RFP for Smart Traffic Routing with Efficient & Effective Traffic System (STREETS) Project Copyrig hted
December 7, 2020
City of Dubuque Consent Items # 17.
City Council Meeting
ITEM TITLE: Smart Traffic Routing with Efficient& Effective Traffic System
(STREETS) Request for Proposals
SUMMARY: City Manager recommending approval to initiate the Request for
Proposals process for professional consultant services to design and
implement the Smart Traffic Routing with Efficient and Effective Traffic
System (STREETS).
SUGGESTED Suggested Disposition: Receive and File;Approve
DISPOSITION:
ATTACHMENTS:
Description Type
STREETS Request for Proposal-MVM Memo City Manager Memo
Staff Memo Staff Memo
RFP Supporting Documentation
Dubuque
THE CITY OF �
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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: December 3, 2020
Civil Engineer II Dave Ness recommends City Council approval to initiate the Request
for Proposals 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
Cori Burbach, Assistant City Manager
Gus Psihoyos, City Engineer
David Ness, Civil Engineer II
Dubuque
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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: December 2, 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. This RFP was
originally listed on February 26th, 2020 but was delayed due to Covid and will be re-
initiated.
PROPOSED PROJECT SCHEDULE
Issue RFP December 8, 2020
Pre-Proposal Conference January 8, 2021
Response due date January 30, 2021
Presentations and Demonstrations February 1 - 19, 2021
Intent to Award (week of) March 8, 2021
Completion of contract negotiations April 5, 2021
Contract Start Date April 12, 2021
Contract Duration 24 to 30 months
The RFP committee will consist of the following individuals
• Aleksandar Stevanovic, Retime LLC
• Tim Simodynes, ITS Engineer, lowa DOT
• Sam Shea, Transportation Planner, lowa DOT
• Phil Mescher, Transportation Planner, lowa 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.
BUDGETIMPACT
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
lowa 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 lowa 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
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Request for Proposals
for
Smart Traffic Routing with Efficient & Effective
Traffic System (STREETS)
Issued by:
THE CITY OF DUBUQUE
Response Due Date: January 30, 2021
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,
inte�ested pe�sons must contact:
Dave Ness
50 W 13th St
Dubuque, Iowa 52001
Phone: 563-589-4270
E-Mail: Dness(a�cityofdubuque�or�
and carbon copy,
cravada(c�ecia•org and astevanovic(a�retime.online
Issued addenda will be posted to internet 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 December 08, 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 No Additional Copies of
megabytes. A separate cost proposal needs to be provided with the proposal. Technical Response
The cost proposal will not be counted towards the 25-page limit. The cost
proposal should not be more than 5 pages and needs to be provided in a pdf
with proposaL The proposal and cost proposal combined should not exceed
20.0 me ab tes.
Pre-Proposal Conference
0 Each prospective bidder is required to attend the Virtual Pre-Proposal
Conference will be held at 10:00 AM on January 08, 2021. To receive an
emailed invitation and link to the virtual pre-proposal conference,prospective
bidders must submit a completed Responder Information form (page 3) to
Dness(a�cityofdubuque.org (cc: to cravada(c�ecia.org & January 08, 2020
astevanovic(a�retime.online)before 5:00 PM on January 07, 202]. Attendance
by all prospective bidders is mandatory; however, the virtual conference will
be recorded. The city of Dubuque is not responsible far technical difficulties
experienced by individual prospective bidders, but in the event of such an
occurrence the city may, at its discretion, allow a prospective bidder to access
the recordin .
Responder questions, requests for clarification, & changes (no later than) January 15, 2021
City Response to questions issues (no later than) January 15, 2021
Response Due Date 1:00 PM on January 30,
2021
Virtual Presentations & Demonstrations of short-listed bidders February O1 through
(by invitation only; link for virtual platform will be provide later) February 19, 2021
Announcement of Successful Responder Intent to Award� see note below Week of March 08, 2021
Completion of Contract negotiations (Preparation for execution of the Apri105, 2021
contract)
Contract Start Date April 12, 2021
Contract Duration
Start Date/ End Date/# of Renewals 24 to 30 months
*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
rf n>c Ery or-
DUB E
M«:'�'','iN�°�°°'":�.����l;�r,°��� Solicitation Response
Res onse Due Date Januar 30, 2021
Time 1:00 PM
Location 50 W 13th St, Dubu ue,Iowa 52001
Cit contact Dave Ness
Phone 563-589-4270
Email address Dness cit ofdubu ue.or
Must-Cc-to Email addresses cravada ecia.or ; astevanovic retime.online
RESPONDER INFORMATION
Company Name
Street Address
City
State
Zip Code
Contact Name
Phone
E-mail Address
Responder agrees to sell goods/services or
both at the same prices, terms and conditions
to any other Iowa state agency, Regent or 0 Yes 0 No
Political Subdivisions upon request. Please
check Yes or No.
Responder is an Iowa Targeted Small
Business 01'es 0 No
3
TABLE OF CONTENTS
1. ACRONYMS.......................................................................................................................5
2. INTRODUCTION.............................................................................................................6
3. PROJECT BACKGROUND..............................................................................................7
4. PROJECT PURPOSE........................................................................................................8
5. PROJECT OBJECTNES ..................................................................................................9
6. PROJECT SCOPE OF SERVICES................................................................................. 11
7. SYSTEM DESIGN...........................................................................................................13
8. SYSTEM INTEGRATION..............................................................................................17
9. SYSTEM VALIDATION (RESPONDING TO OPERATIONAL SCENARIOS)......18
10. GENERAL REQUIREMENTS......................................................................................22
11. PRE-PROPOSAL CONFERENCE................................................................................23
12. SELECTION INFORMATION.....................................................................................23
13. PROPOSAL REQUIREMENTS.....................................................................................24
14. PUBLIC RECORD LAW.................................................................................................26
15. STATEMENT OF NON-DISCRIMINATION.............................................................26
16. NATIONAL ENVIRONMENTAL POLICY ACT COMPLIANCE...........................26
17. REFERENCES.................................................................................................................26
4
1. ACRONYMS
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
FHWA - Federal Highway Administration
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
RFP - Request for Proposal
RSU - Road-Side Units
SIL - Software-in-the-Loop
SPaT - Signal Phasing 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 37 intersections (shown in RED in Figure 1 below) and 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 —The study area and intersections under STREETS.
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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 Proj ect 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
and route management 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 37 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, given 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 controllers with EPAC firmware. There are also M60 Siemens controllers
located along the US 20 at grade intersections and some other locations. 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 intersections (on Locust Street and US
20) occasionally using inductive loops. The City has 31 Acyclica devices installed throughout the city for
calculating travel time and origin/destination,but 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. The City also constantly record videos from 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 be part of future STREETS and play roles in dynamic
traffic routing. The STREETS project intends to deliver an automatic system that gives the City staff ability
to monitor traffic operations, and intervene as necessary, but does not require constant or significant manual
operations.
7
4. PROJECT PURPOSE
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 (where most of them are at
LOS C or D), among which a few locations on US Highway 20,Asbury Rd,University Ave, and US Highway
151/61 reached LOS 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. While several corridors are expected to reach LOS F, some corridors show available
capacity. This indicates a potential for encouraging traffic rerouting to utilize the "unused" capacity. Such
trends of unbalanced traffic loads are even more obvious (and traffic reassignments could be even more
beneficial) during non-recurring congestion (i.e., incidents and special events) when certain corridors are
heavily congested while the others remain almost under free-flow conditions.
Figure 2 —2010 Level of service on roadways in DMATS area.
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Figure 3 -2045 Level of service on roadways in DMATS area.
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5. PROJECT OBJECTIVES
The purpose of the STREETS is to provide better (and more balanced) utilization of the City of Dubuque's
highway network infrastructure. This goal should be 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 the data owned by the City
• Collect real-time traffic data
• Incorparate 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).
9
5.2 Performance Measurement System
• 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 operations
• Monitor Real-Time Incidents/Events
• Monitor System Assets State
• Calculate System Performance Metrics
5.3 Traffic Modeling
• Develop Traffic Demand Model to estimate O/D and other 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 signal controller functions
5.4 Decision Support System
• Provide a User Interface (UI) for data display and monitoring of traffic operations
• 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/Upgrade local controllers
• Evaluate/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 communications among each module of the STREETS
• 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 Alarms/Notifications 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 (shown in Table 1) will be used to evaluate success of the STREETS system operations.
10
Table 1 —Performance Measures to Evaluate Success of STREETS
GOALS PERFORMANCE MEASURES
• Average travel time per trip for the network and each corridor
• Average delay per trip (for the network and each corridor)
• Travel time reliability measures
o Travel time index (ratio of peak period to free-flow travel times)
o Buffer indeX: extra time needed to be on-time 95% of the time
Improve person and vehicle throu hgLputs
Mobility �
• Vehicle-hours traveled
• # of rerouting events
• # of automatic signal retiming events due to the STREETS system
• Other innovative performance measures which may be able to document balanced
utilization of various corridors in the network
• Other existing and new ATSPMs
• Intersection LOS
Reduce • Freeway LOS
Congestion • Arterial LOS
• Volume/Capacity Ratios
• Incident rate
Improve o # of Secondary Accidents
Safety • Accident rate
o Injury
o Fatality
• # of events disseminated (i.e., travel time information)
o Per O/D pair
o Construction
Information o Incident
for Travelers o Special Event
• System Availability
o Device up-time
• S ll 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 timings, 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 - A conceptual framework of STREETS
Trigger
Input
Field Data Performance Measurement
• Tra#fi�Count • Tra�el Time
• 5peed Data • Traffic flow
� �_fl • Traffic Pattern
• 5igna!Phasing • Inc9dent
�� ■ 5igna!Timing • System PerFormance
,
Pracess
� Demand Model�
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The Selected Vendor shall design, develop, integrate, and deploy the STREETS 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 estimatedlmeasured 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;provides
data exchange; generates dynamic routing strategies; and integrates all components into the STREETS.
Built on the eXisting and future ITS elements, implementation of the STREETS may rely on some of the
City's investments in ITS infrastructure — e.g., 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 Selected Vendor will identify any potential gaps in the existing or planned
infrastructure(for a successful deployment of their proposed STREETS system)and will integrate acquisition
and deployment of such missing infrastructural components as part of this contract. Prospective bidders will
be required to provide unit costs (e.g. per unit, linear foot) in their proposal which will be included in the
negotiated contract. In the case that the STREETS system proposed by the Selected Vendor requires the
installation or modification of construction elements, such as additional ITS equipment, field infrastructure
devices and/or communication media (wiring, switches, etc.), and similar, a contract addendum will be
executed once the scope is determined identifying the total cost of the infrastructure work.
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.
• High-speed and reliable servers and databases.
• An automated process to transfer data.
• An automated process to analyze traffic conditions.
• Automated, and highly accurate, means to communicate traffic conditions to the traveling public.
7. SYSTEM DESIGN
The selected Vendor shall design STREETS in such a way to ensure efficient and seamless operations and
integrations of following system modules:
7.1 Data Input
This module defines the data needs for STREETS system. It gathers data from various data sources, compiles
them, and feeds the data into Micro-Simulation Model. O/D data can be collected from traditional surveys
and smart phones as we1L The O/D data, traffic counts for both roadway segment and intersection turning
movements, signal timing data, roadway improvement (i.e., adding a travel lane) are fed into Micro-
Simulation Model to simulate existing roadway netwark operation and used to conduct evaluation for various
13
operation scenarios such as normal daily operation, incident,planned or unplanned events. Special attention
should be given to a variety of video feeds and similar eXistin�data and their potential use for STREETS
applications. 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 7.1 —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.
7.2 Performance Measurement
The module includes use of various field devices, and/or third-party applications (i.e. Waze, INRIX, Google)
that can provide real-time data to represent traffic operations and system's performance. Firstly, this module
is to constantly monitor traffic operations within the roadway network and detect any changes in traffic
patterns or capacity reduction that causes unbalanced traffic assignments 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 the system design. This module is supposed to provide user
with hourly traffic counts including peak turning movement counts at each intersection. A report showing
how these differ from the daily average numbers for that time period would be very useful. This module shall
also contain a defined process to detect, identify, and verify incidents, and a 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 closures, and delays; 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 through the app. Secondly, this module is to interact with the 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 enhancements.
Envisioned Deliverables for 72—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).
7.3 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.
7.3.1 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.
14
7.3.2 Micro/meso simulation Modeling
STREETS 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 changes in traffic patterns, or traffic states,
are identified. Prior to the 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 operations, 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 the DSS module.
Envisioned Deliverables for 7.3—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.
7.4 Decision Support System (DSS)
The DSS is a core module of the STREETS system which integrates other modules and contains other novel
functionalities. This module interacts with many other modules, allows data exchange, handles data
formatting/processing, detects congestion, recommends rerouting strategies, and receives feedback from the
other modules. Figure 5 presents the data flow to/from DSS to all other modules of the STREETS system.
The DSS provides the following functionalities in the 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
• 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
15
Envisioned Deliverables for 7.4—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.
7.5 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 motarist'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
• Consider use of The Road-Side Units (RSUs) (installed along US 20) and DSRCs to provide drivers with
relevant information as they pass key points along the intersection. Perhaps such messages could be
dynamic,reflecting changed traffic conditions.
Envisioned Deliverables for 7.5 — 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.
7.6 Adaptive Signal Control Technology (ASCT)
The STREETS contains an ASCT system to dynamically change signal timings based on observed and
predicted congestion as estimated by the Micro Simulation Model. The ASCT is expected to be fed by DSS
with recommended timings, which is an action triggered after optimal traf�c flows are determined through a
traffic assignment procedure. The ASCT then takes control and utilizes it is own adaptive algorithm to adjust
signal timings in a partial and progressive fashion while confirming that the proposed routing changes are
implemented in the field.
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 should only fully implement signal timings change, for optimal
traffic rerouting, after the assurance from the field that the drivers are adopting/following on the suggested
routing strategy. In the case that the STREETS is malfunctioning(e.�., DSS not feeding data to ASCT), the
ASCT shall still work as an inde�endent system to adjust si�nal timin�s for the deploved network.
16
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 in functional
coardination with the intended ASCT. Actually, several signal technology vendors already developed ASCTs
which interface well with the ATSPMs and thus this option could be explored when deciding how to integrate
signal performance measures, and necessary signal modifications, into the STREETS.
Envisioned Deliverables for 7.6—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.
7.7 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. The system shall use CCTV videos 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, turning movement counts, and delays at all
major corridors and intersections. Figure 5 describes the logical process of the proposed STREETS system.
Envisioned Deliverables for 7.7—A report describing logical connections between various subsystems of the
STREETS. Figure 5 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.
8. 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 5).
Figure 5 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 such deviations can be properly justified
and required outcomes delivered.
17
Figure 5— STREETS System Process
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9. SYSTEM VALIDATION (RESPONDING TO OPERATIONAL SCENARIOS)
This section presents a number of operational scenarios that are intended to capture activities associated with
operations of the system. The objective of developing operational scenarios is to capture potential and most
frequent user needs.
The operational scenarios capture both routinely and non-routinely performed activities. Thus, it is important
that the operational scenarios are realistic and reasonable.
18
The operational scenarios include the following:
• Scenario 1: Traffic Monitoring & Operations - Recurrent Congestion
• Scenario 2: Traffic Monitoring & Operations - Unplanned Event
• Scenario 3: Traffic Monitoring & Operations - Planned Event
• Scenario 4: Traffic Monitoring & Operations - Maintenance
All of the listed scenarios are detailed below for the proposed system. The Micro-simulation Model should be
calibrated and ready for use,prior to the testing/applying of any operational scenarios.
9.1 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; there is no drastic disparity in congestion
levels among the corridors, and traffic flows are 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 timings based on traffic
variations. The performance measurement module constantly monitors traffic, however, no drastic traffic
changes (over historical patterns) are observed and performance data are archived by the individual
components (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.
9.2 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 the third party system, 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
cameras, and relevant inputs are entered in the simulation model. The model run is performed to reassign the
traffic among the corridors on the roadway network. This results in simulated performance measurements and
a new set of traffic flows on affected corridors. The simulated traffic flow data are fed into the DSS module.
The DSS compares the simulated traffic flows and field traffic flows,with a set of predetermined criteria, and
suggests new timings for each intersection on the impacted corridors.Presumably the intersections on corridar
where the event occurs will receive `more relaxed' signal timings whereas those on corridors where traffic is
reassigned will receive `more restrictive' signal timings. Before sending these suggested timings to the ASCT
system, the DSS will also examine other conditions such as truck routes, school zones which may restrict or
limit the deployment of new timings, etc. Once approved,the new timings are forwarded to the ASCT system,
which may (or may not) further adjust the timings before field implementation. 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 finalizes recommended timings (including the feedback
from the streets, on the actual traffic rerouting) and deploys the timings in the field. Then, it continues to
operate based on its own adaptive algorithm to adjust timings based on varying traffic flows.
9.3 Scenario 3: Traffic Monitoring & Operations - Planned Event
This scenario represents another typical STREET operations case (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.
19
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, and predicts
traffic flows based on the field data while the performance measurement module constantly monitors traffic
state. The simulation model then feeds the simulated traffic flow data into the DSS module. The DSS
compares the simulated traffic flows and the field traffic flows, based on a set of predetermined criteria, and
then selects new signal timings for each intersection within the impacted corridors.
Similarly,to the previous case,the intersections on corridor where the planned event occurs will receive `more
relaxed' signal timings, whereas those on corridors where traffic is reassigned will receive timings modified
to accommodate extra traffic. Before sending these timings to the ASCT system, the DSS will also examine
other conditions such as truck traffic on the routes, school zones and other conditions which may restrict or
limit the deployment of new signal timings. Once approved, the new timings will be forwarded to the ASCT
system, which may(or may not) further adjust the timings before field implementation. 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 finalizes recommended timings (including the
feedback from the streets, on the actual traffic rerouting) and deploys the timings in the field. Then, it
continues to operate based on its own adaptive algorithm to adjust timings based on varying traffic flows.
9.4 Scenario 4: Traffic Monitoring & Operations - Maintenance
This scenario represents another typical case of STREET operations when reassignment of traffic flows is
needed. Maintenance can be scheduled as a routine (preventive) maintenance or as an emergency
maintenance. For a routine maintenance, a series of activities should be pre-evaluated using Micro-simulation
model such as: duration of the maintenance, number of lanes blocked, and scheduled Maintenance of Traffic
(MOT) plans. The results should be a set of traffic flow variations. Prior to the scheduled maintenance,
STREETS runs Micro-simulation model based on the field data to verify pre-evaluation conditions. Then it
feeds the simulated traffic flows into the DSS module. The DSS then receives the new traffic flows, generates
a response plan, alerts the ASCT to modify signal timings, and prompts ATIS to disseminate information
about the event and recommended routes. The routine maintenance shall be scheduled within the DSS. Once
the maintenance activity is completed and verified, the City staff shall command the STREETS to end the
maintenance scenario and resume normal operations. The STREETS will utilize performance data and CCTV
videos to verify the recovery of traffic state before commanding the system to a"normal" operation scenario.
For an emergency maintenance, STREETS treats the traffic conditions in the same manner as for an unplanned
event. Under this scenario, STREET triggers Micro-simulation Model to predict the increased traffic demand
on the roadway network. After verifying with the field data,it feeds the DSS module with the simulated traffic
flows. Then, the DSS compares the simulated and the field traffic flows, based on a set of predetermined
criteria, and it selects new timings 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 traffic on the routes,
school zones and other conditions which may restrict or limit the deployment of new signal timings. Once
approved, the new timings are forwarded to the ASCT system, which may (or may not) further adjust the
timings before field implementation. 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 finalizes recommended timings (including the feedback from the streets, on the actual traffic
rerouting) and deploys the timings in the field. Then, it continues to operate based on its own adaptive
algorithm to adjust timings based on varying traffic flows. Once the maintenance activity is completed and
verified, the City staff shall command STREETS to end the maintenance scenario and resume normal
operations. STREETS will utilize performance data and CCTV videos to verify the recovery of traffic state
before commanding the system to a"normal" operation scenario.
20
9.5 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 data retrieval (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 and output accuracy
• Demonstration of Performance Measurement System's data outputs, including peak and turning
movement counts by time of the day
• 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),including dynamic messaging from
RSUs
• 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
• Demonstration of ability to sharing general traffic information with public and developers
• 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 of 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
21
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 acceptance of certain 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
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
1 L Comparison of traffic assignment from DSS and field traffic data
12. Queue Management
13. Verification of STREETS system travel time data
14. Data Archiving
10. GENERAL REQUIREMENTS
DISADVANTAGED BUSINESS ENTERPRISE (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. Work under this contract will be
reimbursed with 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 documentation of that effort.
Proposals that do not meet the DBE goal or provide sufficient documentation of a good faith effort to meet
the goal will not be considered. A list of eligible DBE firms may be found on Iowa DOT's web site at:
https://secure.iowadot.gov/DBE/Home/Index/
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11. PRE-PROPOSAL CONFERENCE
The Virtual Pre-Proposal conference is scheduled to be held at 10:00 AM on January 08, 2021. To receive
an emailed invitation and link to the virtual pre-proposal conference,prospective bidders must submit a
completed Responder Information form (page 3) to Dness(�a,cityofdubuque.org and
STREETS(�a,cityofdubuque�org (cc: to cravada(�a,ecia.org & astevanovic(�a,retime.online)before 5:00 PM on
January 07, 2021. Attendance by all prospective bidders is mandatory; however, the virtual conference will
be recorded. The city of Dubuque is not responsible for technical difficulties experienced by individual
prospective bidders,but in the event of such an occurrence the city may, at its discretion, allow a
prospective bidder to access the recording. The project principal should attend the Virtual Pre-Proposal
conference.
The Pre-Proposal Conference will provide a presentation of overall expectations of the project, timeline, and
a `virtual tour' of City's facilities and equipment.
12. 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.
• 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 wark, 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.
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• 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". Responses that meet or
exceed the DBE goal will get full credit for this criterion. If the proposed DBE involvement is less
than the DBE goal,the scoring will be based on the firm's documented good faith efforts to involve
DBE firms.
13. PROPOSAL REQUIREMENTS
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.
• Include your firm's approach to addressing the identified tasks, your eligibility to meet the requirements
of the Sections 6 and 7 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 Sections 6 and 7 of this RFP 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.
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• 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 and provide
documentation of the good faith effort made to meet the DBE goal.
• Inclusion of promotional literature of a general nature will not be considered in the selection process.
• Cost Proposal - responders must provide, in a separate document, a "Cost Proposal", which should be
based on services to be performed or work delivered. The terms of the"Cost Proposal", as stated, must be
valid for the entire length of the project. At this stage, the "Cost Proposal" does NOT have to include a
breakdown of costs (e.g. labor, overhead, fixed fee, and expenses) showing how the rate was derived, but
this will be required (eXact format to be specified later) for the short-listed bidders at a later stage.
However, the "Cost Proposal"MUST include breakdown of costs per Task or Deliverable, based on how
the proposing vendor wants to organize Tasks and/or Deliverables of their consulting work. Such Tasks
and Deliverables should be closely related to the functional units of the Scope of Services,and as identified
in Sections 6-9 of this RFP. In addition to the total project cost, the responder must include the following
in the"Cost Proposal":
o Identification of any assumptions made while developing this cost proposal.
o Identification of any cost information related to additional services or tasks. This should be
included in the cost proposal, but clearly identify it as additional costs and not made part of the
total project cost.
o Responders must have the cost proposal signed by authorized member of the firm. Responders
must not include any cost information within the body of the technical proposal.
• ITS infrastructure unit prices: The cost proposal shall also identify unit prices for ITS equipment/material
and labor that may be required to upgrade existing infrastructure to integrate with the selected STREETS
system. This proposal shall include the following at a minimum: fiber(per linear feet),conduit installation
(per linear feet), switch gear installation (each), installation of new controller cabinet (each), upgraded
controllers (each), upgraded detection (each by type), and installation of cameras (each). It is the city's
intent to incorporate a list of unit prices for various items in the initial contract. A contract addendum will
be executed once the scope is determined identifying the total cost of the infrastructure work.
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(a�cityofdubuque.or�and carbon copy,
cravada(c�ecia.org and astevanovic(�a,retime.online. 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 January 30, 2021.
Any technical questions or comments regarding this RFP shall be submitted via email to
Dness(a),cityofdubuque.org and carbon copy cravada(a�ecia.org and astevanovic(c�retime.online. Any
questions about this RFP must be received by 1:00 PM on January 15, 2021. Questions and answers
regarding this RFP will be posted with the RFP on the city website,https://www.cityofdubuque.or�/Bids.aspx
Any proposal not complying with all requirements stated in the RFP may not be accepted.
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14. 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.
15. 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, colar, creed, disability, gender identity, national arigin,
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 coordinatar at: 515-239-1514.
16. NATIONAL ENVIRONMENTAL POLICY ACT COMPLIANCE
In compliance with the National Environmental Policy Act (NEPA), Environmental Concurrence for the
initial phase of this project has already been acquired. However, depending on the STREETS system selected,
the vendor may be required to implement upgrades or installation of additional ITS equipment and material
such as communication enhancements, signal enhancements, advanced detection, etc. The Selected Vendor
will be obligated to prepare environmental reports and documentation including but not limited to a concept
statement, determination of effect for threatened and endangered species, archaeological investigations, etc.,
as applicable, and submit them to Iowa DOT for review on the city's behalf to acquire environmental
concurrence for this construction work. As a consequence, the Selected Vendor should plan to allow ample
time for this process to be completed between the identification of the improvements needed and the approval
for construction to proceed. Based on experience in the city of Dubuque, this may take anywhere from a few
weeks to six months from submittal of documentation to approval to proceed. This delay will need to be
integrated into the project timeline.
17. REFERENCES
Smart Traffic Routing with Efficient & Effective Traffic System (STREETS)—
Svstem En ing eering for STREETS
(https://www.eciatrans.or�/DMATS/pdf/STREETS_Systems_En in� eerin�_Document Final Report.pdf�
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