Request for Proposal -Smart Traffic Routing with Efficient and Effective Traffic System Project (STREETS)Copyrighted
March 2, 2020
City of Dubuque Consent Items # 16.
ITEM TITLE: Request for Proposal - Smart Traffic Routing with Efficient
and Effective Traffic System (STREETS) Project
SUMMARY: City Manager recommending approval to initiate the
Request for Proposals (RFP) process for professional
consultant services to design and implement the Smart
Traffic Routing with Efficient and Effective Traffic System
(STREETS).
SUGGESTED DISPOSITION: Suggested Disposition: Receive and File; Approve
ATTACHMENTS:
Description Type
STREETS Request for Proposals-MVM Memo City Manager Memo
Staff Memo Staff Memo
STREETS RFP Supporting Documentation
Masterpiece on the Mississippi
Dubuque
bitil
All-A.aia City
111111
2007.2012.2013
2017*2019
TO: The Honorable Mayor and City Council Members
FROM: Michael C. Van Milligen, City Manager
SUBJECT: Smart Traffic Routing with Efficient & Effective Traffic System (STREETS)
Request for Proposals
DATE: February 26, 2020
Civil Engineer II Dave Ness requests City Council approval to initiate the Request for
Proposals (RFP) process for professional consultant services to design and implement
the Smart Traffic Routing with Efficient and Effective Traffic System (STREETS).
I concur with the recommendation and respectfully request Mayor and City Council
approval.
Mic ael C. Van Milligen
MCVM:jh
Attachment
cc: Crenna Brumwell, City Attorney
Teri Goodmann, Assistant City Manager
Cori Burbach, Assistant City Manager
Gus Psihoyos, City Engineer
David Ness, Civil Engineer II
Masterpiece on the Mississippi
Dubuque
All America City
Nmxawi (TK u-Nwl
''11i:
2007+2012+2013
2017*2019
TO: Michael C. Van Milligen, City Manager
Gus Psihoyos, City Engineer
FROM: David Ness, Civil Engineer II
SUBJECT: Smart Traffic Routing with Efficient & Effective Traffic System (STREETS)
Request for Proposals
DATE: February 26, 2020
INTRODUCTION
The purpose of this memorandum is to request City Council approval to initiate the
Request for Proposals (RFP) process for professional consultant services to design and
implement the Smart Traffic Routing with Efficient and Effective Traffic System
(STREETS).
BACKGROUND
The goal of the STREETS project is to develop a smart, next generation, traffic
management and control system. The STREETS project will use advanced traffic
control strategies to enable dynamic traffic routing to maximize the use of existing
roadway capacities in the Dubuque metropolitan area. The initial deployment of
STREETS covers 33 signalized intersections within the City of Dubuque. The STREETS
project seeks to employ Active Transportation and Demand Management (ATDM)
strategies which will require a suite of modeling tools and methods that will enable the
City of Dubuque to evaluate the potential benefits of implementing ATDM strategies in a
dynamic and proactive fashion using both real-time and historic data. The benefits from
implementation of STREETS include, but are not limited to:
• Reduced wear and tear on major corridors
• Reduced congestion
• Improved travel times
• Improved safety
• Reduced emissions
• Enhanced system monitoring capabilities
The full set of objectives can be found in the STREETS Concept of Operations in the
reference section of the RFP.
DISCUSSION
The Request for Proposals (RFP) process will allow the City to retain a consultant to
develop and deploy a Smart Traffic Routing with Efficient & Effective Traffic System
(STREETS) that will use traffic control strategies to enable dynamic traffic routing to
maximize the use of existing roadway capacities in the Dubuque metro area. The initial
deployment of STREETS covers 33 intersections which includes integration of the
STREETS software, servers, camera analytics and traffic signal enhancements within
the City of Dubuque. STREETS should be scalable to allow full buildout of the city as
future phases are added. It is anticipated that the timeframe for the project will be
approximately 30 months following the signing of a professional services agreement.
PROPOSED PROJECT SCHEDULE
Issue RFP
Pre -Proposal Conference
Response due date
Presentations and Demonstrations
Intent to Award (week of)
Completion of contract negotiations
March 6, 2020
March 31, 2020
April 24, 2020
May 4-8, 2020
May 8, 2020
June 19, 2020
The RFP committee will consist of the following individuals
• Aleksandar Stevanovic, Retime LLC
• Tim Simodynes, ITS Engineer, Iowa DOT
• Sam Shea, Transportation Planner, Iowa DOT
• Phil Mescher, Transportation Planner, Iowa DOT
• Chandra Ravada, Director of Trans., Planning and Transit Services - ECIA
• Robert Schiesl, Assistant City Engineer
• Dave Ness, Civil Engineer II
• Duane Richter, Traffic Engineer
RECOMMENDATION
I recommend that the City Council authorize staff to initiate the Request for Proposals
process for professional consultant services to design and deploy the STREETS
project.
BUDGET IMPACT
The estimate of probable cost for the STREETS Project is as follows:
Description
Estimate
Hardware and Software Components
$ 2,693,000
Plan Development / Engineering / Contingency
593,250
City / DMATS / Consultant Services
405,000
Estimated Project Cost
$ 3,691,250
The project funding is summarized below:
Funding Source
Amount
FHWA AID Grant
$ 998,000
Iowa Clean Air Attainment (ICAAP) SWAP Funds
818,250
State Funds
300,000
DMATS STBG SWAP Funds
700,000
Traffic Safety Improvement Program (TSIP)
100,000
City Funds
575,000
Total Project Funding
$ 3,491,250
The City and DMATS will be working with the Iowa DOT and other agencies to find the
remaining $200,000 in unmet needs.
ACTION TO BE TAKEN
I respectfully request City Council approval to authorize the initiation of the Request for
Proposals process for professional consultant services to design and implement the
Smart Traffic Routing with Efficient and Effective Traffic System (STREETS) project.
cc: Jenny Larson, Director of Finance and Budget
Robert Schiesl, Assistant City Engineer
Duane Richter, Traffic Engineer
Chandra Ravada, ECIA
Masterpiece ca the Mississippi
Request for Proposal
for
Smart Traffic Routing with Efficient & Effective
Traffic System (STREETS)
Issued by:
THE CITY OF DUBUQUE
Response Due Date:
April 24, 2020
Must be submitted no later than 1:00 PM Central Time
Responses received after this date will be rejected
For information about this notice, and during this procurement, interested persons must
contact :
Dave Ness
50 W 13th St
Dubuque, Iowa 52001
Phone: 563-589-4270
E-Mail: Dness@cityofdubuque.org
and carbon copy,
cravada@ecia.org and aleksandarstevanovic@hotmail.com
Issued addenda will be posted to interne website:
https://www.cityofdubuque.org/Bids.aspx
1
Procurement Timetable
The following dates are set forth for informational and planning purposes. However, the Department reserves
the right to change the dates. All times listed are Central Time.
Event/Dates
Date/Time
Issue RFP
March 06, 2020
Number of returned Responses required as a single electronic PDF and be
formatted to print on 8.5" x 11" pages. The proposal must be limited to 25
single -sided pages. All pages will be counted including: proposal covers, cover
letter, dividers, appendices, etc. The maximum size limit of a proposal is 15
megabytes., a separate cost proposal needs to be provided with the proposal.
The cost proposal will not be counted towards the 25-page limit. The cost
proposal should not be more than 5 pages and need to be provided in a pdf
with proposal. The proposal and cost proposal combined should not exceed
20.0 megabytes.
No Additional Copies of
Technical Response
Pre -Proposal Conference
X Each prospective bidder is required to attend the Pre -Proposal
Conference to be held at 10:00 AM on March 31, 2020 at the City of Dubuque
city Hall, Conference Room A, 50 W 13th St, Dubuque, IA 52001. Attendance
by all prospective bidders is mandatory.
March 31, 2020
City Response from
Pre -Proposal Conference Questions
N/A
Responder questions, requests for clarification, & changes (no later
than)
April 10, 2020
City Response to questions issues (no later than)
April 10, 2020
Response Due Date
April 24, 2020
Presentations & Demonstrations
"Short list" (by invitation only)
Between May 04 through
May 08, 2020
Announce Successful Responder Intent to Award* see note below
Week of May 18, 2020
Completion of Contract negotiations (Preparation for execution of the
contract)
June 19, 2020
Contract Begins
July 17, 2020
Contract Duration
Start Date/ End Date/ # of Renewals
Intent to Award
Responses will be evaluated and a recommendation of award will be issued within ninety (90) days of the
Response Due Date. Response prices, terms and conditions must be held firm for a 180-day period from the
date of the notice of intent to award the contract.
2
TtIE CITY OF
DUB
Masterpiece vas fIw MiSSiccippi
Solicitation Response
Response Due Date
Time
Location
Proposal Number
Description
Contract Begin Date
Contract Completion Date
Proposal Guarantee
Performance Bond
Liquidated Damages
City contact
Email address
Phone
Fax
RESPONDER INFORMATION
Company Name
Federal Tax ID
Street Address
City
State
Zip Code
Contact Name
E-mail Address
Phone
Fax
Responder agrees to sell goods/services or
both at the same prices, terms and conditions
to any other Iowa state agency, Regent or
Political Subdivisions upon request. Please
check Yes or No.
Yes
No
Responder is an Iowa Targeted Small
Business
Yes
No
3
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Table of Contents
ACRONYM SHEET 5
INTRODUCTION 6
PROJECT BACKGROUND 7
PROJECT NEED 8
PROJECT OBJECTIVES 9
PROJECT SCOPE OF SERVICES 11
SYSTEM VALIDATION 19
GENERAL REQUIREMENTS 23
Pre -Proposal Conference 23
SELECTION INFORMATION 23
PROPOSAL REQUIRMENTS 24
PUBLIC RECORD LAW 26
STATEMENT OF NON-DISCRIMINATION 26
REFERENCES 26
4
1. ACRONYM SHEET
ASCT- Adaptive Signal Control Technology
ATDM - Active Transportation and Demand Management
ATIS - Advanced Traveler Information System
ATMS - Advanced Traffic Management System
ATSPM — Automated Traffic Signal Performance Measures
CAV - Connected Automated Vehicle
CCTV — Closed -Circuit Television
DMATS - Dubuque Metropolitan Area Transportation Study
DMS - Dynamic Message Sign
DOT - Department of Transportation
DSRC — Dedicated Short -Range Communications
DSS - Decision Support System
ECIA - East Central Intergovernmental Association
EPAC - Eight Phase Actuated Controller
ITS — Intelligent Transportation Systems
I2V - Infrastructure to Vehicle
LOS — Level of Service
MOT - Maintenance of Traffic
MOU — Memorandum of Understanding
MTM - Microsimulation Traffic Model
NEMA - National Electrical Manufacturers Association
O/D - Origin/Destination
SIL - Software -in -the -Loop
SPaT — Signal Phase and Timing
STREETS - Smart Traffic Routing with Efficient & Effective Traffic System
TDM - Travel Demand Model
TOC — Traffic Operation Center
UI - User Interface
5
2. INTRODUCTION
The City of Dubuque in partnership with East Central Intergovernmental Association (ECIA), Dubuque
Metropolitan Area Transportation Study (DMATS), and Iowa DOT (Department of Transportation)
hereinafter referred to as the Project Team, is contacting qualified consulting firms or project teams,
hereinafter referred to as the Consultant, to develop and deploy a Smart Traffic Routing with Efficient &
Effective Traffic System (STREETS) that will use traffic control strategies to enable dynamic traffic routing
to maximize the use of existing roadway capacities in the Dubuque metro area. The initial deployment of
STREETS covers 33 intersections shown in RED which includes integration of the STREETS software,
servers, camera analytics and traffic signal enhancements within the city of Dubuque as shown in Figure 1.
STREETS should be scalable to allow full buildout of the city as future phases are added.
Figure 1 below provides the study area and intersections under STREETS.
DLIBUUE
Project Corridors
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STREETS
Intersections
• Phase 1
• Phase 2
Other Key
Intersections
0 Signalized
Roundabout
6
It is anticipated that the timeframe for the project will be approximately 30 months following the signing of a
professional services agreement. The selected consultant will be expected to complete the contracted scope
of work within the specified timeframe, under the general direction and coordination of the Project Team
(Project Manager) as authorized by the overseeing committee established by the Project Team.
The City of Dubuque, ECIA, and DMATS are entities established under Iowa law and, as such, they are
governed by Iowa and federal laws and regulations. These laws and regulations concern a variety of matters
relevant to this project, including but not limited to, open records and open meetings, competitive bidding
processes and requirements, contracting, and tort and other immunities.
3. PROJECT BACKGROUND
The members of the Project Team partnered together to develop the Smart Traffic Routing with Efficient &
Effective Traffic System (STREETS) project. The goal of the STREETS project is to develop a smart, next
generation, traffic management and control system. The STREETS project will use advanced traffic control
strategies to enable dynamic traffic routing to maximize the use of existing roadway capacities in the Dubuque
metropolitan area. The initial deployment of STREETS covers 33 signalized intersections within the City of
Dubuque. The STREETS project seeks to employ Active Transportation and Demand Management (ATDM)
strategies which will require a suite of modeling tools and methods that will enable the City of Dubuque to
evaluate the potential benefits of implementing ATDM strategies in a dynamic and proactive fashion using
both real-time and historic data. The benefits from implementation of STREETS include, but are not limited
to:
• Reduced wear and tear on major corridors
• Reduced congestion
• Improved travel times
• Improved safety
• Reduced emissions
• Enhanced system monitoring capabilities
The full set of objectives can be seen in the STREETS Concept of Operations in REFERENCES.
Currently, the City of Dubuque operates all traffic signals and other ITS devices within City limits (including
state highways). The current signal system in Dubuque includes 115 traffic signals. Most of the signal controllers
are M50 Siemens controller with EPAC firmware. There are also M60 Siemens controllers located along the US
20 at grade intersections. The signal cabinets are NEMA TS-1 or TS-2. Approximately 80% of the system is
connected to a fiber optic communication system which is comprised of a minimum of 24 multi -mode and 48
single mode fibers. The City currently uses Siemens' TACTICS central management software to communicate
with the traffic signal system. The City primarily uses Matrix microwave vehicle detection, with some of the
smaller intersection occasionally using inductive loops. The City has 31 Acyclica devices installed throughout
the city for calculating travel time and origin/destination, this number is expected to grow. The City has an
extensive network of CCTV cameras which are both used for traffic surveillance and post -event investigation of
the events that affect safety and security of the travelers. They also record these cameras 24/7 for 30 days via a
Milestone video management system. In addition to the existing ITS devices, the City has undertaken an
aggressive program to expand ITS deployment within the City including fiber optic conduit, redundant failover
fiber Optic Loops, Dynamic Message Sign (DMS), Smart Sensor, Traffic Camera, and wireless communication.
All these will become part of future STREETS and play roles in dynamic routing. The STREETS project intends
to deliver an automatic system that gives the City staff the ability to monitor traffic operations and intervene as
necessary but does not require constant or significant manual operations.
7
4. PROJECT NEED
The level of service in 2010 is shown in Figure 2 and the 2045 forecasted level of service is shown in Figure 3
for the corridors included in the initial network of STREETS based on the DMATS Travel Demand Model. Based
on the Model results, the corridors in the study area are heavily travelled, among which most of them are at level
C or D, with a few locations on US Highway 20, Asbury Rd, University Ave, and US Highway 151/61 are going
to reach level of service E and F in 2010. Most of the project corridors are projected to attain level of service E
and F by 2045. The Travel Demand Model also shows the "imbalanced" traffic flow on different corridors within
the network. With several corridors reaching LOS F, some corridors show available capacity.
This indicated the potential of encouraging traffic rerouting to further reassign traffic to utilize the "unused"
capacity. This is even more beneficial during non -recurring congestion (i.e., incidents and special events) on
certain corridors while others remain free flow.
Figure 2 below provides the level of service in 2010 in DMATS area.
2010 Traffic Volume Level of Service
AADT — A
0-5,000 —g
—5,001-10,000 C
ii10,001-15,000 p
1915,001 -25,000 — E
111125,001-34,,200 —
IOWA
WISCONSIN
ILLINOIS
4
Miles
8
Figure 3 below provides the level of service in 2045 in DMATS area.
Traffic Volume Level of Service`
6 5,000 A
- 5,001-10,000 - B
- 10,001-15,000 C
15,001 - 20,000 0
20,001-25,000 i E
25,001-30,000
i30,001-35,000
WISCONSIN
5. PROJECT OBJECTIVES
The purpose of the STREETS is to provide better (or more balanced) utilization of the City of Dubuque's highway
network infrastructure. This goal is achieved through utilization of the existing and new Intelligent Transportation
Systems (to be deployed within the STREETS project), which will apply strategies to dynamically address both
transportation demand and supply. It is envisioned that deployment of the STREETS will accommodate the
following activities.
5.1. Data Collection
• Collect O/D data from various sources (i.e., O/D spreadsheet data from IBM that needs further
post -processing)
• Prioritize usage of City owned data
• Collect real time traffic data
• Incorporate signal phasing and timing data
• Include Roadway geometry data
• Ensure that the STREETS is compatible with the existing infrastructure to vehicle (I2V) systems
to integrate future Connected Automated Vehicle (CAV) data into STREETS (e.g. US 20 has —9
intersections with DSRC road -side units).
5.2. Performance Measurement System
9
• Provide travel time measurement system
• Explore usage of the 3rd party data (i.e. Waze for incidents, INRIX for speeds)
• Determine Traffic State and Trigger STREETS operation
• Monitor Real Time Incident/Event
• Monitor System Assets State
• Calculate System Performance Metrics
5.3. Traffic Modeling
• Develop Traffic Demand Model to estimate O/D and other necessary data for Micro -simulation
Model
• Provide Simulation model covering minimum 9 key corridors
• Provide Simulation model capable of performing traffic route assignment
• Provide Simulation model capable of interacting with DSS
• Provide Simulation model capable of replicating controller functions
5.4. Decision Support System
• Provide a User Interface (UI) for data display and manual operation
• Provide a system allowing data management
• Generate response plan (Rerouting and Signal Timing)
• Evaluate response plan (Rerouting and Signal Timing)
• Recommend an optimum and context -sensitive response plan (e.g. no rerouting heavy trucks on
minor streets))
5.5. Signal System
• Evaluate and Upgrade local controllers
• Evaluate and Upgrade ATMS software
• Provide Adaptive Signal Control Technology (ASCT) System
• Integrate/use ATSPM data and framework for STREETS operations
5.6. Communication System
• Increase speed, bandwidth, and reliability of center to field communications
• Provide communication among each STREETS module
• Develop and implement network security protocols
• Evaluate future connected vehicle communications system
5.7. Advanced Traveler Information System
• Enhance and develop traveler information delivery media (i.e., DMS, 511, Smart Phone App)
• Ensure that the messages, for dissemination to travelers, are provided through an open data feed
so that they can be used by multiple applications and phone apps
• Develop procedures to automate information retrieving and Alarm/Notification distribution
• Disseminate accurate and real-time congestion -related information to travelers
5.8. Operations and Maintenance
• Automate STREETS system operation to reduce staff needs
• Allow system management
• Develop MOU for STREETS maintenance between the City and ECIA
• Provide adequate staff training for the City, ECIA, and other stakeholders
It is expected that, based on previously established STREETS goals and objectives, following performance
measures will be used to evaluate success of the STREETS system operations.
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GOALS
PERFORMANCE MEASURES
•
Average travel time per trip for the corridor and each network
•
Average delay per trip (for the corridor and each network)
•
Travel time reliability measures
o Travel time index (ratio of peak period travel times to free -flow travel time
o Buffer index: extra time needed to be on -time 95% of the time
Improve
•
Person and vehicle throughput
Mobility
•
Vehicle hours traveled
•
# of rerouting events
•
# of automatic retiming due to STREETS system
•
Other innovative performance measures which may be able to document balanced
utilization of various corridors in the network, which is one of the major outputs of
the project
•
Consider existing and new ATSPMs
•
Intersection LOS
Reduce
•
Freeway LOS
Congestion
•
Arterial LOS
•
Volume/Capacity Ratios
•
Incident rate
o # of Secondary Accidents
Improve
Safety
•
Accident rate
o Injury
o Fatality
•
# of events disseminated (i.e., travel time information)
o Per O/D pair
o Construction
Information
o Incidents
for Travelers
•
o Special Event
System Availability
o Device up -time
•
511 Usage
o Number of Subscribers
6. PROJECT SCOPE OF SERVICES
The STREETS includes the following major components: 1) Travel Demand Model (TDM); 2)
Microsimulation Traffic Model (MTM); 3) Adaptive Signal Control Technology (ASCT); 4) Decision
Support System (DSS). The STREETS will also interface with other components include, but not limited to,
Advanced Traffic Management System (ATMS), Advanced Traveler Information System (ATIS), and third -
party data source (i.e., Waze, INRIX). The TDM will be utilized to estimate the origin/destination (O/D) and
other necessary data for the microsimulation traffic model. The MTM is to represent the current roadway
network and be capable of executing traffic assignment (dynamic traffic routing) based on estimated/measured
traffic impedances of the network links. The ASCT will develop optimized signal timing in real time after
changes of traffic conditions are determined by STREETS. The DSS is to function as a core model which
communicates with TDM, MTM, ASCT and other components, provide data exchange, dynamic routing
strategy generation and integrate all components into a complete STREETS. The interaction of these
components is illustrated in Figure 4.
11
Figure 4 below provides a conceptual chart of STREETS
Input
Field ❑ata
• Traffic Count
• Speed Data
• o-D
• Signal Phasing
• Signal Timing
Trigger
Performance Measurement
• Travel Time
• Traffic Flow
• Traffic Pattern
• incident
• System Performance
Process
Decision
Action
Demand Model/
Micro -simulation Model
Decision Support System
• Route Recommendation
• Timing Recommendation
ATIS
• DMS
• Apps
• 511
ATMS/ASCT
Adaptive Signal Timing
The Selected Vendor shall design, develop, integrate, and deploy a STREETS system which includes the main
components and processes as depicted in Figure 1. The major components of such a system should be:
1) Travel Demand Model (TDM);
2) Microsimulation Traffic Model (MTM);
3) Adaptive Signal Control Technology (ASCT); and
4) Decision Support System (DSS).
12
The STREETS will also interface with other data and performance -measurement platforms. These could
include Advanced Traffic Management System (ATMS), Advanced Traveler Information System (ATIS),
and third -party data sources. It is important to note that the ECIA's TDM will provide estimated O/D tables
and other necessary data for traffic models.
The MTM is to represent the current roadway network and be capable of executing traffic assignment
(dynamic traffic routing) based on estimated/measured traffic impedances of the network links. The existing
systems and real-time traffic characteristics are expected to come from multiple sources: City -owned field
data (CCTV cameras, Acyclica, other sensors), and INRIX Travel -Time data. The ASCT will develop
optimized signal timing in real time after changes of traffic conditions are determined by STREETS. The DSS
is to function as a core model which communicates with TDM, MTM, ASCT and other components, provide
data exchange,
dynamic routing strategy generation and integrate all components into a complete STREETS system.
Built on the existing and near future ITS to be deployed, implementation of the STREETS may rely on some
of the City's investments in ITS infrastructure such as data collection and performance measurement systems,
processing and dissemination systems, control algorithms, and an upgraded traffic signal system. The Selected
Vendor is required to communicate with the Project Team to get a proper survey of the existing and future
ITS infrastructure. Then, the Vendor needs to recognize any potential gaps in the existing or planned
infrastructure (for a successful deployment of their proposed STREETS system) and integrate acquisition and
deployment of such missing infrastructural components, in the cost proposal of their STREETS system. Any
post -award identification of infrastructural gaps (not included in the STREETS proposal) will be a sole
responsibility (to purchase and install) of the Selected Vendor.
To ensure seamless and efficient functioning of the STREETS potential vendors shall develop their proposal
with a goal for STREETS to deliver:
• A high-speed, reliable communications system.
• A highly accurate, reliable detection system.
• Improved traffic signal controllers.
• A high-speed, reliable series of servers and databases.
• An automated process to transfer data.
• An automated process to analyze traffic conditions.
• An automated, highly accurate means to communicate traffic conditions to the traveling public.
6.1. SYSTEM DESIGN
The selected Vendor shall design STREETS in such a way to ensure efficient and seamless operations and
integrations of following system modules:
5.1.1 Data Input
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The module defines the data needs for STREETS system. This module gathers data from various data sources,
compile them and feed the data into Micro -Simulation Model. O/D data can be collected from traditional
survey and smart phone as well. The O/D data, traffic counts for both roadway segment and intersection
turning movement, signal timing data, roadway improvement (i.e., adding a travel lane) are fed into Micro -
Simulation Model to simulate existing roadway network operation and used to conduct evaluation for various
operation scenarios such as normal daily operation, incident, planned or unplanned events. Special attention
should be given to a variety of video feed data and their potential use and applications within the STREETS.
It is expected that existing video feeds will be used both as the main system inputs and data to validate inputs
and performance measures based on the other data sources.
Envisioned Deliverables for 5.1.1 — A report detailing (in a list format or similar) all of the data inputs that
are fed into the STREETS, classifying the data based on their type, source, spatial and temporal levels of
aggregation, intended use(s), and similar. The report should be appended with examples of various data inputs
in the STREETS, in their raw textual format.
5.1.2 Performance Measurement
The module includes various field devices, and/or third -party applications (i.e. Waze, INRIX, Google) that
can provide real time data to represent traffic operation and system performance. Firstly, this module is to
constantly monitor traffic operations within the roadway network and detect any traffic pattern change or
capacity reduction which causes unbalanced traffic assignment within the network. The field devices for
traffic monitoring include CCTVs for traffic surveillance, travel time and delay evaluation system (i.e.
Acyclica), and other selected technologies during system design. This module shall contain a defined process
to detect, identify and verify incident, and methodology to identify potential unbalanced traffic assignment
within the network (i.e., significant variation in travel time/delay for a roadway segment or unusual disparity
in travel time/delay among roadways). This module can also utilize third party applications to retrieve existing
information such as verified incidents, lane closure and delay and feed these data into the STREETS to trigger
traffic reassignment evaluation. For example, STREETS may exchange data with Waze Connected Citizens
Program (CCP) to receive real-time incident information to trigger route reassignment, and use Waze to
inform drivers of major events and other roadway insights such as detouring thought the app. Secondly, this
module also interacts with DSS module to provide system performance data for system reporting.
Performance data such as travel times, delays, and incident clearances should be exported to STREETS. These
data can be retrieved in various reports over time to indicate effectiveness of STREETS and potential for
future system enhancement.
Envisioned Deliverables for 5.1.2 — 1. A suite of software and hardware components developed and
established to measure and report performance of the traffic conditions relevant for the STREETS. 2. A report
containing description of the hardware (e.g. field devices) and software used to measure performance of the
STREETS. This report should also describe all processes and methods used to identify and verify
events/incidents and unbalanced traffic assignment in the network. The report essentially needs to explain to
the user how the STREETS recognizes that traffic flows on the relevant routes are not balanced and the
performance measures and methods which are used to detect and verify such conditions. The report should be
supported with outcomes (e.g. screenshots) from the STREETS visual aids to ensure that the report truly
represent STREETS operations. This report should also document connections with all of the other STREETS
modules (e.g. DSS module).
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5.1.3 Traffic Modeling
The module defines the process of STREETS system. The STREETS system requires both Travel Demand
Modeling (TDM) and Micro -simulation model to mimic the roadway network to be included in the system.
Travel Demand Modeling
The module contains an existing or modified regional TDM. The model provides highway passenger car and
truck origin -destination trip matrices needed in development of the Micro -simulation model. The regional
model highway network is used as basis for developing the Micro -simulation network.
Micro/meso-simulation Modeling
STREETS system requires the development of a micro/meso-simulation traffic model of the Dubuque metro
area (including all relevant roads and all signalized intersections) to represent existing traffic conditions. The
model will be capable of replicating signal operations from the field and it will produce truthful outputs of the
field traffic conditions (travel times, delays, etc.) so that following traffic assignments/routing can be executed
based on verified data. The model will execute traffic assignments (reroute vehicles) based on the
estimated/measured traffic impedances of the network links when traffic pattern, or traffic status change is
identified. Prior to integration in the STREETS system, the model will be calibrated and validated to confirm
that field data (e.g. travel times between signalized intersections, intersection approach delays, average phase
times) are matched properly. Under STREETS operation, a traffic status change or capacity change (i.e.,
verified incident, planned special events, construction actives, etc.) will trigger the running of this model. This
model is utilized to run and test re-routing alternatives and validate the proposed detour routes based on the
field conditions (e.g., major road work or lane closures; test the same scenario in the model and confirm that
the assignment can reflect conditions observed in the field). The modeling results include traffic detour
represented by (rapidly) simulated traffic flows on selected corridors after traffic reassignment within the
network. Then the model will feed the information into DSS module.
Envisioned Deliverables for 5.1.3 — 1. STREETS' micro/meso model, which should be delivered as a
standalone application that can be observed within STREETS operations showing at any time modeled traffic
conditions and the differences between modeled and field values for a number of the selected performance
measures. The last part does not have to be integrated into the micro/meso model interface itself, but it should
be accessible within the STREETS. 2. A report explaining modeling process and connections and interfaces
between existing ECIA Travel Demand Model and a micro/meso simulation model developed within the
STREETS.
5.1.4 Decision Support System (DSS)
The DSS is a core module of the STREETS system which integrates other modules and contains
functionalities that do not exist today. This module interacts with many other modules, allows for data
exchange, handle data formatting/processing, detect congestion, recommend rerouting strategy, and receive
feedback from other modules. Figure 2 presents the data flow to/from DSS to all other modules of the
STREETS system. The DSS provides the following functionalities in STREETS system:
• Interface the user for STREETS operation with displayed inputs and outputs and allow manual
intervention as necessary
• Gather, categorize, format and compile input data from other modules
• Handle erroneous and missing data
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• Store and maintain a library of pre -defined timing constraints under a variety of traffic flows
• Allows special events scheduled in STREETS system to trigger new timing plan assignment
• Receive, evaluate and recommend rerouting strategy developed by Simulation Model
• Interface with ASCT to request timing changes and receive feedback
• Interface with ATIS to request dissemination of traveling information such as alternative route(s)
• Interface with Performance Measures System to validate system performance
• Conduct system performance reporting
Envisioned Deliverables for 5.1.4 — 1. A suite of software and hardware components developed and
established to provide functionalities of the DSS module. 2. A report containing description of how
functionalities from the list above are achieved and executed. The report should show and explain conceptual
methods and interfaces between various STREETS' modules reinforced with a number of screenshots and
other visual aids (and other system outputs) to prove STREETS' ability to perform listed functionalities.
5.1.5 Advanced Traveler Information System (ATIS)
ATIS is an essential component of the STREETS system. ATIS provides the users of the transportation system
with real-time information that could be used to make decisions about route choices, estimate travel times,
and to avoid congestion. Existing and proposed DMS, a traffic website (i.e. 511) and a smart phone application
are envisioned to provide this data to the users.
• Dynamic Message Signs (DMS) — DMS provides en -route information to drivers regarding traffic and
roadway conditions such a travel time and recommended alternative routes.
• Smart Phone App — A free smart phone App for STREETS operation is to be included in STREETS to
provide alternative route information and verify motorist's adoption of suggested route.
• 511 — Existing or enhanced 511 system is used for dissemination of travel time and traffic route
recommendation by STREETS.
• Future in -car Information dissemination system
Envisioned Deliverables for 5.1.5 — 1. Software interfaces between STREETS and other relevant software
and hardware components necessary for dissemination of the necessary information to the travelers. This
deliverable should include any smartphone apps developed to disseminate relevant STREETS information to
the travelers. 2. A report documenting how STREETS interacts with relevant dissemination modules (e.g.
DMS, 511) supported by several visual aids to document STREETS interfaces and information dissemination.
5.1.6 Adaptive Signal Control Technology (ASCT)
The STREETS system contains an ASCT system to dynamically change signal timing based on observed and
predicted congestion as estimated by the Micro Simulation Model. The ASCT is expected to be fed by DSS
with recommended timing plans which is triggered only after optimal traffic flows are determined through a
traffic assignment procedure. The ASCT then take control and utilizes it is own adaptive algorithm to adjust
signal timing in a partial and progressive fashion while confirming that the proposed routing changes are
implemented in the field.
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Most of the existing ASCT systems require extensive vehicular detection. The ASCT deployed under
STREETS shall work with both field detection data and data fed by DSS. The proposed ASCT must be
integrated in the STREETS properly to enable signal timing changes to be made in real time without creating
disruptions to the field operations. The ASCT shall also have a Software -in -the -Loop (SIL) capability which
is compatible with the field traffic controllers. Changes made in the SIL database of the ASCT need to be
seamlessly transferrable to the field controllers. The ASCT shall also contain a feedback loop which suggests
signal timing changes. The adopted ASCT only implements full signal timing change for optimal traffic
rerouting after the assurance from the field that the drivers are adopting/following on the suggested routing
options. In case the STREETS system is malfunctioning such as no DSS not feeding data to ASCT, the ASCT
shall still work individually as an independent system for its deployed corridor.
It should be noted here that some of the intersections within the City of Dubuque will be equipped with
Automated Traffic Signal Performance Measures (ATSPM) which is a system that could be used tighter (if
not around) the intended ASCT. Actually, several signal technology vendors already developed ASCTs which
interface well with the ATSPMs and thus this option could be explored as well when deciding how to integrate
signal performance measures, and necessary signal modifications, into the STREETS.
Envisioned Deliverables for 5.1.6 — 1. A functional ASCT system, either commercial of -the -shelf or
developed for the purpose of this project. If the latter option is used extra efforts are expected to prove validity
and quality of the ASCT operations. It should be specifically documented that operations of the ASCT are
accounted by the micro/meso model so that the DSS module can base decisions on relevant interaction
between route -choice and dynamic traffic signal timings, as occurring in the field and mimicked in the
simulation model. 2. A report containing description of the hardware (e.g. field devices) and software used to
provide ASCT functionalities within the STREETS. This report should describe all fundamental processes
used by the ASCT but also supported by visual aids from ASCT/STREETS documenting realization of the
intended methods and processes.
5.1.7 STREETS Logical Process
The STREETS project intends to deliver an automatic system that gives the City staff the ability to monitor
traffic operations and intervene as necessary, but does not require constant or significant manual operations.
Ideally, if no significant traffic disturbance events occur, STREETS will run 24/7 without requiring operators
to interfere manually with traffic operations. System shall use CCTV with analytical capability or other
performance measurement systems to automatically capture traffic change and trigger STREETS process. The
project will reduce equipment costs at individual intersections by providing signal timings through a
centralized Adaptive (Dynamic) Control Traffic System. The project will help the MPO measure the
performance of the system by providing 24/7 traffic volumes and delays at all major corridors and
intersections. Figure 2 describes the logical process of the proposed STREETS system.
Envisioned Deliverables for 5.1.7 — A report describing logical connections between various subsystems of
the STREETS. Figure 2 is only a high-level proposal of how the system should work. The vendors are given
freedom to modify the proposed concept with a strong justification and explanation why an alternative logical
process would be superior. Deliverable for this task should contain description of such accomplished logical
process. This deliverable, similar to many others, should be supported by concrete proofs of logical
correlations between STREETS' components.
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6.2. SYSTEM INTEGRATION
The scope of the System Integration effort includes all application systems, online services, interfaces, and
data exchanges that are envisioned to be part of the STREETS. The strategy for system integration will be to
remediate, develop, and perform all testing of services that will be needed for integration of all of the
STREETS components into a functional, reliable, and a user-friendly system. Wherever possible, the System
Integration services will be proactively designed, constructed, and tested prior to final integration with the
STREETS. A Selected Vendor is responsible for deliverables of all system remediation and services
associated with applications, interfaces, and data exchanges that must be integrated within the STREETS (as
shown generally in Figure 2).
Figure 2 loosely depicts an expected way on integrating STREETS system components and processes into a
fully operational and meaningful system, which will be able to achieve mentioned objectives. The Selected
Vendor is allowed a freedom to deviate from the proposed concept if it can justify such deviations and deliver
required outcomes.
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Monitor Traffic i•]1--
Do Nothing `:e Traffic Status Change?›
Run Demand Model
Field Data
■ Traffic Data
• Signal Timing
Do Nothing
Yes
Run Miero-Simulation and
Generate MOE
No ReroNet -' Improves>
• Network?
Feed Simulated Traffic Flow
to DS5
Generate Response Plan
(Signal Timing]
Plan Approved based
o on Criteria? Yes
Figure 2 — STREETS System Process
Legend
Field Data
Modeling
055
Send Response Plan to ASCT
LDisseminate New Route to
the Travlers
Performance
Measurement
ATMS/ASCT
ATIS
Run ASCT to Adaptively Modify Signal Timing
ATIS Information
(DMS, 511, Apps)
7. SYSTEM VALIDATION (ABILITY TO RESPOND TO OPERATIONAL SCENARIOS)
This section presents a number of operational scenarios that are intended to capture activities associated with
operation of the system. The objective of developing operational scenarios is to capture user needs from the
perspective of the users.
The operational scenarios capture the activities to be performed which are both routine and non -routine, in
order to identify user needs and ultimately, develop requirements. It is important that the operational scenarios
are realistic and reasonable.
The operational scenarios include the following:
• Scenario 1: Traffic Monitoring & Operations - Recurrent Congestion
• Scenario 2: Traffic Monitoring & Operations - Unplanned Event
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• Scenario 3: Traffic Monitoring & Operations - Planned Event
• Scenario 4: Traffic Monitoring & Operations - Maintenance
The scenarios listed above are detailed below for the proposed system. Note that the Micro -simulation Model
is calibrated and ready for use prior to testing/applying any operational scenarios.
6.1 Scenario 1: Traffic Monitoring & Operations - Recurrent Congestion
Recurrent congestion represents a normal day to day operational scenario. Under this scenario, each corridor
experiences its daily traffic variation depending on time of day and there is no drastic disparity in terms of
congestion level among corridors and traffic flow is assumed to be naturally assigned within the network
based on impedance perceived by travelers. The ASCT shall be well calibrated based on the traffic
characteristic of each corridor and function independently per corridor to adaptively optimize signal timing
plan progressively based on traffic variation. The performance measurement module is constantly monitor
traffic, however, no drastic traffic change over historical pattern is observed and performance data are
archived by the individual component (i.e., Acyclica, CCTV data storage). The outputs from the performance
measurement module should be able to document seasonal and weather variations, preempt interruptions and
similar recurring events.
6.2 Scenario 2: Traffic Monitoring & Operations - Unplanned Event
This scenario represents a typical STREET operation when traffic re-routing is needed. Under this scenario,
the performance measurement model constantly monitors traffic status, an unplanned event, typically a crash,
is reported either by third party data, or by established incident detection algorithm (i.e. unusual travel time
or delay). This triggers STREETS to run Micro -simulation Model to estimate the impact of this event. Event
location (i.e., mile post of the corridor) and severity (i.e., # of lane closure) is verified via CCTV, which is
entered into the simulation model. The model run is performed to reassign traffic among the roadway network.
This results in simulated performance measurements and a new set of traffic flow on affected corridors. The
simulated traffic flow data is fed into the DSS module. The DSS compares the simulated traffic flow and field
traffic flow, with a set of predetermined criteria, it then selects new timing plans for each intersection among
the impacted corridors. Presumably the intersections on corridor where the event occurs will receive more
relaxed signal timing plans whereas those on corridors where traffic is reassigned to will receive a more
restrictive timing plans. Before sending these plans to the ASCT system, the DSS will also examine other
conditions such as truck route, school zone which may restrict or limit the deployment of new plans. Once
approved, the new plans are forwarded to the ASCT system. At the same time, the DSS disseminates the
recommended route information to the ATIS module such as DMS, 511 and mobile apps to inform the
motorist and encourage detour. The ASCT receives the recommended timing plans and deploy them within
its system, then operates based on its own adaptive algorithm to adjust timing based on varying traffic.
6.3 Scenario 3: Traffic Monitoring & Operations - Planned Event
This scenario represents another typical STREET operation (e.g. road reconstruction, a bridge closure) when
traffic reassignment is needed. Under this scenario, a planned event such as a game, is scheduled ahead. The
city staff shall use historical data to estimate the impact of the scheduled event and new O/D trip patterns for
use in Micro -simulation Model to predict the increased traffic demand on the roadway network. Prior to the
planned event, STREETS runs Micro- Simulation Model with recommended O/D pairs, predict traffic flow
based on field data while the performance measurement module constantly monitors traffic status. The
simulation model then feeds the simulated traffic flow data into the DSS module. The DSS compares the
simulated traffic flow and field traffic flow, with a set of predetermined criteria, and then selects new signal
timing plans for each intersection within the impacted corridors.
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Presumably, the intersections on corridor where the planned event occurs will receive more `relaxed' signal
timing plans whereas those on corridors where traffic is reassigned will receive timing plans modified to
accommodate extra traffic. Before sending these plans to the ASCT system, the DSS will also examine other
conditions such as truck route, school zone which may restrict or limit the deployment of new plans. Once
approved, the new plans will be forwarded to the ASCT system. At the same time, the DSS disseminates the
recommended route and special event information to the ATIS module such as DMS, 511 and mobile apps to
inform the motorists. The ASCT receives the recommended timing plans and deploy them within its system,
then operates based on its own adaptive algorithm to adjust signal timings based on varying traffic.
6.4 Scenario 4: Traffic Monitoring & Operations - Maintenance
This scenario represents another typical STREET operation when traffic reassignment is needed. Maintenance
can be scheduled routine preventive maintenance and emergency maintenance. For routine maintenance, a
series of activities should be pre -evaluated using Micro -simulation model such as duration of maintenance,
number of lane blockage and scheduled Maintenance of Traffic (MOT). The results should be a set of traffic
flow variation. Prior to the scheduled maintenance, STREETS runs Micro -simulation model based on field
data to verify with pre -evaluation. It then feeds DSS with simulated traffic flow. The DSS receives the new
traffic flow, generates response plan, and then alerts the ASCT to modify signal timing and prompt ATIS to
disseminate the new routes and event information. The routine maintenance shall be scheduled in DSS. Once
the maintenance activity is completed and verified, the City staff shall command STREETS to end
maintenance scenario and resume normal operation. STREETS will utilize performance data and CCTV data
to verify the recovery of traffic status before commanding the system to a "normal" operation scenario.
For an emergency maintenance, STREETS treats the conditions in the same manner as for an unplanned event.
Under this scenario, STREET triggers Micro -simulation Model to predict the increased traffic demand among
the roadway network. Verified with field data, it feeds then the simulated traffic flow data into the DSS
module. The DSS compares the simulated traffic flow and the field traffic flow, with a set of predetermined
criteria, and it selects new timing plans for each intersection along the impacted corridors. Before sending
these plans to the ASCT system, the DSS will also examine other conditions such as truck route, school zone
which may restrict or limit the deployment of new plans. Once approved, the new plans are forwarded to the
ASCT system. At the same time, the DSS disseminates the recommended route and special event information
to the ATIS module such as DMS, 511 and mobile apps to inform the motorists. The ASCT receives the
recommended timing plans and deploy them within its system, then operates based on its own adaptive
algorithm to adjust signal timings based on varying traffic. Once the maintenance activity is completed and
verified, the City staff shall command STREETS to end maintenance scenario and resume normal operations.
STREETS will utilize performance data and CCTV data to verify the recovery of traffic status before
commanding the system to a "normal" operation scenario.
7.1. Acceptance Testing
This section identifies specific verification reviews and acceptance testing (which could happen 'at will') for
the STREETS deployment. The acceptance test is expected to include multiple reviews and will include one
or more of the following elements:
• Demonstration of integration of the STREETS' different software modules
• Demonstration of automated data (volume, SPaT) input to the Micro -Simulation Model
• Demonstration of receiving data (volume, SPaT) automatically from the Micro -Simulation Model
• Demonstration of Traffic Demand Modeling data (O-D) output
• Demonstration of the Micro -Simulation Model's data accuracy
• Demonstration of Performance Measurement System's data output
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• Demonstration of transmitting SPaT data to the Decision Support System(DSS)
• Demonstrations of the Decision Support System (DSS)
• Demonstration of the Advanced Traveler Information System (ATIS)
• Field demonstrations of detection system's data accuracy
• Demonstration of City's existing Video Data Analytics system's data accuracy
• Demonstration of the STREETS system's full functionalities on hand-held devices (smart phone, tablet
etc.) for the STREETS system operator
• Demonstration of the STREETS system's full functionalities on hand-held devices (smart phone, tablet
etc.) for traveler
• Demonstration of the existing City owned travel time system (Acyclica) data accuracy
• Demonstration of archiving data (volume, SPaT) sent to the Microsimulation Model on both local and
cloud -based storage
• Demonstration of archiving data (volume, SPaT) output from the Microsimulation Model on both local
and cloud -based storage
• Demonstration of STREETS graphic summary screen showing all of the inputs and outputs at work
• Monitoring queue management at user -specified locations
• TOC test of communications
• Remote monitoring and control of the ASCT and other components of the STREETS
• Review training materials
The verification and acceptance testing will be accomplished at approved City of Dubuque locations and at
specific field locations within the City. All acceptance test procedures shall conform to the approved
acceptance test plans. These tests will be completed and documented by the System Vendors and supervised
by the City of Dubuque Project Manager. Operational documentation of the field components is expected to
be completed with a laptop, internet connection and associated cabling. The System Vendors will need to
provide multiple staff in the field and at the TOC to document certain acceptance tests.
A verification test case is a logical grouping of functions and performance criteria that are to be verified
together. Each test case should contain the following:
• Name and reference number
• Objective (from requirements)
• List of requirements to be verified or traced
• Data to be recorded or noted during verification, such as expected results
• Statement of requirements met, partially met, or not met
• Comments on how requirements are met, propose action if only partially met or not met.
The following preliminary test cases have been identified:
1. Local Controller Configuration
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2. Upload and Download from Central Database
3. Alarms & Notifications
4. Default Settings
5. Remote Access and Operation
6. Data input to/output from Micro -Simulation Model
7. Data input to/output from DSS
8. Data output from Performance Measurement System
9. Comparison of Traffic Demand Model output and Field Traffic Data
10. Comparison of estimated traffic assignment of the Micro -Simulation Model and DSS
11. Comparison of traffic assignment from DSS and field traffic data
12. Queue Management
13. Verification of STREETS system travel time data
14. Data Archiving
8. GENERAL REQUIREMENTS
The City is following the Iowa DOT Instruction Memorandums for local public agencies I.M 3.310.
DBE GOAL
The City has determined to set the DBE goal at 5%. It is the policy of the Iowa DOT that Disadvantaged Business
Enterprises shall have the maximum practicable opportunity to participate in the performance of contracts
financed in whole or in part with federal -aid highway funds. Most of the work under this contract is expected to
involve federal -aid highway funds. Consultants will be expected to demonstrate a good faith effort to meet this
goal, and the selection process will include an evaluation of that effort. A list of certified DBE firms may be found
on Iowa DOT's web site at: https://secure.iowadot.gov/DBE/Home/Index/
9. Pre -Proposal Conference
A Pre -Proposal conference is scheduled to be held at 10:00 AM on March 31,2020. The event will be held at
City of Dubuque City Hall, Conference Room A, 50 W 13th St, Dubuque, IA 52001. Attendance by all
prospective bidders is mandatory. All prospective bidders should register and the project principal should
attended the Pre -Proposal conference.
The Pre -Proposal Conference will provide a presentation of overall expectations of the project, timeline and a
tour of City facilities and equipment.
10. SELECTION INFORMATION
The Selection Committee will evaluate proposals on their ability to address the evaluation criteria.
The point value of each evaluation criterion is indicated below, adding up to a total of 100 points.
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• Key Staff, Experience and responsiveness— 15 Points (15%)
o This category refers to the quality, similarity and responsiveness of the consultant on previous
projects to this project. In addition, technical ability and specialized expertise of the consultant's
staff or sub consultants and demonstrate abilities to address issues is also a factor for this category.
• Technical Qualities and Past Experience — 30 Points (30%)
o This category allows the selection committee to determine if there are certain technical qualities
or understanding of the project that make one consulting firm stand out over another firm. This
may include but is not limited to: the detail of their work, reputation from other agencies the firm
has worked with, experience working with subcontractors or subconsultants, and the success of
previous projects.
• Price — 25 Points (25%)
o Points will be awarded in this category based on the proposed price presented by each of the
consulting firms. These points will be awarded after the other points are awarded.
• Work Plan and Timeline — 5 Points (5%)
o Points will be awarded in this category based on the proposed timeline and work plan to meet
schedule that is presented by each of the vendors.
• Understanding Local Issues and Resources Available to Complete the Project — 10 Points (10%)
o This category awards points based on the staff available to work on the project, other projects the
company is working on, the location of a firm and the technological resources available to
complete the project. Show possible examples of risk management and mitigation.
• Knowledge of Federal and State Regulations and Ability to Work with Lead Agencies — 5 Points (5%)
o Points will be awarded for coordination abilities with lead agencies and knowledge of Federal and
State regulations. This may include but is not limited to: Federal Highway Administration, Iowa
Department of Transportation, State Historic Preservation Office.
• DBE Participation — 5 Points (5%)
o The Selection Team will consider the Project Team's willingness and ability to meet or exceed the
established DBE involvement goal as stated in "General Requirements".
11. PROPOSAL REOUIRMENTS
Please provide the following information in the order listed:
• All responders must provide adequate information on the response's cover page to clearly identify the
submittal is for the Smart Traffic Routing with Efficient & Effective Traffic System (STREETS) along
with the replying firm and an email for the point of contact for the firm.
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• Include your firm's approach to addressing the identified tasks, your eligibility to meet the requirements
of the "Required Work Categories" for the work you intend to perform, your understanding of the project's
scope and key issues. Briefly discuss similar projects the members on your team have completed in the
past three to five years. This listing should be limited to the three most applicable projects.
• Include the name, qualifications, experience, office address and availability of the contract manager as
well as the manager in charge of each major work task. This information should include the identification
of similar projects managed or participated in by these individuals. The selection of a contract manager
and work task managers by a firm will constitute a commitment by that firm and NO substitute managers
will be allowed without prior written approval by the Iowa DOT.
• Include experience and qualifications as related to the "Required Work Categories" for any sub -
consultants to be used and work they will perform.
• Include a detailed resume, summary of current workload and a time commitment for each professional or
technical person to be assigned to the project. Identify the principal or manager who will serve as the
project manager.
• A project schedule outlining the timeline and estimated completion date of each major task identified in
your scope of work. This should include a schedule with a description of all deliverable products
throughout the period. A graphical representation of the proposed schedule should be included.
• The location of the office where the majority of work will be performed.
• A disclosure of all work for other clients that may be affected by work on the proposed contract to avoid
a potential conflict of interest.
• Include a statement that the consultant will meet the DBE goal. If the consultant cannot meet the minimum
goal, include a commitment statement for the percentage of participation that they can meet.
• Inclusion of promotional literature of a general nature will not be considered in the selection process.
The proposal must be submitted as a single electronic PDF and be formatted to print on 8.5" x 11" pages. The
proposal must be limited to 25 single -sided pages. All pages will be counted including: proposal covers, cover
letter, dividers, appendices, etc. The maximum size limit of a proposal is 15 megabytes. A separate cost proposal
needs to be provided with the proposal. The cost proposal will not be counted towards the 25-page limit. The cost
proposal should not be more than 5 pages and need to be provided in a pdf format with the proposal. The proposal
and cost proposal combined should not exceed 20.0 megabytes.
The electronic proposal must be submitted via email to Dness@cityofdubuque.org and carbon copy,
cravada@ecia.org and aleksandarstevanovic@hotmail.com. An email will be sent confirming receipt of the
proposal within 30 minutes or by 3:00 p.m. on the submittal deadline date, whichever is later.
Proposals are due by 1:00 pm on April 24, 2020.
Any technical questions or questions regarding this RFP shall be submitted via email to
Dness@cityofdubuque.org and carbon copy cravada@ecia.org and aleksandarstevanovic@hotmail.com. Any
questions about this RFP must be received by noon on April 10, 2020. Questions and answers regarding this RFP
will be posted with the RFP on the city website, https://www.cityofdubuque.org/Bids.aspx
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Any proposal not complying with all requirements stated in the RFP may not be accepted.
12. PUBLIC RECORD LAW
The City of Dubuque will treat all information submitted by a consultant as open records following the conclusion
of the selection process. Open records are public records that are open for public examination and copying. The
City of Dubuque's release of records is governed by Iowa Code Chapter 22 and 761 IAC Chapter 4. Consultants
are encouraged to familiarize themselves with these laws before submitting a proposal.
13. STATEMENT OF NON-DISCRIMINATION
The selection and contract are subject to the provisions of Executive Order 11246 (Affirmative Action to Insure
Equal Employment Opportunity). Federal and state laws prohibit employment and/or public accommodation
discrimination on the basis of age, color, creed, disability, gender identity, national origin, pregnancy, race,
religion, sex, sexual orientation or veteran's status. If you believe you have been discriminated against, please
contact the Iowa Civil Rights Commission at 800-457-4416 or Iowa DOT's affirmative action officer at 515-239-
1422. If you need accommodations because of a disability to access the Iowa DOT's services, contact the agency's
civil rights/ADA coordinator at: 515-239-1514
14. REFERENCES
I.M. No. 3.310 Federal -aid Participation in Consultant Costs
https://www.iowadot.gov/local_systems/publications/im/3310.pdf
PPM 300.12 — Negotiated Contracts for Architectural, Engineering, and Related Professional and Technical
Services (http://www.prof-tech-consultant.dot.state.ia.us/uploads/300_12.pdf)
Smart Traffic Routing with Efficient & Effective Traffic System (STREETS) —
System Engineering for STREETS
https://www.eciatrans.org/DMATS/pdf/STREETS Systems Engineering Document Final Report.pdf)
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