

$3.12M

9 Alcosta Boulevard (Bollinger Canyon Road to Old Ranch Road) $1.11M

10 Albion Road $1.02M

11 Dougherty Road North (Crow Canyon Road to Bollinger Canyon

Road)

$1.14M

Total $24.48M

The Master Plan is a living document that provides a blueprint and roadmap for ITS deployments

in the City of San Ramon. It should be updated periodically, typically within three to five years,

for changes to the needs and resulting ITS strategies over time as transportation technology

evolves. The update should include any major changes that would significantly change the

course of the plan.

Traffic Network Security Assessment

In parallel with the ITS Master Plan, a Traffic Network Security Assessment was recently

completed for the City of San Ramon (Attachment B). The purpose of the Assessment was to

gain a high level evaluation of the existing conditions of the City’s traffic network and

infrastructure, and obtain recommendations for increased security and future growth. The City’s

traffic network is currently managed through leased DSL connections. Directly connecting the

City’s traffic network to City facilities with fiber optic cable will reduce the traffic network’s

exposure to the internet.

Verizon Fiber Optic Cable Proposal

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MCI/Verizon is planning to install new conduit and fiber optic cable in various locations around

the City. The City Attorney is working with MCI/Verizon to install conduit for the City where

there is currently no conduit, which coincides with the ITS Master Plan’s recommendations for

new conduit and fiber optic cable installation. Further details will be provided to the

Infrastructure Committee by the City Attorney as part of the presentation.

FISCAL ANALYSIS

Funding for this ITS Master Plan is through the Traffic Improvement Fund for $50,000 (CIP

5594). In order to implement this Plan, additional funding through the City’s Capital

Improvement Program (CIP) is necessary. Having an ITS Master Plan in place is the first step in

the long-range plans for improvement and it also increases the City’s chances for grant

eligibility.

Presently, the ITS Master Plan does not have a funding mechanism or authorized funds for future

projects at this time. Once this Plan is approved, staff will prioritize what project within this Plan

should move forward and be incorporated as part of the Five-Year CIP. The IDEA grant project

local match for this fiscal year to implement ATSPMs (CIP 5606) was incorporated into the

Five-Year CIP where the majority of funding is through grants.

STEPS FOLLOWING APPROVAL

1. Incorporate comments from the Infrastructure Committee and include recommendations in

the ITS Master Plan.

2. Present updated report to the TAC.

3. Present to City Council for approval.

4. Incorporate projects into the Five-Year CIP and explore additional grant opportunities.

ATTACHMENT:

A: SAN RAMON ITS MASTER PLAN

B: SAN RAMON - SECURITY ASSESSMENT TECH MEMO

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CITY OF SAN RAMON

INTELLIGENT TRANSPORTATION SYSTEM

MASTER PLAN

FINAL REPORT

Prepared by:

August 2018

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C I T Y O F SA N RA M O N

ITS MA S T E R PL A N

Ex ecut i ve Summary

This ITS Master Plan will serve as the City’s tool to define essential ITS deployment recommendationsneeded to take full advantage of the City’s communication and traffic signal system and to achieve theCity’s Smart City goals. The Master Plan process began with an inventory and assessment of the City’sexisting infrastructure. Then, a Needs Assessment workshop was held with key City Staff Stakeholders fromvarious departments to establish a vision for the plan, as well as goals. The Stakeholders identified keyneeds which would help to shape the recommendations of the plan. With needs established, gaps wereidentified to complete the ITS network to achieve the City’s identified needs and goals. Once gaps wereidentified, strategies were developed to eliminate the gaps and account for planned communicationsinfrastructure. Finally, the overall set of planned communications infrastructure was divided into segmentsand prioritized so that the ITS network could be implemented in phases.

Vision & GoalsThe Vision statement provides the framework for the Master Plan and defines the long-range outlook forthe intelligent transportation system in the City.

· Establish a plan to implement a comprehensive intelligent transportation system network

· Provide reliable and robust connectivity and cost-effective communications solutions for Cityfacilities and designated areas

· Provide intelligent, scalable, and flexible infrastructure

· Provide a roadmap for implementation

· Establish San Ramon as a Smart City

· Welcoming business environment with next-generation technology and connectivity

· Support deployment of future technologies

The primary goal for the overall master plan is to establish a framework from which the City can plan,design, and implement a comprehensive fiber optic network. This network is for the use by all city agenciesand departments, and will carry the city into the next generation of communications technologies and toolsand beyond.

Based on discussions with the stakeholders, the primary objectives of the plan are to:

· Connect existing and future City facilities and provide them with high-speed communications;

· Help set priorities for projects to install the communications infrastructure based on availablefunding;

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· Connect designated areas within the City to the high-speed communications network in orderto help with attracting businesses and development; and

· Reduce overall operating costs, particularly through eliminating the need for leased lineconnections.

Proposed ITS InfrastructureTo achieve the goals and address needs summarized as part of this master plan, this section covers theproposed infrastructure required to achieve this end. Proposed fiber optic infrastructure (conduit andcable routing, etc.) and CCTV cameras are proposed for installation around the City.

The majority of the City’s existing signal interconnect infrastructure is likely suitable for use in deploymentof fiber optic infrastructure. The City of San Ramon’s fiber optic network will consist of two types of fibercables, trunk cables (288-strand single mode fiber optic cable) and distribution cables (48-strand signalmode fiber optic cable). The cable sizes recommended within this Study are anticipated to be sufficientfor the anticipated communication needs of the City, but can be increased or decreased depending on cost,procurement, and timeline for any given corridor or segment of new fiber optic cable to be installed.

The proposed layout of the fiber communication system is intended to form a series of “rings,” also referredto as a ring topology, with main corridors handling most of the trunk cable rings to provide redundancy inthe network. A complete ring will offer an alternate route for the communication of intersections orequipment if there is equipment failure.

There are also new fiber connections proposed to connect existing City facilities and other key areas withinthe City. Figure E-1 shows the locations of City facilities that are proposed to have connectivity to the fiberoptic network.

In addition to communications infrastructure to support the existing traffic signal system and itscomponents, this plan will also recommend the installation of closed circuit television (CCTV) Citywide. Toaddress the City’s and Public Safety Community’s needs and vision, it is recommended in the nearer termto deploy cameras at key intersections. This plan suggests placement at major arterials, key public areas,or maintenance-sensitive areas Citywide. Strategic CCTV placement will help the City to enhance mobility,responsiveness to issues in the network, and will help to standardize traffic operations through the abilityto monitor and diagnose remotely with consistent coverage.

Prioritization of Corridor Segments

The recommended priority for the corridor segments are shown in Table E-1 and in Figure E-1.

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Table E-1: Recommended Project Corridor Segment Priorities

ProposedPriority

Corridor Corridor Name Cost

1 A Crow Canyon Road $3.62M

2 C Downtown $2.92M

3 E Bollinger Canyon Road $2.30M

4 H Dougherty Road and Bollinger Canyon Road $3.21M

5 J Windemere Parkway and East Branch Parkway $2.05M

6 B San Ramon Valley Boulevard North $0.87M

7 K Alcosta Boulevard and Old Ranch Road $3.12M

8 F San Ramon Valley Boulevard South $3.12M

9 G Alcosta Boulevard $1.11M

10 I Albion Road $1.02M

11 D Dougherty Road North $1.23M

Total $24.48M

The costs were developed based on the proposed infrastructure for each segment and are planning levelestimates. The prioritization of the segments was based on several factors including the importance ofeach corridor with respect to the entire traffic network, number of traffic signals connected, number ofCity facilities connected and costs.

The Crow Canyon Road corridor is a key access point to the business districts in San Ramon and has thehighest number of signals for integration. This corridor is also adjacent the City’s Public Works office,which will likely be where network equipment will be located, thus making it the number one priority fordeployment of the main system equipment. The Downtown and Bollinger Segments are prioritized nextfor similar reasons, and because both segments act as connectors to the rest of the City’s future network.The projects are further prioritized from there into the areas with the maximum impact for business andCity facilities, while prioritizing remote residential areas on a lower basis.

Plan Updates

This Master Plan is a living document that provides a blueprint and roadmap for ITS deployments in theCity of San Ramon. As such, it should be updated periodically for changes to the needs and resulting ITSstrategies over time as transportation technology evolves. Moreover, the update should include anymajor changes that would significantly change the course of the plan, and should occur typically within athree- to five-year timeframe.

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F IGURE E-1 RECOMMENDED PRIORITY FOR CORRIDOR SEGMENTS

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Tabl e of Cont ents1. Introduction ................................................................................................................................................. 1

1.1. Purpose of Document ......................................................................................................................... 1

1.2. Plan Development Process ................................................................................................................. 1

2. Vision, Goals, and Objectives ...................................................................................................................... 3

2.1 Vision.................................................................................................................................................... 3

2.2 Needs, Goals and Objectives .............................................................................................................. 3

3. Needs Assessment ....................................................................................................................................... 5

3.1 Infrastructure ...................................................................................................................................... 5

3.2 Operations and Management ............................................................................................................ 6

3.3 External Public Agency Communications ........................................................................................... 6

4. Existing ITS Infrastructure ........................................................................................................................... 7

4.1 Central Traffic Signal Systems ............................................................................................................. 7

4.2 Traffic Signal Communications Network ............................................................................................ 7

4.3 Traffic Signals ....................................................................................................................................... 8

4.4 Traffic Signal Coordination.................................................................................................................. 8

4.5 Detection ............................................................................................................................................. 8

4.6 Flashers ................................................................................................................................................ 8

4.7 Emergency Vehicle Preemption ......................................................................................................... 8

5. Proposed ITS Infrastructure ...................................................................................................................... 10

5.1 Fiber Optic Network .......................................................................................................................... 10

5.2 CCTV Cameras ................................................................................................................................... 11

5.3 Connected and Autonomous Vehicles ............................................................................................. 12

5.4 Bandwidth Demand for Devices ....................................................................................................... 15

5.5 Innovative Deployments to Enhance Arterials (IDEA) Grant .......................................................... 17

5.6 Wireless Communications ................................................................................................................ 17

5.7 Detection ........................................................................................................................................... 18

6. Infrastructure Gaps ................................................................................................................................... 20

6.1 Conduit System ................................................................................................................................. 20

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6.2 City Facility Connections ................................................................................................................... 20

6.3 Operations and Management .......................................................................................................... 21

7. Prioritization of Projects ............................................................................................................................ 24

7.1 Project Corridor Segments................................................................................................................ 24

7.2 Order of Magnitude Estimates of Cost ............................................................................................ 27

7.3 Prioritization of Corridor Segments.................................................................................................. 28

Appendices ......................................................................................................................................................... 31

Fi gures

Figure 1: Plan Development Process .................................................................................................................. 2

Figure 2: Existing ITS Infrastructure .................................................................................................................... 9

Figure 3: Proposed and Planned ITS Infrastructure ......................................................................................... 19

Figure 4: ITS Infrastructure Gaps ...................................................................................................................... 23

Figure 5: Project Corridor Segments ................................................................................................................. 26

Figure 6: Recommended Priority for Corridor Segments ................................................................................ 31

Tabl es

Table 1: Levels of Automation for Autonomous Vehicles ............................................................................... 14

Table 2: Bandwidth Demand for Field Devices ................................................................................................ 16

Table 3: Project Corridor Segments .................................................................................................................. 25

Table 4: Order of Magnitude Costs Estimates for ITS Improvements ............................................................ 27

Table 5: Recommendations for Prioritizing Corridor Segments ...................................................................... 29

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1 . Introdu ct ion

The City of San Ramon is embarking on an effort to begin the implementation of advanced systems tocontinue to support traffic and transportation operations and management within the City. This effort ispart of a greater goal to procure and deploy a complete, economical, efficient, and reliable IntelligentTransportation System (ITS). The City has an immediate need to evaluate and upgrade the communicationinfrastructure, which will require the most level of effort in the preparation of the City’s ITS Master Plan.

The Intelligent Transportation System Master Plan will serve as the City’s tool to identify needed resources,and a general strategy for procuring and deploying them.

The Master Plan process began by preparing a technical memorandum and map to summarize the City’sexisting communications network and ITS infrastructure. Following initial data gathering, input fromstakeholders was assembled at stakeholder needs assessment workshops, which shaped the vision, goals,and needs of the intelligent transportation network in the City from multiple perspectives.

Lastly, existing infrastructure opportunities and gaps were identified through a gap analysis and strategieswere developed to eliminate communication gaps and account for planned communications and ITSinfrastructure, as well as other key infrastructure identified as part of the needs assessment.

1.1. Purpose of Document

The purpose of this document is to present the Vision statement for the ITS Master Plan, a summary of thefindings from a needs assessment of various City departments, a gap analysis of the currentcommunications and ITS network, and recommendations on how to procure and deploy a desired fiberoptic infrastructure connecting to City ITS devices and City facilities. The organization of the report is asfollows:

· Vision, Goals, and Objectives· Needs Assessment· Existing ITS Infrastructure· Proposed ITS Infrastructure· Gap Analysis· Recommendations and Strategies

1.2. Plan Development Process

The Plan was developed primarily based on an assessment of the City’s existing traffic signalcommunications infrastructure and stakeholder outreach. Through stakeholder meetings, thedevelopment of the plan started with the overall vision followed by the needs and gaps, resulting in the

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development of proposed infrastructure improvements to satisfy the needs and close the gaps. Figure 1illustrates this process.

Figure 1 – Plan Development Process

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2 . V is ion , Goals , and Object ives

2.1 Vision

The Vision statement provides the framework for the Master Plan and defines the long-range outlook forthe intelligent transportation system in the City.

· Establish a plan to implement a comprehensive Intelligent Transportation System network

· Provide reliable and robust connectivity and cost-effective communications solutions for Cityfacilities and designated areas

· Provide intelligent, scalable, and flexible infrastructure

· Provide a roadmap for implementation

· Establish San Ramon as a Smart City1

· Welcoming business environment with next-generation technology and connectivity

· Support deployment of future technologies

In becoming a Smart City, the City stands to realize certain benefits including the implementation of anintegrated set of systems and processes in public administration that streamline and optimize theallocation of resources using technological tools. The utilization of technological tools will help monitorpublic services, inform citizens and interact with the municipality when addressing concrete urban issuesand produce performance indicators that help measure, benchmark, and improve public policy.

2.2 Needs, Goals and Objectives

A needs assessment was conducted with the City’s Traffic Engineering group and key City departmentstakeholders to identify both current and possible future needs for ITS infrastructure and operations,communications connections to City and outside facilities, communications with external agency andprivate entities, and cost considerations. The needs assessment workshop was attended by representativesfrom the following City of San Ramon Stakeholders:

· Traffic Engineering Division

· Police Department

· IT Department

· Fire Department

1 Smart Cities are Cities that have “developed some technological infrastructure that enables it to collect, aggregate,and analyze real-time data, and has made a concerted effort to use that data to improve the lives of residents.” Source:National League of Cities publication Trends in Smart City Development, 2016.

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· Parks & Recreation Department· Public Services Division

The primary goal for the overall Master Plan is to establish a framework from which the City can plan,design, and implement a comprehensive fiber optic network. This network is for the use by all city agenciesand departments, and will carry the City into the next generation of communications technologies and toolsand beyond.

Based on discussions with the stakeholders, the primary objectives of the plan are to:

· Connect existing and future City facilities and provide them with high-speed communications;

· Help set priorities for projects to install the communications infrastructure based on availablefunding;

· Connect designated areas within the City to the high-speed communications network to helpwith attracting businesses and development; and

· Reduce overall operating costs, particularly through eliminating the need for leased lineconnections.

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3 . Ne eds As sess ment

This section presents a summary of the needs for a future fiber optic network and ITS field devices for theCity of San Ramon. The needs were developed based on input from the City stakeholders and aresummarized into three categories, including:

· Infrastructure

· Operations

· External Public Agency Communications

The needs associated under each of these categories are summarized below.

3.1 Infrastructure

1. There is a need to achieve a high security and tamper-proof network with an establishedcommunications infrastructure that can support the increasing bandwidth needs of the Citydepartments including Traffic, Police, and Fire.

2. There is a need to create a robust CCTV camera system with real-time video feeds and storagecapabilities for shared use amongst the City departments. This includes the installation of camerason all traffic signals.

3. There is a need to develop a more reliable communications network and infrastructure connectingCity facilities throughout the City in order to improve the existing general operations and securityat these locations.

4. There is a need to connect existing cameras which are mounted on city infrastructure andconnected by cellular connections to a fiber infrastructure that will allow live video feeds andcentral storage in order to reduce recurring costs for the communications.

5. There is a need to transfer credit card processing systems from mobile devices’ network to a highsecurity and tamper-proof fiber network.

6. There is a need to move the Police and Fire Department’s dual-card mobile services to a morereliable and higher bandwidth citywide fiber network.

7. There is a need to directly connect the Police Department Dispatch Center to a City-owned fiberinfrastructure.

8. There is a need for a fiber optic infrastructure to support the implementation of connected vehiclesand autonomous vehicles, which are expected to be prevalent in the City in the near future.

9. There is a need to connect newly planned GPS/Strobe-based emergency vehicle preemption(Opticom) being installed around the City.

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10. There is a need to connect to remote facilities and dead spots, such as locations in the DoughertyValley.

3.2 Operations and Management

1. There is a need for a redundant, stable, reliable, fast, and interconnected fiber network betweenthe City facilities that could service and accommodate the City’s increasing bandwidth needs.

2. There is a need to increase the data transfer speed and capacity in the field to allow the inspectioncrew workers to download/upload information from/to the City in a timely manner.

3. There is a possible need to connect the City-owned Smart Street Lights (Echelon/Hubble) to fiberfor better monitoring and control remotely.

4. There is a need to connect to fiber to facilitate network maintenance, operation, and managementservices provided by the IT department.

5. There is a need to install a new fiber infrastructure to reduce maintenance expenses related toPublic Works maintenance services in the City.

6. There is a need for performance monitoring and data collection Citywide.

7. There is a possible need to communicate to water pumps in the field through Wi-Fi systems toreceive data remotely.

3.3 External Public Agency Communications

1. There is a potential need for the City Traffic Engineering Division to exchange real-time informationwith Caltrans, Contra Costa Transportation Authority (CCTA), Traffic Communications Centers inContra Costa and Alameda Counties, and neighboring cities of Dublin and Danville.

2. There is a need for the Police Department to connect to neighboring cities and develop strongbackup arrangements in case of emergencies.

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4 . Ex i st ing ITS Infrastructur e

Kimley-Horn has reviewed and inventoried the City’s existing communications infrastructure and existingCity facilities. This section provides a summary of the City’s infrastructure and the existing facilities. Figure2 provides an overall illustration of the existing traffic communications infrastructure, which includescentral traffic signal systems, a copper communications network, signals, adaptive control, detection,flashers, and emergency vehicle preemption.

4.1 Central Traffic Signal Systems

The City currently operates three central systems for traffic signals: InSync, TrafficView, and MaxView. TheInSync system communicates with the traffic controllers with the adaptive upgrades; the TrafficViewsystem communicates with traffic controllers running Wapiti software; and the MaxView systemcommunicates with traffic controllers running MaxTime software. The MaxView and TrafficView centralsystems do not communicate with Caltrans’ signals running C8 or Safetran software. The InSync adaptivesystem manipulates the four Caltrans signal controllers in the adaptive Crow Canyon and Bollinger Canyoncorridors.

4.2 Traffic Signal Communications Network

The City’s existing traffic signal communications network consists of a combination of wireless radio andcopper signal interconnect. Currently, 96 of the City’s 99 existing City traffic signals are interconnected.There are also six Caltrans intersections which are not interconnected to the City’s signal system.

Most of the existing traffic signals that are connected to the Central Traffic Signal Systems are connectedvia copper signal interconnect cables in underground conduit. There is an existing wireless radio link thatconnects three traffic signals along Old Ranch Road between Dougherty Road and Vista Monte Road, anda second that connects San Ramon Valley Boulevard/Alcosta Boulevard with the Alcosta network.

There are five existing field masters that are connected to the central systems, three of them connectedvia leased lines, while one is connected via traffic signal interconnect cable (copper). In addition, the trafficsignals operating under the MaxView system are connected to that central system via a cell modem. Thelocations of the field masters and cell modems are shown in the overall map.

The existing underground conduits vary in sizes (two to four inches) with pull boxes installed approximatelyevery 200 to 300 feet. The conduits carry from one to three interconnect cables.

Refer to Figure 2 for more information on the traffic signal communications network and infrastructure.

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4.3 Traffic Signals

The City’s traffic signal system consists of a total of 105 traffic signals within the City limits. Six signals areowned, operated, and maintained by Caltrans. The remaining 99 signals are owned, operated, andmaintained by the City of San Ramon.

Approximately 80% of the City’s traffic signals are controlled using Model 170E controllers using Wapitisoftware. The remaining signals have Model 2070 and 2070 ATC controllers using MaxTime or Apogeesoftware. The six Caltrans signals use C8 software. All the intersections have Type 332 cabinets. Refer toAppendix A for more detailed controller and software information.

4.4 Traffic Signal Coordination

The City’s signal system also includes the implementation of the InSync Adaptive Traffic Signal System,which was installed in 2010. The City currently has 18 signals operating under adaptive control, includingfour Caltrans’ traffic signals along Crow Canyon Road and Bollinger Canyon Road. Outside of the adaptivesystem, most of the other traffic signals in the Crow Canyon Road and Bollinger Canyon Road corridorsoperate under time-of-day coordination.

4.5 Detection

The City currently utilizes in-pavement loop detectors at a majority of intersections. Video detection hasbeen implemented on select legs at some intersections due to pavement constraints. Bicycle loopdetection has also been implemented at a majority of the intersections. Refer to Appendix A forintersections operating with video detection.

4.6 Flashers

The City has approximately 26 locations with flashers. Flashers are installed in advance of pedestriancrossings, at school zone speed limit signs, at advisory speed signs,and for signal ahead notifications. The flashers are coupled withlighted crosswalks, which utilize in-pavement flashers and lightedsigns. Some locations have RRFBs in advance of the crosswalk aswell. Refer to Appendix B for an inventory listing of the flashers.

4.7 Emergency Vehicle Preemption

The City currently has Emergency Vehicle Preemption (EVP)operating at all signalized intersections. The EVP system is theOpticom system. The City is currently upgrading to a GPS-basedOpticom system. EVP Detector

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F IGURE 2: EXISTING ITS INFRASTRUCTURE

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5 . Proposed ITS In frastructure

To achieve the goals and address needs summarized as part of this Master Plan, this section covers theproposed infrastructure required to achieve this end. Proposed fiber optic infrastructure (conduit andcable routing, etc.) and CCTV cameras are proposed for installation around the City. The graphic layout ofthe proposed infrastructure is presented in Figure 3.

There are several key reasons for implementing a fiber optic network, which includes, but is not limited to:

• New technologies/applications require the bandwidth and reliability of fiber

• City’s existing communications infrastructure is outdated and not expandable

• Replacing existing leased connections – cost savings

• Fiber offers better management and control of essential communications assets

• Highly applicable to emerging industries - higher speeds than currently available from ISPs(Comcast, etc.)

• Investment in Community - enterprise-ready network connections to attract businesses

• Potential to lease out dark fiber – revenue generator

5.1 Fiber Optic Network

The majority of the City’s existing signal interconnect infrastructure is likely suitable for use in deploymentof fiber optic infrastructure. This will include the replacement of the existing copper signal interconnectwith fiber optic cable, and adjustment of other structures, such as the conduit sweeps into the pull boxesand pull boxes themselves, as well as installation of new conduit.

Fiber Optic Cable

The City of San Ramon’s proposed fiber optic network will consist of two types of fiber cables, trunk cables(minimum 288-strand single mode fiber optic cable) and distribution cables (minimum 48-strand signalmode fiber optic cable). The cable sizes recommended within this Study are anticipated to be sufficientfor the anticipated communication needs of the City, but may be increased or decreased depending oncost, procurement, and timeline for any given corridor or segment of new fiber optic cable to be installed.

Trunk cables are recommended to be 288-strand cables to allow for expansion of the system, as well as thepossibility of private use (i.e. leasing dark, unused fiber) in the future. Many cities and counties choose toallocate fiber to share with partner agencies as well, and extra capacity will allow for these possibilities inthe future. The distribution cables, also referred to as branch cables, are recommended to be 48-strandcables. Like the larger trunk cables, sufficiently large branch cables will enable additional connections inthe future, such as connection of City facilities in all parts of the City, including more remote areas.

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Fiber Optic Cable Routing

The proposed layout of the fiber communication system isintended to form a series of “rings,” also referred to as a ringtopology, with main corridors handling most of the trunkcable rings to provide redundancy in the network. This isespecially important in the event of a severed trunk cable orequipment failure. A complete ring will offer an alternateroute for the communication of intersections or equipmenton either side of the break.

The proposed layout also includes some rings formed withthe branch cable connections, further securing theinfrastructure on those more minor rings against failure.Those rings may not be recommended as trunk cables dueto their remoteness or lack of City need for connection (i.e.strictly residential neighborhoods), and are thusrecommended to be equipped with distribution sizedcables. The remaining distribution cables will not provideredundant rings connections, and behave more as their“branch” name suggests: as a connection to more remote areas away from the central trunk rings.

5.2 CCTV Cameras

In addition to communications infrastructure to support the existing trafficsignal system and its components, this plan also recommends theinstallation of closed circuit television (CCTV) Citywide. To address theCity’s and Public Safety Community’s needs and vision, it is recommendedin the nearer term to deploy cameras at key intersections.

The use of CCTV cameras provides several key benefits to the City includingthe ability to positively identify and verify incidents along roadways and atintersections, confirming problems at traffic signals remotely (e.g., if atraffic signal head bulb is out, or if a signal phase is not being serviced)without the need to travel to the location, which requires valuable stafftime and resources and to monitor traffic flow along key arterials to trackand fine tune traffic signal coordination.

Strategic CCTV placement will help the City to enhance mobility, improve responsiveness to issues in thenetwork, and help to standardize traffic operations through the ability to monitor and diagnose remotelywith consistent coverage.

Fiber Optic Cable Components

CCTV Camera

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This Plan suggests placement at major arterials, key public areas, or maintenance-sensitive areas citywide.

It should also be noted that CCTV cameras will likely utilize most of the bandwidth on the communicationsnetwork (approximately six Mbps per camera), and thus should be planned for such that sufficient fiberstrands exist for the intended number and placement of the CCTVs around the City and along thecommunications network.

With the deployment of field CCTV cameras, there will be a need for a central Video Management Systemto manage, distribute, and route the video streams from the CCTV cameras. The Video ManagementSystem will be modular and be expanded as the ITS network expands, i.e., the first set of CCTV cameras willrequire a certain number of video management system servers and licenses that will be expanded as moreCCTV cameras are installed.

5.3 Connected and Autonomous Vehicles

The City is at the forefront of connected automated vehicle technologies with the autonomous shuttle thatis currently operating in the Bishop Ranch area. The shuttle has been undergoing testing on a route thatincludes private and public roads, but presently does not travel through any traffic signals. The next stepin the routing of this shuttle is to travel along public roads with traffic signals. Operating this shuttlerequires several distinct technologies that must all work together, especially when traveling through trafficsignals.

The use of connected vehicles and technology will provide several benefits to the City. This includesbenefits in the areas of Safety, Mobility, and the Environment. More specifically, connected vehicles

provide the following benefits:2

Safety

Reductions in crashes with combinations of safety and road weather applications including:

• Red Light Violation Warning and Pedestrian in Signalized Crosswalk Warnings

• Curve Speed Warnings

• Weather Warnings

Mobility

Applications that are effective in prioritizing signal timing and reducing travel time and overall delaywith the following:

• Combinations of signal control applications such as Intelligent Traffic Signal Systems, TransitSignal Priority, and Freight Signal Priority

• The Incident Scene Pre-Arrival Staging Guidance for Emergency Responders

2 Source: USDOT report, Estimated Benefits of Connected Vehicle Applications: Dynamic Mobility Applications, AERIS, V2ISafety, and Road Weather Management, August 2015

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• Cooperative adaptive cruise control and speed harmonization

Environmental

Applications have potential congestion and lane management capabilities and can reduce fuelconsumption and emissions through:

• Optimized signal operations and freeway lane management applications

• Low Emissions Zone applications

What is a Connected Vehicle?

Connected Vehicle (CV) technology will enable cars, trucks, buses, and other vehicles to “talk” to eachother, to infrastructure (traffic signals), and with other road users (pedestrians with compatiblesmartphones) using built-in, or add-on devices that continuously share important safety and mobilityinformation. CV technology enables communications among vehicles, infrastructure, and personalcommunications devices operated by passengers, pedestrians, bicyclists, or other road users.

While many existing wireless technologies can support a range of CV operations, including cellular networksand Wi-Fi, safety-related systems for CV technology will likely be based on Dedicated Short-RangeCommunications (DSRC), a technology similar to Wi-Fi but optimized to be fast, secure, reliable, and notvulnerable to interference. Wireless 5G is another technology that is currently being tested for CVoperations.

Connected vehicles are vehicles that use any number of different communication technologies to providecommunications between the vehicle, the driver, and other elements. Listed below are the types ofcommunications under Connected Vehicles:

· V2I – Vehicle-to-Infrastructure (roadside infrastructure such as traffic signals)

· V2V – Vehicle-to-Vehicle

· V2C – Vehicle-to-Cloud

· V2P – Vehicle-to-Pedestrian

· V2X – Vehicle-to-Everything

Vehicle-to-Infrastructure (V2I) is the next generation of Intelligent Transportation Systems where V2Itechnologies capture vehicle-generated traffic data, wirelessly providing information such as advisories tothe vehicle to inform the driver of safety, mobility, or environment-related conditions. The current thinkingis that agencies will install V2I infrastructure alongside or integrated with existing ITS equipment. Becauseof this, the majority of V2I deployments may qualify for similar federal-aid programs as ITS deployments, ifthe deploying agency meets certain eligibility requirements.

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What is an Autonomous Vehicle?

Autonomous Vehicles (AV) operate with little to no human input. At least some aspect of a safety- criticalcontrol function (e.g., steering, throttle, or braking) occurs without direct driver input. Using a variety oftechnologies, they detect their surroundings and interpret the sensory information to identify appropriatenavigation paths, potential obstacles and signage. AVs may use only conventional on-board vehicle sensorsor may also be connected (i.e., use communications systems such as CV technology, in which cars, roadsideinfrastructure, and other roadway users communicate wirelessly). Vehicle connectivity is important torealizing the full potential benefits of AVs. Autonomous and Driverless Vehicles perform their functionsbased on the following:

· Array of sensors to detect other vehicles and obstacles

· Requires a detailed map

· Uses machine learning to make its software smarter

· Doesn’t rely on communications with other vehicles

A key element with autonomous vehicles traveling on public roads is the recognition of traffic signals andtheir indications. There is technology that enables traffic signals to provide real-time data on currentsignal timing such as which movements are green and red. This will be essential to operatingautonomous vehicles on the City’s streets.

Levels of Automation

Fully automated, autonomous, or “self-driving” vehicles are defined by the U.S. Department ofTransportation's National Highway Traffic Safety Administration (NHTSA) as “those in which operation ofthe vehicle occurs without direct driver input to control the steering, acceleration, and braking and aredesigned so that the driver is not expected to constantly monitor the roadway while operating in self-driving mode.” There have been multiple definitions for various levels of automation, for the sake ofstandardization, and to aid clarity and consistency, NHTSA has adopted the SAE International definitionsfor levels of automation. These definitions divide vehicles into levels based on “who does what, when.”

Table 1: Levels of Automation for Autonomous Vehicles

Level Description

Level 0 The human driver does all the driving.

Level 1 An Advanced Driver Assistance System (ADAS) on the vehicle canassist the human driver with either steering or braking/accelerating.

Level 2 An ADAS on the vehicle can control both steering andbraking/accelerating under some circumstances. The human drivermust continue to pay full attention (“monitor the drivingenvironment”) at all times and perform the rest of the driving task.

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Table 1: Levels of Automation for Autonomous Vehicles

Level Description

Level 3 An Automated Driving System (ADS) on the vehicle can perform allaspects of the driving task under some circumstances. The humandriver must be ready to take back control at any time the ADSrequests the human driver to do so. In all other circumstances, thehuman driver performs the driving task.

Level 4 An ADS on the vehicle can itself perform all driving tasks and monitorthe driving environment – essentially, do all the driving – in certaincircumstances. The human need not pay attention in thosecircumstances.

Level 5 An ADS on the vehicle can do all the driving in all circumstances. Thehuman occupants are just passengers and need never be involved indriving.

Source: National Highway Traffic Safety Administration (NHTSA)

Existing Autonomous Shuttle

There is an autonomous shuttle vehicle that is currently being tested for service in the Bishop Ranch area.This shuttle is fully-autonomous traveling on public and private roads that do not have any traffic signals.The next phase of this shuttle’s route will be to travel on public roads with traffic signals. In this scenario,there will be a need to equip the traffic signals with new devices that will be able to communicate with theshuttle to exchange real-time signal timing status. At a minimum, the type of data that is needed includesthe Signal Phasing and Timing (SPaT) data, which is currently available with most of the traffic signalcontroller vendors.

CV/AV and the ITS Master Plan

While there are still many unknowns and unproven technologies for connected and autonomous vehicles,this Master Plan incorporates this future technology in the Vehicle-to-Infrastructure (V2I) category whereadditional field equipment will be installed at the traffic signals (existing and future) as well as some levelof integration with the central systems. This could include additional standalone processors and/orembedded processors within the traffic signal controller, and additional software and integration with theCity’s Traffic Signal Systems. This additional equipment is primarily reflected in the cost estimates for theproject corridor segments and is assumed to be ultimately installed at all City traffic signals.

5.4 Bandwidth Demand for Devices

There are different types of devices that will be able to utilize an ITS fiber optic network. These devicesinclude, but are not limited to:

· Traffic controllers· Sensors to measure traffic volumes

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· Connected Vehicle Roadside Units· CCTV cameras· Transit Signal Priority (TSP) Units· Local weather control sensors· Changeable Message Signs (CMS)· Extinguishable Message Signs (EMS)· Parking management units· Wireless routers (aggregation points)· Video detection cameras· Bluetooth Readers· Connected Vehicle Roadside Equipment (DSRC or 5G)

These devices will consume a certain amount of bandwidth for transferring data, with the video from CCTVcameras requiring the most bandwidth. Table 1 presents a summary of the bandwidth demand of variousfield devices, which are typically installed at signalized intersections.

Table 2: Bandwidth Demand for Various Field Devices

System Component Device Per Unit Bandwidth SteadyDemand (Mbps)

Traffic Management

Traffic Signal Controller 0.20

Uninterruptible Power Supply (UPS) 0.05

Conflict Monitor Unit (CMU)/Malfunction Management Unit (MMU)

0.05

Transit Signal Priority (TSP) Unit 0.10

Monitoring andSurveillance

Video Detection Camera 8.00 1

Microwave Detectors 0.10

CCTV Camera (high definition) 6.00 2

License Plate Reader Camera 6.00 2

Bluetooth Detectors 0.10

Connected Vehicle Road Side Unit (DSRC) 6.00 3

Control Local Weather Control Sensors 0.10

Parking Management Parking Monitoring Devices 1.00

En-Route TravelerInformation Device

Changeable Message Sign (CMS) 0.05

1. Assumes up to four cameras with video compression.

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2. Assumes some compression of the video streams. With more compression, bandwidth can be reduced significantly, but the resolution and video frame rate functions will be affected.3. Assumes real-time transfer of data that is collected from the roadside units.

These device bandwidths are provided for information on the what demands can be expected on an ITScommunications network. It should be noted that with a fiber optic network, the limitations on bandwidthis strictly a function of the communications end equipment and not the fiber optic cables. This Master Planidentifies the recommended fiber optic infrastructure. Depending on the specific devices and services thatare connected to and utilize the fiber optic network, the communications network equipment will need tobe sized accordingly based on the connected devices and services.

5.5 Innovative Deployments to Enhance Arterials (IDEA) Grant

The City of San Ramon, in partnership with Contra Costa County Transit Authority and the San Ramon PoliceDepartment, was recently awarded an IDEA Grant from the Metropolitan Transportation Commission(MTC). As part of the category 1 projects, the City proposes to implement Automated Traffic SignalPerformance Measures (ATSPM) along two critical regional arterials within San Ramon: Bollinger CanyonRoad and Crow Canyon Road. The proposed project also upgrades existing traffic signal controllers tonewer, modern controllers. The project also involves the installation of advanced detection systems toinclude bicycle lane detection and improved video monitoring capabilities. The City is deploying a newATSPM system for reporting and data analysis, with plans to use this new system for enhanced performancemonitoring, traffic conditions monitoring, performing before and after studies, and sharing data amongpartner agencies. Figure 6 depicts the intersections that will undergo improvements as part of thisprogram.

5.6 Wireless Communications

Due to the high costs and funding challenges involved with the preferred fiber optic cable network, manymunicipalities have successfully deployed lower-cost wireless communications technologies to fillcommunications needs. Wireless systems offer the advantage of fairly high-capacity bandwidth at distancesof up to 20 miles. However, they require unobstructed lines of sight between antennas in order to achievebest results. They are also susceptible to interference from a variety of sources and require considerablymore maintenance than underground cable systems. Although they cannot match in speed and capacity offiber optic interconnect, this alternative can provide satisfactory communications to meet short-termneeds at a very low cost. Inexpensive wireless options available to the City include:

· Leased wireless (cellular) technology such as that commonly used in smartphones.· Private wireless technology that uses radio signals between points with mounted radios and

antennas that transmit and receive data between strategic points.

The leased wireless option requires the procurement of services from a cellular provider with service levelagreements on the performance of the wireless connection (e.g., bandwidth). For the private wirelessoption, there are licensed and unlicensed radio spectrum that can be used. It is fairly common for traffic

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signal and ITS networks to utilize the unlicensed spectrum, particularly the frequencies in the ISM(Industrial, Scientific, and Medical) bands.

The City of San Ramon already possesses the following assets that offer unique opportunities to exploitwireless solutions. Some examples are listed below:

· The natural topography of the San Ramon Valley and Dougherty Valley has a number of elevatedpositions on adjacent hills that offer potentially advantageous positions for wireless radiotransmission.

· Many excellent broadcasting positions are already occupied by towers constructed and operatedby the East Bay Regional Communications System Authority (EBRCSA). Opportunities may exist toutilize some existing towers outside of the City limits or within the City at existing Fire Stationtowers.

· Fifteen of the City's signals on Bollinger Canyon Road in Dougherty Valley currently communicatethrough a cellular modem. Monthly charges apply, but these costs may prove cost-effective forsome segments of the system.

· The City's Public Works Maintenance Department controls the City’s entire irrigation systemthrough multiple wireless networks. The system was upgraded many years ago from analogtelephone modem control. Opportunities may exist to either convert some of the formertelephone service locations to allow internet access to the traffic signal network or to utilize otherabandoned irrigation infrastructure to close gaps in the traffic signal network.

An interim wireless communication plan may be feasible to provide for the City’s traffic engineeringcommunications needs until the entire fiber optic communications network can be completed. City staffwill collaborate with EBRCSA to determine the most cost-effective approach to an interim wirelessinfrastructure plan.

5.7 Detection

The City currently uses pavement loops for a majority of the traffic signals. However, video detection hasalso been implemented on select intersection legs at a few intersections. Given the progress that videodetection has made over the years including accuracy and reliability that are nearly comparable withpavement loops, the City should consider implementing video detection more citywide. The use ofpavement loops has been assumed for the Plan, but as video detection continues to improve in accuracyand reliability, it should be considered and would have the benefit of cost savings and improved flexibilityduring construction (i.e., no need to re-cut loops when moving lanes).

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ITS MA S T E R PL A N..

F IGURE 3: PROPOSED & PLANNED ITS INFRASTRUCTURE

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6 . In frastru cture Gaps

Based on the existing and proposed communications system, there is new infrastructure that is necessaryto accommodate the proposed fiber optic communications system. This primarily consists of theinstallation of new conduits and pull boxes as well as the fiber optic cables and associated fiber opticelements (e.g., splice cases).

Figure 4 provides an overview of the conduit infrastructure improvements that are necessary in order toaccommodate the proposed fiber optic communications system. It should be noted that in the segmentalong Alcosta Boulevard between Montevideo and Old Ranch, this connection would be primarily forredundancy of the fiber network.

The existing conduit system travels along major corridors and main areas in the City and should satisfy thebandwidth need to operate the traffic signals and other associated ITS field devices. However, if fiberinstallation were to be limited by existing infrastructure, fiber will not be accessible by City facilities withhigh bandwidth demand needs based on the needs assessment.

The existing communication gaps are identified and fiber optic routing opportunities are proposed toeliminate these gaps.

6.1 Conduit System

The existing traffic communications conduit system consists of conduits 2 inches, 3 inches, and 4 inches indiameter. In order to provide capacity for future demand, new conduit required for the communicationssystem should be minimum 3” in diameter. This allows for additional cables to be installed in the system asneeded in the future.

In addition to conduit installation and replacement, the system will require new pull boxes and splice vaultsto be fiber-ready. Fiber optic cable has minimum bending radii that must not be exceeded in order to avoiddamage to the fiber. The minimum bending radii increases with the diameter of the cable meaning largercables require larger pull boxes and vaults to protect the cable and provide space for coiling of the cables.Most of the existing pull boxes in the interconnect system will need to be replaced with larger boxes. Also,splice vaults and closures will need to be installed at all points that require splicing to the fiber trunk line.

6.2 City Facility Connections

The City has a variety of facilities spread around the City that may benefit from fiber optic interconnection.Most of the facilities are in close proximity to the plan fiber trunk line. These facilities require a modestamount of conduit, pull box, and fiber optic cable infrastructure to make the connections to the fiber opticsystem.

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The following facilities are proposed for fiber connections:

· San Ramon City Hall

· San Ramon Community Center and Central Park

· San Ramon Police Department and City Offices

· San Ramon Service Center

· Dougherty Valley Service Center

· San Ramon Valley Fire Protection District– Fire Station 29– Fire Station 30– Fire Station 34

· Alcosta Senior Center

· Dougherty Station Community Center and Library

· San Ramon Public Library

· Dougherty Valley Performing Arts Center and Aquatic Center

· Amador Rancho Community Center and Park

· San Ramon Sports Park

· Arlington Park

· Hidden Valley Park

· Athan Downs

· Tassajara Stage Area

· San Ramon Valley Unified School District (includes all schools)

· Forest Home Farms

Each of the maps in this report show the locations of City facilities that are proposed to have connectivityto the fiber optic network. One of the benefits and potential outcomes is to identify components that servethese agencies for cost-sharing.

6.3 Operations and Management

To ensure proper performance of the fiber network, some form of maintenance will need to occur to repairany problems with the fiber network. One benefit of a fiber network is the relatively low amount ofmaintenance needed to keep the system up and running. The system should work properly unless there isspecific damage that occurs somewhere in the network. The main maintenance will stem from breaks thatoccur in the fiber due to damage to infrastructure like conduit or poles, or any damage to the endequipment, such as a splice cabinet knockdown or a patch panel disconnection.

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There are a few options for maintenance on the equipment located in the field, such as the fiber opticcables, splice cabinets, and CCTV cameras. The City could hire a full-time field technician to make anyrepairs necessary. Using the City’s workforce will require new skills and a training program for staff.Additionally, new fiber optic equipment and precision tools will be necessary including test kits, splicingequipment, and other tools for troubleshooting and making repairs.

As there will likely not be enough work to keep a City field technician busy full time, another option wouldbe to hire an external contractor on an on-call basis. This could either be a field technician from anotheragency or a third-party licensed contractor. By this method, the City would have an outside source readyto troubleshoot any problems that occur and pay them on a case-by-case basis, as opposed to employinga full-time employee.

If the City decides to lease fiber strands out to commercial clients for internet access, the City will needstaff resources in place to manage the billings for commercial client use of the fiber. Depending on howextensive the services become and how many commercial clients wish to use the fiber network, this taskcould require hiring new full-time staff, but it would likely become a responsibility for a current staffmember.

With the addition of CCTV cameras to the City’s ITS network, there will be a need for a Video ManagementSystem that will serve to operate and manage the video feeds of the CCTV cameras. This includes managingthe addresses and names of the cameras, routing video streams to the appropriate computers, displays, oreven other systems, and enabling video “preset views” so the City can effectively monitor traffic conditions.An example is the Video Management System would be able to pull up and organize all of the camerasalong Crow Canyon Road so the City can monitor the corridor with the click of a preset view.

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F IGURE 4: ITS INFRASTRUCTURE GAPS

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7 . Pr ior i t i zat ion of Pro jects

7.1 Project Corridor Segments

The project corridors were divided into shorter segments based on several different factors including thenumber of traffic signals, number of planned CCTVs, number of flashers, number of City facilities andgeneral limits for providing connectivity of the City’s major arterials and facilities. Based on these factors,the City’s corridors were divided into nine segments:

· Segment A: Crow Canyon Road – between Bollinger Canyon Road and Indian Rice Road

· Segment B: San Ramon Valley Boulevard North – between Crow Canyon Road and Hooper Drive;Fostoria Way between Old Crow Canyon Road and Crow Canyon Place; and Crow Canyon Place –between Fostoria Way and Crow Canyon Road

· Segment C: Downtown – Alcosta Boulevard – between Crow Canyon Road and Bollinger CanyonRoad; Camino Ramon – between Crow Canyon Road and Bollinger Canyon Road; Twin Creeks Drive– between Crow Canyon Road and Norris Canyon Road; Norris Canyon Road – between Twin CreeksDrive and Alcosta Boulevard; Bishop Drive; and Sunset Drive

· Segment D: Dougherty Road – between Crow Canyon Road and Bollinger Canyon Road

· Segment E: Bollinger Canyon Road – between Talavera Drive and Dougherty Road

· Segment F: San Ramon Valley Boulevard South – between Bollinger Canyon Road and AlcostaBoulevard

· Segment G: Alcosta Boulevard – between Bollinger Canyon Road and Old Ranch

· Segment H: Dougherty Road and Bollinger Canyon Road – Dougherty Road – between BollingerCanyon Road North and Bollinger Canyon Road South; Bollinger Canyon Road – between DoughertyRoad North and Dougherty Road South

· Segment I: Albion Road – between Bollinger Canyon Road and Windemere Parkway

· Segment J: Windemere Parkway and East Branch Parkway – Windemere Parkway – betweenBollinger Canyon Road and Tassajara Staging Area (City Limit); East Branch Parkway – betweenBollinger Canyon Road and Windemere Parkway

· Segment K: Alcosta Boulevard and Old Ranch Road – Alcosta Boulevard – between San RamonValley Boulevard and Old Ranch Road; Old Ranch Road – between Alcosta Boulevard and DoughertyRoad; Dougherty Road – between Old Ranch Road and 0.3 miles north of Old Ranch Road

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These segments would constitute segments that would formulate projects for the phased implementationof the fiber optic network. Figure 5 shows the segment limits and Table 2 provides a summary of theproposed project corridor segments.

Table 3: Project Corridor Segments

Corridor NameTrafficSignals

CCTVs Flashers City Facilities

A Crow Canyon Road 22 8 7 3

B San Ramon Valley Boulevard North 5 - - -

C Downtown 16 5 2 1

D Dougherty Road North 2 - - -

E Bollinger Canyon Road 13 5 3 3

F San Ramon Valley Boulevard South 5 2 - 1

G Alcosta Boulevard 4 2 1 -

H Dougherty Road and Bollinger Canyon Road 18 6 3 5

I Albion Road 2 - - 1

J Windemere Parkway and Branch Parkway 12 1 2 3

K Alcosta Boulevard and Old Ranch Road 11 5 3 2

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ITS MA S T E R PL A N.

F IGURE 5: PROJECT CORRIDOR SEGMENTS

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7.2 Order of Magnitude Estimates of Cost

Planning level (order of magnitude) cost estimates were developed for the proposed ITS infrastructure,field elements and central system components. The estimates include all infrastructure necessary toreplace the existing signal interconnect with fiber optic cable, to connect the remote City facilities, installfield equipment, and central system elements.

This ITS infrastructure includes new fiber optic cable and new 3 inch conduit, pull boxes, splice vaults, fibersplicing, fiber optic testing, and Ethernet switches. Additionally, the costs include fiber connections to theCity facilities along each segment. Where there are existing conduits, the assumption is that new fibercable can be installed in those conduits with required modifications to existing sweeps and new pull boxes.Other items that are part of the estimates include CCTV cameras and allowances for future technologiessuch as connected vehicles/automated vehicles.

The estimates do not include specific field devices such as new traffic controllers, or other devices otherthan the communications equipment needed for the fiber communications network. The estimates alsoinclude engineering design, construction management and environmental clearance.

Table 4 below summarizes the preliminary estimated costs to build-out the fiber optic communicationsnetwork. The details of the cost estimates including assumptions are included in Appendix C.

Table 4: Order of Magnitude Estimate of Costs for ITS Improvements

Corridor Project Corridor / Project Area Estimated Cost*

A Crow Canyon Road $3,620,000

B San Ramon Valley Boulevard North $870,000

C Downtown $2,920,000

D Dougherty Road North $1,230,000

E Bollinger Canyon Road $2,300,000

F San Ramon Valley Boulevard South $3,120,000

G Alcosta Boulevard $1,110,000

H Dougherty Road and Bollinger Canyon Road $3,210,000

I Albion Road $1,020,000

J Windemere Parkway and East Branch Parkway $2,050,000

K Alcosta Boulevard and Old Ranch Road $3,120,000

Total Cost $24,480,000

*Order of magnitude costs to be used for planning purposes only.

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7.3 Prioritization of Corridor Segments

The prioritization of the project segments was conducted using some basic criteria including the following:

· Relative importance of the corridor· Amount of existing infrastructure available (for use with fiber)· Connectivity to City facilities and designated areas· Number of signals to be interconnected· Cost

Table 4 lists the segments along with the associated quantity and measurement for each of the criteriaalong with the proposed priority for each segment.

Table 5: Recommendations for Prioritizing Corridor Segments

Corridor NameNo. ofTrafficSignals

No. ofCCTVs

No. ofFlashers

No. ofCity

Facilities

AvailableInfrastructure(% of corridor

length)

Cost(millions)

Cost permile

(millions)

ProposedPriority

A Crow Canyon Rd 22 9 7 3 89% $3.62 $0.77 1

BSan RamonValley BlvdNorth

5 - - - 73% $0.87 $0.58 6

C Downtown 16 5 2 1 83% $2.92 $0.68 2

DDougherty RdNorth

2 - - - 30% $1.23 $1.03 11

EBollinger CanyonRd

13 6 3 3 70% $2.30 $0.79 3

FSan RamonValley BlvdSouth

5 2 - 1 17% $3.12 $1.04 8

G Alcosta Blvd 4 2 1 - 100% $1.10 $0.44 9

HDougherty Rdand BollingerCanyon Rd

17 6 3 5 88% $3.20 $0.67 4

I Albion Rd 2 - - 1 39% $1.02 $0.73 10

JWindemerePkwy and BranchPkwy

12 1 2 3 90% $2.05 $0.55 5

KAlcosta Blvd andOld Ranch Rd

12 5 3 2 28% $3.12 $1.11 7

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The Crow Canyon Road corridor is a key access point to the business districts in San Ramon and has thehighest number of signals for integration. This corridor is also adjacent the City’s Public Works office, whichwill likely be where network equipment will be located, thus making it the number one priority fordeployment of the main system equipment.

The Downtown and Bollinger Segments are prioritized next for similar reasons, and because both segmentsact as connectors to the rest of the City’s future network.

The projects are further prioritized from there into the areas with the maximum impact for business andCity facilities, while prioritizing remote residential areas on a lower basis.

Based on the criteria for determining the corridor segment priorities, the following are the recommendedsequences for the corridor segments in order of priority.

1. Segment A: Crow Canyon Road

2. Segment C: Downtown

3. Segment E: Bollinger Canyon

4. Segment H: Dougherty Road and Bollinger Canyon Road

5. Segment J: Windemere Parkway and East Branch Parkway

6. Segment B: San Ramon Valley Boulevard North

7. Segment K: Alcosta Boulevard and Old Ranch Road

8. Segment F: San Ramon Valley Boulevard South

9. Segment G: Alcosta Boulevard

10. Segment I: Albion Road

11. Segment D: Dougherty Road North

Figure 6 shows the proposed segments’ priorities.

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F IGURE 6: RECOMMENDED PRIORIT IES FOR CORRIDOR SEGMENTS

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APPENDICES

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APPENDIX A – TRAFFIC SIGNAL LOCATIONS

No. Intersections Area Master CentralSoftware System Controller Type of

Interconnect Video Detection Audible Ped

1 Crow @ Bollinger CITY Crow 1 MaxView MaxTime 2070 ATC Copper Econolite - Terra3 Crow @ Deerwood - Park CITY Crow 1 MaxView MaxTime 2070 ATC Copper Econolite - Terra5 Crow @ Old Mill CITY Crow 1 MaxView MaxTime 2070 ATC Copper Econolite - Terra8 SRVB @ Fostoria CITY Crow 1 Wapiti 170 Copper Old9 Crow @ Twin Creeks * CITY Crow 1 Wapiti 170 Copper Rhythm Old

10 Crow @ SRVB (Field Master) * CITY Crow 1 Wapiti 170 Copper Rhythm Old11 Camino Ramon @ BR 3 - 2700 Camino Ramon ** CITY Crow 2 MaxView MaxTime 2070 ATC Copper No Polara 12/1612 Bollinger @ Canyon Lakes ** CITY Dougherty MaxView MaxTime 2070 ATC Copper Peek13 Crow Cyn Pl @ Fostoria CITY Crow 1 Wapiti 170 Copper Old14 Crow Cyn Pl @ Commons Shopping Center * CITY Crow 1 Wapiti 170 Copper Rhythm Old15 Crow @ Crow Pl * CITY Crow 1 Wapiti 170 Copper Rhythm16 Crow @ Camino Ramon * CITY Crow 1 Wapiti 170 Copper Rhythm Polara 3/1517 Norris @ Bishop – Annabel CITY Crow 2 Wapiti 170 Copper Old18 Camino Ramon @ Norris CITY Crow 2 Wapiti 170 Copper Old19 Crow @ Alcosta * CITY Crow 1 Wapiti 170 Copper Rhythm20 Crow @ Tahiti - El Capitan * CITY Crow 1 Wapiti 170 Copper Rhythm21 Crow @ Dougherty CITY Crow 1 MaxView MaxTime 2070 ATC Copper22 Bollinger @ Camino Ramon (Field Master) CITY Bollinger 2 Wapiti 170 Copper Rhythm Old23 Bollinger @ Sunset * CITY Bollinger 2 Wapiti 170 Copper Rhythm Old24 Bollinger @ SRVB * CITY Bollinger 2 Wapiti 170 Copper Rhythm25 Bollinger @ Alcosta * CITY Bollinger 2 Wapiti 170 Copper Rhythm26 SRVB @ Harness CITY Bollinger 2 Wapiti 170 Copper27 SRVB @ Montevideo CITY None None Wapiti 170 None30 Alcosta @ Montevideo CITY Bollinger 2 Wapiti 170 Copper31 SRVB @ Pine Valley CITY None None Apogee 2070 - Naztec None32 Old Ranch @ Dougherty CITY Old Ranch Translink Wapiti 170 Copper/Radio Econolite Solo Mini

Hub 233 Old Ranch @ Old Ranch Estates - Bent Creek CITY Old Ranch Translink Wapiti 170 Copper/Radio Econolite Solo Mini

Hub 234 Old Ranch @ Vista Monte (Field Master) CITY Old Ranch Translink Wapiti 170 Radio35 Alcosta @ SRVB CITY None None Wapiti 170 Radio Polara 7/1636 Alcosta @ Davona CITY Alcosta Translink Wapiti 170 Copper/Radio

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37 Alcosta @ Belle Meade CITY Alcosta Translink Wapiti 170 Copper39 Alcosta @ Kimball CITY Alcosta Translink Wapiti 170 Copper40 Alcosta @ BR 15 - Medical Center CITY Crow 2 Wapiti 170 None41 SRVB @ Norris CITY Crow 2 Wapiti 170 Copper Econolite - Terra42 Alcosta @ Norris CITY Crow 2 Wapiti 170 Copper43 Alcosta @ NB I-680 CT Caltrans C8 170 None44 Crow @ Barbados CITY Crow 1 MaxView MaxTime 2070 ATC Copper45 Crow @ Canyon Crest West CITY Crow 1 MaxView MaxTime 2070 ATC Copper Old North only46 Crow @ Canyon Crest East CITY Crow 1 MaxView MaxTime 2070 ATC Copper47 Crow @ Shoreline CITY Crow 1 MaxView MaxTime 2070 ATC Copper48 Crow @ St. George CITY Crow 1 MaxView MaxTime 2070 ATC Copper49 Crow @ Indian Rice CITY Crow 1 MaxView MaxTime 2070 ATC Copper50 Crow @ Porter – Creekside CITY Crow 1 MaxView MaxTime 2070 ATC Copper Econolite - Terra51 Crow @ Old Crow CITY Crow 1 MaxView MaxTime 2070 ATC Copper Econolite - Terra52 Crow @ SB I-680 * CT Caltrans C8 170 Copper53 Crow @ NB I-680 * CT Caltrans C8 170 Copper55 Bollinger @ Talavera CITY Bollinger 2 Wapiti 170 Copper56 Bollinger @ SB I-680 * CT Caltrans C8 170 Copper57 Bollinger @ NB I-680 * CT Caltrans C8 170 Copper58 Bollinger @ Market * CITY Bollinger 2 Wapiti 170 Copper Rhythm Old59 Camino Ramon @ Executive CITY Bollinger 2 Wapiti 170 Copper Old60 Camino Ramon @ Bishop CITY Bollinger 2 Wapiti 170 Copper Old61 Bishop @ Sunset CITY Bollinger 2 Wapiti 170 Copper Old62 BR 2 @ Sunset CITY Bollinger 2 Wapiti 170 Copper63 Alcosta @ Fire Station CITY Bollinger 2 Wapiti 170 Copper64 Alcosta @ Market Pl CITY Bollinger 2 Wapiti 170 Copper

65 Alcosta @ Overlook CITY Bollinger 2 Wapiti 170 Copper Econolite Solo MiniHub 2

66 Alcosta @ Woodland CITY Bollinger 2 Wapiti 170 Copper67 Alcosta @ Summerwood South CITY Bollinger 2 Wapiti 170 Copper69 SRVB @ SB I-680 CT Caltrans C8 170 None70 Crow @ IHT * CITY Crow 1 Wapiti 170 Copper Rhythm Old71 Norris @ IHT CITY Crow 2 Wapiti 170 Copper Old

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72 Bollinger @ IHT - BR 1 East * CITY Bollinger 2 Wapiti 170 Copper Rhythm Polara 5/1475 Alcosta @ Iron Horse Trail CITY Alcosta Translink Wapiti 170 Copper76 SRVB @ Courtyard - Diablo Shopping Center CITY Crow 1 Wapiti 170 Copper Econolite - Terra Old77 Alcosta @ Summerwood North CITY Bollinger 2 Wapiti 170 Copper80 Crow @ Cobblestone CITY Crow 1 MaxView MaxTime 2070 ATC Copper81 Alcosta @ Village Pkwy (Field Master) CITY Alcosta Translink Wapiti 170 Copper83 Dougherty @ Red Willow DV Crow 1 None Apogee 2070 - Naztec Copper86 Dougherty @ Gale Ridge - Monarch DV None None Wapiti 170 None87 Bollinger @ Chanterella ** DV Dougherty MaxView MaxTime 2070 ATC Copper88 Bollinger @ Gale Ridge ** DV Dougherty MaxView MaxTime 2070 ATC Copper89 Bollinger @ Dougherty (N) ** DV Dougherty MaxView MaxTime 2070 ATC Copper90 Bollinger @ Wedgewood ** DV Dougherty MaxView MaxTime 2070 ATC Copper Polara 10/1591 Bollinger @ Briar Oaks – Stoneleaf ** DV Dougherty MaxView MaxTime 2070 ATC Copper Polara 10/1592 Bollinger @ Blueheart - Main Branch ** DV Dougherty MaxView MaxTime 2070 ATC Copper Peek Polara 10/1593 Bollinger @ Monarch ** DV Dougherty MaxView MaxTime 2070 ATC Copper Polara 10/1594 Bollinger @ Albion DV Dougherty MaxView MaxTime 2070 ATC Copper95 Bollinger @ Windemere DV Dougherty MaxView MaxTime 2070 ATC Copper96 Bollinger @ Harcourt DV Dougherty MaxView MaxTime 2070 ATC Copper97 Bollinger @ Watermill DV Dougherty MaxView MaxTime 2070 ATC Copper98 Bollinger @ East Branch Pkwy (Field Master) DV Dougherty MaxView MaxTime 2070 ATC Copper Old99 Albion @ Arrowfield - DVHS DV Dougherty Translink Wapiti 170 Copper

100 Bollinger @ Trail Crossing DV Dougherty MaxView MaxTime 2070 ATC Copper102 Albion @ Ivy Hill DV Dougherty Translink Wapiti 170 Copper110 Windemere Pkwy @ Bellingham Wy DV Dougherty Translink Apogee 2070 - Naztec Copper Econolite - Terra112 Windemere Pkwy @ Harcourt DV Dougherty Translink Wapiti 170 Copper Old114 Windemere Pkwy @ Silva DV Dougherty Translink Wapiti 170 Copper Econolite - Terra116 Windemere Pkwy @ Bethany - Albion DV Dougherty Translink Wapiti 170 Copper118 Windemere Pkwy @ Longleaf - Bethany DV Dougherty Translink Wapiti 170 Copper119 Windemere Pkwy @ Sherwood DV Dougherty Translink Wapiti 170 Copper120 East Branch Pkwy @ WRMS Dwy DV Dougherty Translink Wapiti 170 Copper122 East Branch Pkwy @ Sherwood DV Dougherty Translink Wapiti 170 Copper124 East Branch Pkwy @ Chancery DV Dougherty Translink Wapiti 170 Copper125 East Branch Pkwy @ Enfield DV Dougherty Translink Wapiti 170 Copper

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126 East Branch Pkwy @ Arlington DV Dougherty Translink Wapiti 170 Copper130 Windemere Pkwy @ E. Branch DV Dougherty Translink Wapiti 170 Copper132 Windemere Pkwy @ Tassajara Staging Area DV Dougherty Translink Wapiti 170 Copper140 Bollinger @ Old Dougherty (Stoneleaf) DV Dougherty MaxView MaxTime 2070 ATC Copper141 Bollinger @ Dougherty (S) DV Dougherty MaxView MaxTime 2070 ATC Copper144 Dougherty @ Rancho Park Lp (S) DV Dougherty Translink Wapiti 170 Copper143 Dougherty @ Rancho Park Lp (N) - Hibiscus DV Dougherty Translink Wapiti 170 Copper146 Dougherty @ Trefoil ** DV MaxView MaxTime 2070 ATC Copper147 Dougherty @ Tulipwood ** DV MaxView MaxTime 2070 ATC Copper148 Dougherty @ New Unnamed ** DV MaxView MaxTime 2070 ATC Copper

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APPENDIX B – FLASHER LOCATIONS

No. Main Street Cross Street Type Installed

F1 Crow West of Bollinger Flashing Message Sign /Beacon

F2 SB Bollinger Marsh School Flashing Beacon

F3 NB Bollinger Dos Rios School Flashing Beacon

F4 Crow Service Center Flashing Beacon

F5 Iron Horse Trail Executive Trail Crossing Beacon

F6 SB Alcosta Veracruz Flashing Beacon

F7 Montevideo Iron Horse Trail Lighted Crosswalk System 2008

F8 Pine Valley Iron Horse Trail Lighted Crosswalk System 2008

F9 NB/SB Bollinger E Branch Pkwy Flashing Beacon

F10 Bollinger Talavera Flashing Beacon

F11 Village Pkwy Triana Crosswalk Flashing Beacon

F12 NB/SB Alcosta Iron Horse MS - Woodland & Fire Station School Flashing Beacon

F13 WB/EB Crow Golden View ES at Canyon Crest East School Flashing Beacon

F14 Pine Valley Walt Disney ES Lighted Crosswalk System 2008

F15 WB Crow St. George Flashing Beacon

F16 EB Crow Cobblestone Flashing Beacon

F17 Alcosta Brockton Lighted Crosswalk System

F18 Camino Ramon South of Crow at Commons Shopping Center Lighted Crosswalk System 2014

F19 Crow Cyn Pl South of Fostoria at Magnolia Shopping Center Lighted Crosswalk System 2014

F20 Windemere Holborn Lighted Crosswalk System 2015

F21 Windemere Kearny Lighted Crosswalk System 2015

F22 Harcourt Craiglee Lighted Crosswalk System 2015

F23 Talavera Cardona Lighted Crosswalk System 2015

F24 Alcosta Broadmoor Lighted Crosswalk System 2015

F25 Bollinger West of Monarch School Flashing Beacon 2015

F26 Bollinger South of Albion School Flashing Beacon 2015

F27 Bollinger East of Alcosta Flashing Beacon

F29 Alcosta Belle Meade Lighted Crosswalk System 2014

F30 Dougherty Road South of Hibiscus School Flashing Beacon 2018

F31 Dougherty Road North of Trefoil School Flashing Beacon 2018

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APPENDIX C – ORDER OF MAGNITUDE COST ESTIMATES

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Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 24770 LF $20 $495,400Fiber optic cable (48 strands) 0 LF $12 $03 inch conduit 1 2750 LF $65 $178,750Fiber optic pull box (N48) 2 25 EA $5,500 $137,500Pull box (No. 6E) 2 60 EA $3,500 $210,000Splice closure 25 EA $3,000 $75,000Splicing (at signals) 640 EA $100 $64,000Splicing (at Key City Facilities) 40 EA $100 $4,000Splicing (at other City Facilities) 20 EA $100 $2,000Fiber Optic Testing 1 LS $28,000 $28,000Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 25 EA $5,000 $125,000CV/AV equipment 22 EA $7,500 $165,000Central Equipment 1 LS $150,000 $150,000Video Management System (Deploy VMS) 1 LS $200,000 $200,000CCTV Camera Assembly 12 EA $15,000 $180,000Miscellaneous Items 1 LS $110,000 $110,0001. Assumes trenching of new conduits Subtotal (Construction): $2,124,6502. Assumes minor restoration work around each pull box Design (15%) $318,698

Construction Management (15%) $318,698Environmental Clearance (5%) $106,233

Subtotal (Design, CM, Environmental): $743,628

Contingency (35%): $743,628

TOTAL: $3,620,000

Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 0 LF $20 $0Fiber optic cable (48 strands) 9320 LF $12 $111,8403 inch conduit 1 2500 LF $65 $162,500Fiber optic pull box (N48) 2 5 EA $5,500 $27,500Pull box (No. 6E) 2 15 EA $3,500 $52,500Splice closure 5 EA $3,000 $15,000Splicing (at signals) 180 EA $100 $18,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 0 EA $100 $0Fiber Optic Testing 1 LS $7,200 $7,200Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 5 EA $5,000 $25,000CV/AV equipment 5 EA $7,500 $37,500Central Equipment 1 LS $30,000 $30,000CCTV Camera Assembly 0 LS $15,000 $0VMS (Licensing and Integration) 0 EA $3,000 $0Miscellaneous Items 1 LS $23,125 $23,1251. Assumes trenching of new conduits Subtotal (Construction) $510,1652. Assumes minor restoration work around each pull box Design (15%) $76,525




TOTAL: $870,000

San Ramon ITS Master PlanOrder of Magnitude Cost Estimates

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SEGMENT A -Crow Canyon Road

SEGMENT B - San Ramon Valley Boulevard North

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Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 17630 LF $20 $352,600Fiber optic cable (48 strands) 10700 LF $12 $128,4003 inch conduit 1 4910 LF $65 $319,150Fiber optic pull box (N48) 2 17 EA $5,500 $93,500Pull box (No. 6E) 2 48 EA $3,500 $168,000Splice closure 17 EA $3,000 $51,000Splicing (at signals) 930 EA $100 $93,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 20 EA $100 $2,000Fiber Optic Testing 1 LS $38,000 $38,000Wireless Communication Assembly 1 EA $30,000 $30,000Communications Switch 17 EA $5,000 $85,000CV/AV equipment 16 EA $7,500 $120,000Central Equipment 1 LS $60,000 $60,000CCTV Camera Assembly 6 EA $15,000 $90,000VMS (Licensing and Integration) 6 EA $3,000 $18,000Miscellaneous Items 1 LS $66,250 $66,2501. Assumes trenching of new conduits Subtotal (Construction): $1,714,9002. Assumes minor restoration work around each pull box Design (15%) $257,235




TOTAL: $2,920,000

Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 7390 LF $20 $147,800Fiber optic cable (48 strands) 0 LF $12 $03 inch conduit 1 2500 LF $65 $162,500Fiber optic pull box (N48) 2 2 EA $5,500 $11,000Pull box (No. 6E) 2 15 EA $3,500 $52,500Splice closure 2 EA $3,000 $6,000Splicing (at signals) 320 EA $100 $32,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 0 EA $100 $0Fiber Optic Testing 1 LS $12,800 $12,800Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 2 EA $5,000 $10,000CV/AV equipment 2 EA $7,500 $15,000Central Equipment 1 LS $15,000 $15,000CCTV Camera Assembly 0 EA $15,000 $0VMS (Licensing and Integration) 0 EA $3,000 $0Miscellaneous Items 1 LS $10,000 $10,0001. Assumes trenching of new conduits Subtotal (Construction): $474,6002. Assumes minor restoration work around each pull box Design (15%) $71,190




TOTAL: $1,140,000

SEGMENT C - Downtown San Ramon

SEGMENT D - Dougherty Road North

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Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 18900 LF $20 $378,000Fiber optic cable (48 strands) 0 LF $12 $03 inch conduit 1 5720 LF $65 $371,800Fiber optic pull box (N48) 2 16 EA $5,500 $88,000Pull box (No. 6E) 2 31 EA $3,500 $108,500Splice closure 16 EA $3,000 $48,000Splicing (at signals) 550 EA $100 $55,000Splicing (at Key City Facilities) 40 EA $100 $4,000Splicing (at other City Facilities) 20 EA $100 $2,000Fiber Optic Testing 1 LS $24,400 $24,400Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 16 EA $5,000 $80,000CV/AV equipment 13 EA $7,500 $97,500Central Equipment 1 LS $60,000 $60,000CCTV Camera Assembly 7 EA $15,000 $105,000VMS (Licensing and Integration) 7 EA $3,000 $21,000Miscellaneous Items 1 LS $59,375 $59,3751. Assumes trenching of new conduits Subtotal (Construction): $1,502,5752. Assumes minor restoration work around each pull box Design (10%) $150,258



Contingency (30%) $450,773

TOTAL: $2,300,000

Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 19380 LF $20 $387,600Fiber optic cable (48 strands) 0 LF $12 $03 inch conduit 1 16020 LF $65 $1,041,300Fiber optic pull box (N48) 2 6 EA $5,500 $33,000Pull box (No. 6E) 2 31 EA $3,500 $108,500Splice closure 6 EA $3,000 $18,000Splicing (at signals) 370 EA $100 $37,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 20 EA $100 $2,000Fiber Optic Testing 1 LS $15,600 $15,600Wireless Communication Assembly 1 EA $30,000 $30,000Communications Switch 6 EA $5,000 $30,000CV/AV equipment 5 EA $7,500 $37,500Central Equipment 1 LS $30,000 $30,000CCTV Camera Assembly 2 EA $15,000 $30,000VMS (Licensing and Integration) 2 EA $3,000 $6,000Miscellaneous Items 1 LS $24,375 $24,3751. Assumes trenching of new conduits Subtotal (Construction): $1,830,8752. Assumes minor restoration work around each pull box Design (15%) $274,631




TOTAL: $3,120,000

SEGMENT F - San Ramon Valley Boulevard South

SEGMENT E - Bollinger Canyon Road

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Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 0 LF $20 $0Fiber optic cable (48 strands) 7750 LF $12 $93,0003 inch conduit 1 6900 LF $65 $448,500Fiber optic pull box (N48) 2 4 EA $5,500 $22,000Pull box (No. 6E) 2 13 EA $3,500 $45,500Splice closure 4 EA $3,000 $12,000Splicing (at signals) 120 EA $100 $12,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 0 EA $100 $0Fiber Optic Testing 1 LS $4,800 $4,800Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 4 EA $5,000 $20,000CV/AV equipment 4 EA $7,500 $30,000Central Equipment 1 LS $15,000 $15,000CCTV Camera Assembly 0 EA $15,000 $0VMS (Licensing and Integration) 0 EA $3,000 $0Miscellaneous Items 1 LS $16,250 $16,2501. Assumes trenching of new conduits Subtotal (Construction): $719,0502. Assumes minor restoration work around each pull box Design (15%) $71,905




TOTAL: $1,110,000

Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 33850 LF $20 $677,000Fiber optic cable (48 strands) 0 LF $12 $03 inch conduit 1 4000 LF $65 $260,000Fiber optic pull box (N48) 2 21 EA $5,500 $115,500Pull box (No. 6E) 2 51 EA $3,500 $178,500Splice closure 21 EA $3,000 $63,000Splicing (at signals) 580 EA $100 $58,000Splicing (at Key City Facilities) 40 EA $100 $4,000Splicing (at other City Facilities) 40 EA $100 $4,000Fiber Optic Testing 1 LS $26,400 $26,400Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 21 EA $5,000 $105,000CV/AV equipment 18 EA $7,500 $135,000Central Equipment 1 LS $75,000 $75,000CCTV Camera Assembly 6 EA $15,000 $90,000VMS (Licensing and Integration) 6 EA $3,000 $18,000Miscellaneous Items 1 LS $78,750 $78,7501. Assumes trenching of new conduits Subtotal (Construction): $1,888,1502. Assumes minor restoration work around each pull box Design (15%) $283,223




TOTAL: $3,210,000

SEGMENT G - Alcosta Boulevard

SEGMENT H - Dougherty Road and Bollinger Canyon Road

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Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 0 LF $20 $0Fiber optic cable (48 strands) 8730 LF $12 $104,7603 inch conduit 1 5320 LF $65 $345,800Fiber optic pull box (N48) 2 3 EA $5,500 $16,500Pull box (No. 6E) 2 14 EA $3,500 $49,000Splice closure 3 EA $3,000 $9,000Splicing (at signals) 80 EA $100 $8,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 20 EA $100 $2,000Fiber Optic Testing 1 LS $4,000 $4,000Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 3 EA $5,000 $15,000CV/AV equipment 2 EA $7,500 $15,000Central Equipment 1 LS $15,000 $15,000CCTV Camera Assembly 0 EA $15,000 $0VMS (Licensing and Integration) 0 EA $3,000 $0Miscellaneous Items 1 LS $11,250 $11,2501. Assumes trenching of new conduits Subtotal (Construction): $595,3102. Assumes minor restoration work around each pull box Design (15%) $89,297




TOTAL: $1,020,000

Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 19880 LF $20 $397,600Fiber optic cable (48 strands) 4250 LF $12 $51,0003 inch conduit 1 2500 LF $65 $162,500Fiber optic pull box (N48) 2 15 EA $5,500 $82,500Pull box (No. 6E) 2 39 EA $3,500 $136,500Splice closure 15 EA $3,000 $45,000Splicing (at signals) 470 EA $100 $47,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 50 EA $100 $5,000Fiber Optic Testing 1 LS $20,800 $20,800Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 15 EA $5,000 $75,000CV/AV equipment 11 EA $7,500 $82,500Central Equipment 1 LS $45,000 $45,000CCTV Camera Assembly 0 EA $15,000 $0VMS (Licensing and Integration) 0 EA $3,000 $0Miscellaneous Items 1 LS $50,625 $50,6251. Assumes trenching of new conduits Subtotal (Construction): $1,201,0252. Assumes minor restoration work around each pull box Design (15%) $180,154




TOTAL: $2,050,000

SEGMENT I - Albion Road

SEGMENT J - Windemere Parkway and Branch Parkway

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Item Quantity Unit Unit Price TotalFiber optic cable (288 strands) 16270 LF $20 $325,400Fiber optic cable (48 strands) 1850 LF $12 $22,2003 inch conduit 1 13060 LF $65 $848,900Fiber optic pull box (N48) 2 14 EA $5,500 $77,000Pull box (No. 6E) 2 33 EA $3,500 $115,500Splice closure 14 EA $3,000 $42,000Splicing (at signals) 530 EA $100 $53,000Splicing (at Key City Facilities) 0 EA $100 $0Splicing (at other City Facilities) 40 EA $100 $4,000Fiber Optic Testing 1 LS $22,800 $22,800Wireless Communication Assembly 0 EA $30,000 $0Communications Switch 14 EA $5,000 $70,000CV/AV equipment 11 EA $7,500 $82,500Central Equipment 1 LS $45,000 $45,000CCTV Camera Assembly 4 EA $15,000 $60,000VMS (Licensing and Integration) 4 EA $3,000 $12,000Miscellaneous Items 1 LS $49,375 $49,3751. Assumes trenching of new conduits Subtotal (Construction): $1,829,6752. Assumes minor restoration work around each pull box Design (15%) $274,451




TOTAL: $3,120,000

GRAND TOTAL (ALL CORRIDORS A-J) $24,480,000

SEGMENT K - Alcosta Boulevard and Old Ranch Road

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TECHNICAL MEMORANDUM

To: Deborah Fehr From: Richard Shinn

Traffic Engineer Matt Redmond

City of San Ramon Public Works Department Iteris, Inc.

2401 Crow Canyon Road 1999 Harrison Street, Suite 2125

San Ramon, CA 94583 Oakland, CA 94612

Date: August 9, 2018

RE: San Ramon Traffic Network Security Assessment

The purpose of this document is to provide a high level evaluation of the existing conditions on the City’s traffic network and provide strategic recommendations for increased security and future growth.

1 EXISTING SECURITY ASSESSMENT

1.1 Network Topology

The City of San Ramon is fortunate to have existing Signal Interconnect made up of twisted wire pair (TWP) communications, for a dedicated traffic network connecting a majority of their traffic signals. However, this dedicated traffic network (Figure 1) is isolated and many nodes on this network are not completely connected to each other or a central hub location. To create a functional network and tie all the connected devices back to a central location at the Permit Center, 2401 Crow Canyon Road, the City leases a Digital Subscriber Line (DSL) service from AT&T to bridge the separate network segments together. A Virtual Private Network (VPN) connection with RVS4000 Cisco routers at the Permit Center and another at the AT&T ISP office is used to allow City staff to access the ITS field devices.

Figure 1 – City of San Ramon Traffic Network Topology

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San Ramon’s traffic network uses TWP copper wires to transmit traffic controller data from 28 signalized intersections to an Intelight MaxView Advanced Traffic Management Systems (ATMS). The City plans to gradually migrate all 100 traffic signals onto the Intelight MaxView ATMS. As shown in Figure 2, the signal interconnect in the Dougherty Valley area runs along Bollinger Canyon Road between Canyon Lakes Drive and Dougherty Road with major spurs on Windemere Parkway and East Branch Parkway. Disconnected from Bollinger Canyon Road segment in Dougherty Valley, signal interconnect also runs along Crow Canyon Road between Bollinger Canyon Road and Indian Rice Road with major connections down Camino Ramon, Norris Canyon Road, Alcosta Boulevard and a spur along Bollinger Canyon Road between Talavera Drive and Alcosta Boulevard. Additional signals are connected along the southern end of Alcosta Boulevard and Old Ranch Road utilizing a combination of wireless radios and signal interconnect. An ITS Express 8020 and a cellular modem are located at Bollinger Canyon Road and Monarch Road to provide a wireless VPN connection between the Permit Center and the field controllers. Connections between controllers are made with a Lanolink switch at each intersection on the Rhythm system, and through the CPU module for the Intelight 2070 controllers using Ethernet over twisted pair converters: Enable‐It for Rhythm, and ComNet for Intelight. The other remote locations Alcosta Boulevard at Village Parkway, Old Ranch Road at Vista Monte, and Windemere Road at East Branch Parkway are basic dial‐up connections and connected serially through the remote masters.

1.2 Physical and Virtual Access Control

Providing a physical layer of security is the first step of securing a network. This is typically seen with access badges, traffic cabinet doors with padlocks, and secured vaults. The City of San Ramon uses a standard #2 key with their master cabinets, and a non‐standard key with their traffic cabinets. Both of these keys are easily procured or reproduced by the public.

1.3 Virtual Access Control Virtual access to the traffic network is secured by username and password credentials to access the VPN network. The login credentials are known by City traffic engineering and maintenance staff.

Login credentials appear to use the default user name and password and/or be based on a passwords used by former City employees (Table 1) for their personal technology equipment. The following table lists all the devices and if the username and password use a secure password or not. A secure password is defined as eight unique characters/numbers/symbols, not tied to a specific person, not the default username and password determined by the manufacturer.

Table 1 – Password Security Summary

ACCESS POINT CURRENT PASSWORD STRENGTH SECURITY ISSUE

TMC @ 2401 Crow Canyon Unsecure Common word

Bollinger Canyon VPN Access Unsecure Sequential Numbering

Crow Canyon VPN Access Unsecure Too few Symbols

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Figure 2 – City of San Ramon Traffic Network Map

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1.4 Device Configurations

The Cisco RVS4000 is a 4‐port Gigabit Security Router with VPN capabilities that supports a maximum of four Virtual Local Area Networks (VLANs). The City has configured these devices with Class C IP addresses (192.168.1.x) meaning a maximum of 254 hosts can be supported on the network. Without an additional Layer 3 network switch or router tied to these devices, this severely limits the City’s ability to scale the traffic network in the future. VLANs create a partitioned broadcast domains within the same communication media. VLAN’s provide a software based logical separation between network traffic and has benefits of segregating network traffic and preventing interference and providing a means to prioritizing network packets between devices of different types. Transportation agencies routinely employ VLANs to separate data from each field device type [traffic controller, Closed‐Circuit Television (CCTV) camera, Dynamic Message Signs (DMS)] and prioritize the traffic controller data above all due to the need for expeditious communications between the traffic controller server and controller. The City of San Ramon does not implement VLANs on their traffic network at this time. Iteris will provide specific VLAN related recommendations later in this document. These recommendations will be based on employing a router that can support more than 4 VLANs.

2 RECOMMENDATIONS

These recommendations are based on the existing conditions discussed in the previous section. While it is impossible to make a network 100% secure, well thought out policies and controls can keep authorized users accessing the network and malicious attackers deterred from entering.

2.1 ITS Inventory

Iteris recommends the City of San Ramon complete a physical inventory of all ITS related equipment deployed in the field, at the Permit Center and Corporation Yard. Maintaining accurate documentation protects the City against the loss of knowledge due to staff turnover and retirement. An example inventory sheet is provided in the Appendix at the end of this document. In addition to an ITS inventory, Iteris recommends the City continue to maintain accurate documentation for all IP address assignments, subnet assignments, and VLAN assignments as well as network architecture diagrams.

2.2 Physical Security Measures

Ensuring a rogue attacker is unable to physically access the traffic network and devices is important for continued smooth traffic operations. Preventing physical access to City buildings that house network components is commonly done with a check in counter, badges and/or key cards. Typically an extra level of security is added for network equipment allowing only those needing direct access to the servers, workstations, routers, switches and cables. This could be a physical key or high security electronic badge.

Field elements, such as traffic and network hub cabinets, can be secured using a cabinet key. For traffic cabinets this is typically a #2 key, allowing essentially any of the general public to purchase the key online and access the cabinets. For this reason it is recommended to add an additional pad lock at all traffic cabinets with a unique key or combination specific to the City of San Ramon.

2.3 Network Topology

Using a VPN over the public internet is one of the greatest security risks within the City of San Ramon’s traffic

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network. Simply put, the public IP addresses assigned to the AT&T DSL lines are exposed to the general public and protected by an obsolete VPN solution controlled by the ISP. Furthermore, the credentials and login procedures established to enable this connection do not follow common security protocols. For these reasons, closing gaps within the traffic network to eliminate the need for leasing DSL connections and upgrading the VPN solution is imperative. This will also eradicate the monthly subscription costs with AT&T, creating a dedicated San Ramon traffic network for future growth and opportunity.

It is recommended the City consider installing a central Layer 3 switch/router at the Permit Center with additional field switches at hubs along Bollinger Canyon and Crow Canyon and closing the existing network gaps listed below. This will reduce the traffic network’s exposure to the internet.

Install single mode fiber optic cable to bridge the approximate 1,000 foot gap between the Permit Center and the nearest access point to the traffic network at Crow Canyon Road/Bollinger Canyon Road.

Close the gap between the existing Crow Canyon Interconnect with the Bollinger Canyon Interconnect. This can be accomplished through fiber optic cable or a wireless link along:

o Bollinger Canyon between Alcosta Boulevard and Canyon Lakes Drive, and/or o Dougherty Road between Crow Canyon Road and North Gale Ridge Road/Monarch Road

Tie existing traffic signals connected along the southern end of Alcosta Boulevard with wireless repeaters down San Ramon Valley Boulevard.

Tie existing traffic signals connected along Old Ranch Road via wireless repeaters on the existing luminaire poles along Dougherty Road.

By closing these gaps within the existing traffic network, it creates a redundant loop allowing for network traffic to travel over two possible paths. This ring topology (Figure 3) is ideal for a large network within the City to prevent downtime from construction projects that intercept the communication conduit and break it. Any new communication media installed within the city is recommended to be fiber optic or wireless. The City of San Ramon can leverage unused fiber optic strands to lease to businesses or city facilities adjacent to the fiber path providing ISP like services and generating income.

Figure 3 – Proposed San Ramon Traffic Network Topology

Intelight Server

Workstations

Cisco 4331 or Equivalent

Firewall

Traffic Cabinet

San Ramon Permit Center

Crow Canyon

Bollinger Canyon

Closed Gap

Cam

ino Ram

on

Alcosta Blvd

Montevideo Dr

Pine Valley Rd

San Ram

on Valley Blvd

To Old Ranch Rd

Closed Gap

Dough

erty Rd

Internet

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2.4 Login and Passwords

It is understood that multiple login username and passwords for network devices within the city can be hard to remember and hard to recall for different city staff. The ideal password is not dependent upon a single person and balances the need to secure the network with the need for City staff to efficiently do their job.

The Information Technology Laboratory within the National Institute of Standards and Technology (NIST) published Special Publication 800‐63B of Digital Identity Guidelines1. While this publication covers a wide variety of login procedures, the text below covers the relevant security techniques to ensure the City passwords designs are secure.

Break up Passwords by location type. All field devices might have a similar password, while devices at the TMC have a different password. This allows maintenance, technicians and consultants in the field to not have login access to hub cabinets and central systems in the TMC.

Set password restrictions. Similar to a banking website login that requires at one least number and one capital letter but no less than eight symbols. Table 2 provides a list of common rules to select from for password scheme creation.

Table 2 – Common Password Restriction Types

PASSWORD RESTRICTION TYPES RECOMMENDATION

Password length 8 symbols minimum

Upper and Lower Case Letters At least 1 of each

Numerical Digits At least 1 digit

Special Characters For consideration

Exclusion of words on a Block List Highly recommended

Exclusion of words relating to a single person Highly Recommended

It is recommended the City of San Ramon establish a block list of words that are not used for passwords within the traffic network devices. This list should be protected and not shared. A simple example of block listed words are presented in Table 3.

Table 3 – Example words or phrases to consider for San Ramon’s Password Block List

BLOCK LIST OF WORDS

“city”

“san ramon”

“password”

“traffic”

“california”

Words appearing in the dictionary

Repetitive or sequential characters (“gggggggg”, “abcd123”)

2.4.1 Password Management A password written down on a post‐it note stuck to a monitor is convenient when logging in, but is very unsecure and leaves that system vulnerable to attack. Storing passwords in an unencrypted file on the computer might feel safer, but this still a common method of password discovery. Password storage services

1 https://pages.nist.gov/800‐63‐3/sp800‐63b.html#sec2

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have become a means to keep track of individual’s passwords for multiple login accounts. Lastpass2, Keeper3 and 1Password4 are common services cloud based services. However, because these are cloud‐based, they are less secure then storing the password locally. For storing a list of passwords for all network devices, it is recommended to use a password management software that stores all the passwords encrypted on one or more city computers. Keeper and 1Password also offer desktop software with Two‐factor Authentication that can keep your passwords encrypted locally.

KeePass5 is another option that is free, open source, and simple to manage on a windows based computer (Figure 4). An example of KeePass password management software is shown in Figure 4 below. A single secure password unlocks this software which secures all the passwords on the network. The software generates a printable sheet to write the master password on and displays all device passwords. If the city desires a printed list of all device passwords, it is recommended this sheet is stored securely in a locked filing cabinet within a secured building or office.

Figure 4 ‐ 1KeePass Setup as a Password Management Software for San Ramon's Traffic Network

2.4.2 Two‐factor Authentication For devices on the traffic network that reside within a building or VPN login accounts, Two‐Factor Authentication (2FA) is recommended. 2FA adds a second layer of security by combining something you know, like a username and password, with something you have physically, like a hardware key, phone app, phone call or SMS text message sent to a user’s cell phone. Services such as Duo6 are available for 2FA and are supported on a wide variety of platforms with up to 10 users free.

While 2FA is not required for every device on the network, it can strategically be used to help secure the main nodes onto the network. This includes the central system workstation and VPN clients accessing the entire network. It is also suggested that a list of master passwords for all network devices be secured using 2FA.

2.5 Device Configurations

2.5.1 Cisco RVS 4000 At the time of purchase the Cisco RVS 4000 router had over 1000 rules for packet matching to determine if internet packets are malicious. While these rules, also known as a firewall, included: Distributed Denial of Service (DDoS), Buffer Overflow, Access Control, Scan, Trojan Horse, Peer‐2‐Peer (P2P), Instant Messaging (IM), Virus, Worm and Web Attacks, they must be updated to stay current. Cisco announced on October 1st 2012, the end‐of‐sale and end‐of‐life for this product with all service and support ceasing on December 31st

2 https://www.lastpass.com 3 https://keepersecurity.com/ 4 https://1password.com/ 5 https://keepass.info/ 6 https://duo.com/

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2017. Cisco now considers this product obsolete7. Network technology evolves rapidly and new attacks can be deployed routinely, thus making it possible that this router being used to access the entire City of San Ramon traffic network is vulnerable to internet attacks. Cisco has disclosed8 the RVS 4000 Router could allow an unauthenticated, remote attacker to gain root‐level access by bypassing the router’s internal firewall. Although this issue does have a patch with firmware version 2.0.3.4, this firmware needs to be updated on the router for this vulnerability to be resolved. Currently, the RVS4000 routers are running the firmware version listed in the Table 4.

Table 4 – RVS4000 Router Firmware Versions

ROUTER LOCATION FIRMWARE VERSION RECOMMENDATION

TMC @ 2401 Crow Canyon 1.3.2 Upgrade to 2.0.3.4

Crow Canyon Hub 2.0.0.3 Upgrade to 2.0.3.4

Bollinger Canyon Hub 2.0.0.3 Upgrade to 2.0.3.4

All three locations using the RVS4000 router have an outdated firmware that leaves the city vulnerable to attack. At a minimum these routers should be immediately upgraded to the latest firmware, version 2.0.3.4 and plans should be made to replace these devices as soon as possible.

2.5.2 Wireless Radios It is understood that the existing wireless radios are not the most reliable and provide minimal working connectivity between traffic signals. The design of wireless access point sites and repeater sites requires site specific consideration. It is important that wireless links work with minimal latency and down time over a secured encrypted connection. Iteris recommends the City consider dedicated point‐to‐point radios for these links. There are several manufacturers on the market. Iteris has had success with equipment from Proxim and ComNet.

2.5.3 ITS Express 8020 Edge Switches The ITS Express 8020 Edge switches used in the traffic cabinets to connect the traffic controller via the signal interconnect copper cable are functional. These are managed layer 2 switches that can be configured to increase security and prevent malicious attacks. One first measure to secure these edge locations is to disable any unused ports on the switch. This, along with secure username and passwords to the switch, prevents access to the network from field elements.

The ITS Express switch also allows for notifications to be configured for remote monitoring and alerts if a connection fails or any unusual activity. These alerts, when triggered, can be sent via email. It is recommended that some alerts be setup on a trial basis at strategic locations along a corridor. Specifically, the hub sites along Crow Canyon Road and Bollinger Canyon Road would benefit. The available SFP ports on the ITS Express switch can easily be converted to allow fiber optic media with minimal costs or disruptions to the traffic cabinet by sliding in a SFP module as shown in Figure 5.

7 https://www.cisco.com/c/en/us/products/collateral/routers/rvs4000‐4‐port‐gigabit‐security‐router‐vpn/end_of_life_notice_c51‐717521.html 8 https://tools.cisco.com/security/center/content/CiscoSecurityAdvisory/cisco‐sa‐20140110‐sbd

Figure 5 ‐ Example of SFP transceiver for Fiber Optic communications

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2.6 IP Addresses and VLAN Segmentation

2.6.1 IP Addresses The design of a large network requires foresight and planning to allow for future growth with additional devices added to the network with minimal downtime or causes for network latency. Adhering to hierarchical design standards using network segmentation is a guaranteed way to achieve superior performance and interoperable compatibility among network devices. The current San Ramon network has devices assigned to a flat Class C IP network Scheme. Every device on the network is required to have an IP address and subnet to communicate. The determination of what these are creates opportunity for a superior design.

An example of a Class B IP Addressing scheme is provided in the Table 5. Under this scheme all IP addresses begin with 172.16.x.x. The third octet denotes the type of ITS device, allowing for up to 64 ITS device types. The fourth octet is assigned to individual devices within that type with a maximum of 2,046 usable IP addresses. Using Classless Inter‐domain Routing (CIDR), these ranges can be divided up, opening up the whole range of addresses, or blocking off any unused IP address ranges. Table 5, shows a /21 (255.255.248.0) subnet mask creating a large space for future devices to be added to the network. Depending on the required network size, additional CIDR ranges can be utilized to efficiently breakup the address space. Note, moving to a new IP addressing scheme will require reassigning IP addresses for all the devices currently in use based on an ITS Inventory. This is a time consuming task but will position the City to deploy new transportation technologies going forward. Table 5 – Example of IP Addresses for the San Ramon Traffic Network using a Class B IP Address Scheme with a

large subnet mask.

DEVICE TYPE IP THIRD OCTET AVAILABLE IP ADDRESS

RANGE CIDR, SUBNET MASK

Edge Switches 0‐7 172.16.0.1‐172.16.7.255 /21, 255.255.248.0

Traffic Signal Controllers 8‐15 172.16.8.1‐172.16.15.255 /21, 255.255.248.0

DSRC Radios 16‐23 172.16.16.1‐172.16.23.255 /21, 255.255.248.0

CCTV Cameras/Encoders 24‐31 172.16.24.1‐172.16.31.255 /21, 255.255.248.0

Dynamic Message Signs 32‐39 172.16.32.1‐172.16.39.255 /21, 255.255.248.0

Battery Backup System (BBS) 40‐47 172.16.40.1‐172.16.47.255 /21, 255.255.248.0

Bluetooth Readers 48‐55 172.16.48.1‐172.16.55.255 /21, 255.255.248.0

RTMS 56‐63 172.16.56.1‐172.16.63.255 /21, 255.255.248.0

2.6.2 VLAN’s As mentioned previously, The City does not currently use Virtual Local Area Networks (VLAN) within the traffic network. VLAN’s provide a virtual segmentation of the network that can prevent users accessing the entire network. VLAN ID numbers can be assigned to different network device types allowing priorities to be setup that efficiently manage network traffic. The existing ITS Express edge switch and Cisco RVS4000 router support VLAN’s although the RVS4000 only supports 4 VLAN ID’s. It is recommended the Cisco RVS4000 be replaced with an enterprise level Layer 3 router/switch with inter‐VLAN routing capabilities. Table 6 provides a list of suggested VLAN ID numbers for consideration. The VLAN ID roughly corresponds to the third octet of the IP address.

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Table 6 – Example of VLAN ID’s for the San Ramon Traffic Network

DEVICE TYPE VLAN ID

Edge Switches 4

Traffic Signal Controllers 8

DSRC Radios 16

CCTV Cameras/Encoders 24

Dynamic Message Signs 32

Battery Backup System (BBS) 40

Bluetooth Readers 48

RTMS 56

2.7 Recommendation Summary

A summary of the recommendations for the San Ramon Traffic network are provided in Table 7. The biggest security risk associated with the traffic network is the use of a VPN connection over the public internet to access the from the Permit building. Closing this network gap and replacing the RVS4000 router are the biggest steps the City can take to secure the network.

Table 7 – Recommendation Summary Table

SECURITY RISK THREAT LEVEL RECOMMENDATION

Network Topology High Remove AT&T VPN Connection, Close Gaps in SIC Network

Device Configurations High Replace RVS 4000 Router

ITS Inventory Medium Complete ITS Inventory of San Ramon Traffic Infrastructure

Login and Passwords Medium Change Passwords

Physical Security Measures Medium Pad Lock Traffic Cabinets

IP Addresses and VLAN Segmentation Low Organize IP addresses for devices and establish VLANs

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APPENDIX A– ACRONYMS 2FA Two‐Factor Authentication ATMS Advanced Traffic Management Systems CCTV Closed‐Circuit Television DDoS Distributed Denial of Service DMS Dynamic Message Signs DSL Digital Subscriber Line IM Instant Messaging IP Internet Protocol ISP Internet Service Provider ITS Intelligent Transportation Systems NIST National Institute of Standards and Technology P2P Peer‐2‐Peer RTMS Remote Traffic Microwave Sensor SFP Small Form‐factor Pluggable SMS Simple Messaging Service TMC Traffic Management Center VPN Virtual Private Network VLAN Virtual Local Area Network

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APPENDIX B – EXAMPLE OF ITS INVENTORY SHEETS

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