ITS Projects Systems Engineering Analysis FORM (SEAFORM)

Transcription

1 ITS Projects Systems Engineering Analysis FORM (SEAFORM) The Checklist needs to be filled out by the Project Manager. Please refer to the guidance document accompanying the checklist for information on the checklist items as well as a completed example. Project Name: Day Hill Road Corridor - Modernization of Traffic Signals Adaptive System Control, Windsor CT Date Name of Person Notes Filling/Modifying the Form Robert A. Jarvis, P.E. jarvis@townofwindsorct.com Phone: (860) Page 1 of 10

2 ITS Projects Systems Engineering Analysis FORM (SEAFORM) SECTION 1 Project Information 1.1 PROJECT TITLE Day Hill Road - Adaptive Traffic Control Signal System 1.3 BRIEF DESCRIPTION/PURPOSE 1.2 PROJECT NUMBER New Project Modification to existing Project DESCRIPTION The project intends to improve operating conditions and maximize capacity on Day Hill Road by installing an adaptive traffic signal control system or known as Adaptive Signal Control Technology (ASCT). The proposed technology will optimize signal timings and coordination parameters (Cycle, Split, Off-set) with various cycle lengths, based on real-time traffic and pedestrian demands. The project will encompass 11 intersections along a section of Day Hill Road - approximately 3.5 miles in length between State Route 75 and State Route 187 in the Town of Windsor, CT. Day Hill Road is classified as a major arterial carrying over 20,000 vehicles per day. The Corridor has both a local and regional significance. It is strategically located to provide regional access to interstate 91, Bradley international Airport, and provides connectivity to both regional rail and transit routes. Day Hill Road provides access to 109 million square feet of developed lands. Day Hill Road is the primary access roadway to the major corporations including; Alstom, Konica-Minolta, Permastellissa, Valassis, CIGNA, St. Paul Travelers, ING., ISO New England data center, and Hartford Life in Windsor; and Pepperidge Farms, Home Goods, and Kaman in Bloomfield. This corridor provides access to some 5,000 acres of commercial and industrial land, of which 3,000 acres are in Windsor. Approximately 1,500 acres within Windsor have been developed with over 109 million square feet of commercial and industrial floor area. The Day Hill Corporate Area and adjacent industrial land in Bloomfield, generally bounded by Day Hill Road and Routes 305 and 189, forming one of the Capitol Regions most significant employment centers. Currently, more than 5% of the region s nonretail Jobs are located along this corridor. The trend is for continued growth in this area including a Multi-use development at the former ABB property of 600+ acres.. PURPOSE PROJECT INTERSECTIONS 1. Day Hill Road at Lamberton Road 2. Day Hill Road at Addison Road 3. Day Hill Road at Northfield Drive 4. Day Hill Road at Marshal Phelps 5. Day Hill Road at Baker Hollow Road 6. Day Hill Road at Integrity Way 7. Day Hill Road at Old Iron Ore Road 8. Day Hill Road at Prospect Hill Road 9. Day Hill Road at Alstom East Drive/Great Pond Drive 10. Day Hill Road at Alstom West Drive 11. Day Hill Road at Hartford Drive Limitation of Current System -The current traffic signal controls along Day Hill Road Corridor operate in fully actuated FREE operation at all times. The roadway has reached its maximum capacity in terms of number of travel lanes. The current signal control operation does not provide adequate traffic progression through the intersecting streets along the corridor. Subsequently, there is excessive stop and go condition and delay during peak periods impacting the major employment centers, and the interstate highway network. The lack of interconnect of traffic control signals has proven to be problematic for current traffic conditions and the anticipated growth along this corridor. The Town is actively monitoring and adjusting traffic signal timing parameters manually based on field observations, traffic studies recommendations, data and intersection analyses prepared for proposed development projects along Day Hill Road corridor. Project Objectives & Needs - The project will encompass 11 signalized intersections along Day Hill Road corridor; approximately 3.5 miles in length. The project intends to design and implement an adaptive signal Page 2 of 10

3 Control Technology (ASCT) to be operated by the current Town s Traffic Engineering staff level. By implementing an ASCT, the corridor will achieve operational objectives such as reducing the maintenance of traffic signal timing plans, maximizing capacity and throughput, regulating and smoothing traffic flow, managing queues at the intersections, providing equitable access to the side streets, and maximizing operational efficiencies along the corridor. The proposed ASCT will adjust signal timing plans in real time based on the current traffic conditions and demands. It will calculate and optimize signal timing coordination parameters based on the data received from detectors for applying appropriate various cycle lengths, splits, and off-sets based on a real-time demand at the intersections. 1.4 CONTACT PERSON/GROUP Robert Jarvis, P.E. jarvis@townofwindsorct.com Phone: (860) PROJECT LOCATION Day Hill Road Windsor, CT 1.6 PERIOD OF PERFORMANCE 12 Months 1.7 BUDGET & FUNDING SOURCE CMAQ 1.8 NATURE OF WORK Scoping Design Software/Integration Implementation Operations Evaluations Others (Please specify) If Other, Please Specify 1.9 RELATIONSHIP TO OTHER PROJECTS AND PHASES This project will establish a ground work for other traffic control system in Town to be operating on the ATMS/ASCT when an intersection or group of intersections meeting the requirements EQUIPMENT TO BE PURCHASED WITH PROJECT FUNDING Field Side: minor controller modifications, Video Detection Cameras and assembly, Local Ethernet Switches, Fiber Optic interconnect and fiber optic passive equipment. TMC side: Central Ethernet Switches, Fiber Optic Closet Housing and connectors, off-the-shelf ATMS/ASCT System Software, Servers, Work Stations and Monitors STATUS CMAQ Environmental Compliance, If applicable SLOSS/Safety Improvement TIP/STIP Approval FHWA Authorization 1.12 IS THERE A WORK PLAN FOR THIS PROJECT WITH TASK BREAKDOWN? No Yes, Provide Document Reference - To Be Developed SECTION 2 Needs Assessment 2.1 WHAT IS/ARE THE PROBLEM(S) WITH THE CURRENT SITUATION? Day Hill Road carries significant volumes of traffic on a daily basis (ADT over 22,000). The current traffic signal equipment (Naztec 980, NEMA TS2 Type 2) along Day Hill Road are not interconnected, therefore it does not have the capability of running a time base coordination to address and respond to a high traffic demand generated by the intense use of industrial and commercial land uses along the corridor. Traffic signals are currently operating Free in a fully actuated mode at all times. As the result, there is inefficiency in operation; there exists excessive queue of vehicles at the intersections and the queue of vehicles propagate from one intersection to the next. This inefficient traffic signal operation is the source of contributing to the congestion, stops, delay, and pollution along the corridor. 2.2 WHAT NEEDS DOES THIS PROJECT ADDRESS? With the implementation of ASCT, traffic signal timings will be dynamic, adjusted in real time basis, and green time is continuously optimized and apportioned for achieving optimal traffic operation, it will provide a balanced saturation flow on all approaches and will increase progression band width along the corridor. As a result of the ASCT implementation, it will improve travel times and reduce queue lengths and delays, by improving operating conditions and maximizing throughput capacity of the roadway. The improved fuel Page 3 of 10

4 consumption and air quality resulting from the project will benefit both local and regional traffic flow through this corridor. Based on the preliminary evaluation of current and proposed adaptive/interconnected signal system conditions, it is evident that implementation of an adaptive system along Day Hill Road will improve the overall level of service and delay during peak periods. Additionally, several Measures of Effectiveness (MOE) were reviewed to evaluate the benefits of an ASCT system. The MOEs examined are total travel time (hours), total delay (hours), fuel consumption (gallons), number of stops and average speed (mph). Based on a review of the Measures of Effectiveness identified for the existing condition, variable signal coordination along this corridor will result in improved operations in terms of more consistent speed, fewer number of stops, and reduced air pollution due to increase in fuel economy. Additionally, overall delay is expected to decrease significantly. The direct benefits resulting from traffic control signal variable coordination along Day Hill Road corridor include: Up to a 40% reduction in total delay; Up to a 20% savings in fuel consumption; Up to a 25% reduction in vehicular stops, and; Up to a 38% improvement in average speed. 2.3 HOW WERE THESE NEEDS IDENTIFIED? Internal CTDOT Assessment Town / City Request From CE Technical Review or other studies Other Please provide details on how needs were identified If other documentation was used as reference, please identify it here. The needs were comprehensively identified in two separate studies prepared by the Consultant Engineer (CE). Copies of Technical Reports are enclosed. SECTION 3 Regional Architecture Assessment and Concept Exploration 3.1 TOWN / CITY IN CTDOT REGIONAL ARCHITECTURE INCLUDED IN DESIGN ATMS03 Included Yes No Architecture is a project specific description of both logical and physical elements arranged in a hierarchical form showing inter-connections among the elements. The Hartford Area ITS architecture is located in the following link: There are no specific ATMS03 flow chart has been developed for the Town of Windsor in the above document. 3.2 INVENTORY CURRENT SYSTEMS IN CTDOT REGIONAL ARCHITECTURE INCLUDED IN PROJECT The Hartford Area ITS Architecture states that The Town of Windsor has 19 traffic signals, mostly fully actuated. Needs to add emergency vehicle preemption. There is little coordination between state and town signals. 3.3 SYSTEM IMPACTS / INTEGRATION (I.E DATA EXCHANGES) DUE TO PROJECT. PORTIONS OF ARCHITECTURE BEING IMPLEMENTED There is no data exchange between state and town signals. Therefore, there will be no system impact /integration between state signal system and the proposed system. 3.4 OTHER REGIONAL ARCHITECTURES IMPACTED BY PROJECT NYDOT Massachusetts Other CTDOT Districts CTDOT Statewide None Changes communicated to appropriate architecture maintenance agencies Yes No 3.5 CHANGES RECOMMENDED TO CTDOT and/or REGIONAL ARCHITECTURES Yes No Page 4 of 10

5 If Yes, Please Specify and provide detail SECTION 4 Alternative Analysis 4.1 WERE ANY ALTERNATE CONCEPTS/IDEAS CONSIDERED? ANY OTHER SOLUTIONS TO THE PROBLEM? Yes No Please Specify how the best concept was selected A closed loop system was considered as an alternative solution to the problem. However, a closed loop system alternative is not a viable solution and it does not provide the level of flexibility that is provided by an adaptive signal control technology (ASCT). It was found that a closed Loop System does not provide a solution to the problem and it requires that all local controller s firmware be from the same manufacturer. The Town is seeking for an adaptive traffic control system which can be integrated seamlessly with the existing traffic controllers. An adaptive system provides many other benefits over the close loop system functionality for responding to change of vehicular traffic and pedestrian demand along Day Hill Road. Traffic Adaptive System Can respond in real time to fluctuations in traffic flow based on user defined parameters. Field equipment and central equipment will be interconnected via fiber optic and Ethernet switch in an IP based communication environment. 4.2 REFERENCE DOCUMENTS (IF ANY) Please see attached -Day Hill Road Corridor- Adaptive Traffic Control Signal System; October 2010 SECTION 5 Concept of Operations 5.1 IS THERE A CONCEPT OF OPERATIONS (COO) FOR THIS PROJECT? Yes No To Be Developed If No was selected, please specify reason The Concept of Operations is a description of how the system will be used. Please see attached. 5.2 IF Yes WAS SELECTED, PLEASE FILL OUT THE FOLLOWING COO Contains: Scope (Geographic, Timeframe, Region etc.) Yes No Description of what the project/system is expected to do Yes No Roles and Responsibilities for Town / City / State Yes No Operational Scenarios Yes No Project/System Impacts Yes No If No was checked in any of the boxes, please specify reason SECTION 6 Requirement Definitions (High-Level and Detailed) 6.1 ARE HIGH-LEVEL FUNCTIONAL REQUIREMENTS WRITTEN AND DOCUMENTED Yes No To Be Developed High-level design is the transitional step between WHAT the proposed requirements i.e. Design Scope and HOW system will be implemented i.e. Preliminary Engineering, Preliminary Design, SF and FD. Please see attached CONOPS and SYSTEMS REQUIREMENT for High Level functional requirements. A more detailed functional requirements, test plan, and verification plan will be developed during Preliminary Engineering, Preliminary Design, SF and FD. The High Level functional requirements will be submitted to CTDOT for review and approval. 6.2 IF Yes WAS SELECTED, PROVIDE REQUIREMENTS DOCUMENT REFERENCE IF AVAILABLE Page 5 of 10

6 Attached Unavailable SECTION 7 Detailed Design 7.1 IS THERE A DESIGN DOCUMENT AVAILABLE Yes No To Be Developed Please provide reference to design document Preliminary design concepts are documented in the attached CONOPS and SYSTEM REQUIREMENTS documents. More detailed design documents will be developed during the design of the project. The Signal system elements, standard interfaces and System Integration structured into modules will be developed and submitted to CTDOT for review and approval. 7.2 IF YES WAS SELECTED, PLEASE FILL OUT THE FOLLOWING Are the design details well documented Yes No Do the details of the design trace to requirements definitions Yes No Are boundaries and interfaces of the system clearly identified Yes No (Limit of computer, signal, camera control) Is there a process for Configuration Control Yes No (System Setup by Contractor or Highway ops.) If No was checked in above boxes, please provide an explanation 7.3 DOES THE DESIGN INCORPORTATE NATIONAL ITS STANDARDS No Yes IF YES, Please mention what ITS Standards are being used The design will incorporate National ITS Standards relative to NEMA/AASHTO/ITE; such as Advanced Transportation Controller (ATC) ITE ATC Controller Standards development statuses as of May 2, NEMA/AASHTO/ITE Advanced Transportation Controller (ATC) Standard Specification for the Type 2070 Controller ITE ATC Type 2070 AASHTO/ITE Standard for Functional Level Traffic Management Data Dictionary (TMDD) ITE TM 1.03 Message Sets for External TMC Communication (MS/ETMCC) ITE TM 2.01 AASHTO/ITE/NEMA Transportation Management Protocols (TMP) NTCIP 1103 Center-to-Center Naming Convention Specification NTCIP 1104 Object Definitions for Signal Control and Prioritization (SCP) NTCIP 1211 Structure and Identification of Management Information NTCIP 8004 Testing and Conformity Assessment Documentation within NTCIP Standards Publications NTCIP 8007 ANSI Commercial Vehicle Safety Reports ANSI TS284 Commercial Vehicle Safety and Credentials Information Exchange ANSI TS285 Commercial Vehicle Credentials ANSI TS286 APTA Standard for Transit Communications Interface Profiles APTA TCIP-S ASTM Standard Specification for Dedicated Short Range Communication (DSRC) Physical Layer using Microwave in the MHz Band ASTM E Standard Specification for Telecommunications and Information Exchange Between Roadside and Vehicle Systems - 5 GHz Band Dedicated Short Range Communications (DSRC) Medium Access Control (MAC) and Physical Layer (PHY) Specifications ASTM E Standard Guide for Archiving and Retrieving ITS-Generated Data ASTM E Standard Practice for Metadata to Support Archived Data Management Systems ASTM E EIA Data Radio Channel (DARC) System EIA 794 Subcarrier Traffic Information Channel (STIC) System EIA 795 IEEE Standard for Message Sets for Vehicle/Roadside Communications IEEE Standard for Common Incident Management Message Sets for use by Emergency Management Centers IEEE Standard for Traffic Incident Management Message Sets for Use by Emergency Management Centers IEEE Standard for Public Safety Traffic Incident Management Message Sets for Use by Emergency Management Centers IEEE Standard for Hazardous Material Incident Management Message Sets for Use by Emergency Management Centers IEEE Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection IEEE Page 6 of 10

7 Standard for Wireless Access in Vehicular Environments (WAVE) - Resource Manager IEEE Standard for Wireless Access in Vehicular Environments (WAVE) - Security Services for Applications and Management Messages IEEE Standard for Wireless Access in Vehicular Environments (WAVE) - Multi-Channel Operation IEEE Standard for Wireless Access in Vehicular Environments (WAVE) - Networking Services IEEE P The Survey and Analysis of Existing Standards and those Under Development Applicable to the Needs of the Intelligent Transportation System (ITS) Short Range and Wide Area Wireless and Wireline Technologies IEEE SH94633-SH94638 NEMA/AASHTO/ITE Advanced Transportation Controller (ATC) ITE ATC Controller 5.2 ITS Standard Specification for Roadside Cabinets ITE ITS Cabinet AASHTO/ITE TMDD & MS/ETMCC Guide Standard for Functional Level Traffic Management Data Dictionary (TMDD) and Message Sets for External Traffic Management Center Communications ITE TMDD Guide AASHTO/ITE/NEMA Simple Transportation Management Framework (STMF) NTCIP 1101 Octet Encoding Rules (OER) Base Protocol NTCIP 1102 Global Object Definitions NTCIP 1201 Object Definitions for Actuated Traffic Signal Controller (ASC) Units NTCIP 1202 Object Definitions for Dynamic Message Signs (DMS) NTCIP 1203 Object Definitions for Environmental Sensor Stations (ESS) NTCIP 1204 Object Definitions for Closed Circuit Television (CCTV) Camera Control NTCIP 1205 Object Definitions for Data Collection and Monitoring (DCM) Devices NTCIP 1206 Object Definitions for Ramp Meter Control (RMC) Units NTCIP 1207 Object Definitions for Closed Circuit Television (CCTV) Switching NTCIP 1208 Data Element Definitions for Transportation Sensor Systems (TSS) NTCIP 1209 APTA TCIP Framework Standard NTCIP 1400 TCIP Common Public Transportation (CPT) Objects NTCIP 1401 TCIP Incident Management (IM) Objects NTCIP 1402 TCIP Passenger Information (PI) Objects NTCIP 1403 TCIP Scheduling/Runcutting (SCH) Objects NTCIP 1404 TCIP Spatial Representation (SP) Objects NTCIP 1405 TCIP On-Board (OB) Objects NTCIP 1406 TCIP Control Center (CC) Objects NTCIP 1407 TCIP Fare Collection (FC) Business Area Objects NTCIP 1408 AASHTO/ITE/NEMA Class B Profile NTCIP 2001 Point to Multi-Point Protocol Using RS-232 Subnetwork Profile NTCIP 2101 Point to Multi-Point Protocol Using FSK Modem Subnetwork Profile NTCIP 2102 Point-to-Point Protocol Over RS-232 Subnetwork Profile NTCIP 2103 Ethernet Subnetwork Profile NTCIP 2104 Transportation Transport Profile NTCIP 2201 Internet (TCP/IP and UDP/IP) Transport Profile NTCIP 2202 Simple Transportation Management Framework (STMF) Application Profile NTCIP 2301 Trivial File Transfer Protocol (TFTP) Application Profile NTCIP 2302 File Transfer Protocol (FTP) Application Profile NTCIP 2303 Application Profile for DATEX-ASN (AP-DATEX) NTCIP 2304 Profile Framework NTCIP 8003 NTCIP Guide NTCIP 9001 XML in ITS Center-to-Center Communications NTCIP 9010 SAE Truth-in-Labeling Standard for Navigation Map Databases SAE J1663 Serial Data Communications Between Microcomputer Systems in Heavy-Duty Vehicle Applications SAE J1708 ISP-Vehicle Location Referencing Standard SAE J1746 Standard Metrology for Vehicular Displays SAE J1757 ITS Data Bus Data Security Services SAE J1760 Location Referencing Message Specification (LRMS) SAE J2266 On-Board Land Vehicle Mayday Reporting Interface SAE J2313 Mayday Industry Survey Information Report SAE J2352 Message Set for Advanced Traveler Information System (ATIS) SAE J2354 ITS Data Bus Architecture Reference Model Information Report SAE J2355 Calculation of the Time to Complete In-Vehicle Navigation and Route Guidance Tasks SAE J2365 ITS Data Bus - ldb-c Physical Layer SAE J2366/1 ITS Data Bus - Low Impedance Stereo Audio SAE J2366/1L ITS Data Bus - Link Layer SAE J2366/2 ITS Data Bus - Thin Transport Layer SAE J2366/4 ITS Data Bus - Application Message Layer SAE J2366/7 Standard for ATIS Message Sets Delivered Over Reduced Bandwidth Media SAE J2369 Field Test Analysis Information Report SAE J2372 Stakeholders Workshop Information Report SAE J2373 ITS In-Vehicle Message Priority SAE J2395 Page 7 of 10

8 Definitions and Experimental Measures Related to the Specification of Driver Visual Behavior Using Video Based Techniques SAE J2396 Adaptive Cruise Control (ACC) Operating Characteristics and User Interface SAE J2399 Human Factors in Forward Collision Warning Systems: Operating Characteristics and User Interface Requirements SAE J2400 Comparison of GATS Messages to SAE ATIS Standards Information Report SAE J2539 Messages for Handling Strings and Look-Up Tables in ATIS Standards SAE J2540 RDS (Radio Data System) Phrase Lists SAE J2540/1 ITIS (International Traveler Information Systems) Phrase Lists SAE J2540/2 National Names Phrase List SAE J2540/3 Converting ATIS Message Standards from ASN.1 to XML SAE J2630 Dedicated Short Range Communications (DSRC) Message Set Dictionary SAE J2735 Turbo Architecture Standards Report Attached Unavailable 7.4 DOES THE DESIGN INCORPORTATE ANY CTDOT STANDARDS No Yes, IF Yes, Please mention what CTDOT Standards are being used All system components including controllers, cabinets, and communication system will meet CTDOT Standards. The cabinets and controllers will be meeting NEMA/AASHTO/ITE Standards. The design will incorporate CTDOT Traffic Signal Control Design Manual. SECTION 8 Implementation 8.1 PROCURMENT DETAILS Procurement will be based on a Competitive bid process. Procurement will be based on the requirements set forth in 23 CFR as Competitive Low Bid, unless certain conditions are met. The requirements for competitive procurement will be through an RFP that allows for evaluation of each requirement to satisfy the functional requirements of the system. (i.e. Competitive Low Bid) 8.2 REFERENCE DOCUMENTS (IF ANY) Turbo Architecture List of Agreements Attached Unavailable SECTION 9 Integration and Test 9.1 IS THERE AN INTEGRATION PLAN No Yes To Be Developed If Yes Please provide reference An Integration Plan as a separate written document is not always needed. The complexity of the system, the complexity of the eventual deployment of the system and the complexity of the development effort, influence the decision to prepare an Integration Plan. Integration Plan includes and covers integration of all of the components and sub-systems either developed or purchased of the project. Account for all external systems to be integrated with the system (i.e. communications networks, field equipment and other systems owned by controlling agency.) An Integration Plan should identify all participants, define what their roles and responsibilities are, establish the sequence - schedule for every integration step and document how integration problems are recorded and resolved. Attached is a Concept of Operation document for the project that describes the System Integration Plan. A comprehensive integration plan will be developed by CE during the preliminary, semi-final, and final design of the project. The integration plan at every stage of the design will be submitted to the CTDOT for review and approval. 9.2 IS THERE A TEST PLAN No Yes To Be Developed Attached is a description of the System Requirements and System Test Plan. A comprehensive test plan will be developed by CE during the preliminary, semi-final, and final design of the project. The test plan at every stage of the design will be submitted to the CTDOT for review and approval. Page 8 of 10

9 If Yes Please provide reference SECTION 10 System Verification and Acceptance 10.1 IS THERE A SYSTEM VERIFICATION AND ACCEPTANCE PLAN (verification of the entire system and acceptance criteria) No Yes To Be Developed If Yes Please provide reference (i.e. Signal, Construction checklist) Attached is a description of the System Requirements and System Verification Plan. A comprehensive system verification and acceptance plan will be developed by CE during the preliminary, semi-final, and final design of the project. The verification plan at every stage of the design will be submitted to the CTDOT for review and approval IF YES, PLEASE FILL OUT THE FOLLOWING Is there a clear criteria for completion Yes No Are there clear performance metrics for system acceptance Yes No Will there be adequate system documentation for all users and maintainers Yes No If No was checked in above boxes, please provide an explanation SECTION 11 Operations and Maintenance 11.1 WHO WILL MAINTAIN THE SYSTEM Town of Windsor Department of Public Works is committed to maintaining the traffic signals and other transportation infrastructure along the Day Hill Road corridor following installation of the required Traffic Adaptive System. The Town has sufficient, experienced staff and adequate funding to continue to operate the proposed system. Town Engineer, Engineering Department, performs or supervises engineering for traffic signal capital projects. Mr. Robert Dinallo, will be the system operation supervisor responsible for day-to-day system operation, surveillance and troubleshooting. Mr. Dinallo has been with the town DPW operating the traffic signals over two decades. The job function of the staff is to monitor, evaluate, update timing, and report on the traffic signal malfunctions and response to incident involving the signal equipment. The Town utilizes outside consultant engineering services to study traffic signal timing on as needed basis. The system equipment maintenance will be performed by outside forces. Currently, Town has an on-call contract with a vendor for preventative maintenance and emergency repairs. In a case of a major repair or knockdown, the Town utilizes outside forces/contractors IS THERE A SCHEDULE FOR UPGRADES/ENHANCEMENTS TO THE SYSTEM The Town will be proactive to upgrade the system as necessary. A maintenance agreement will be developed between the Town and the vender for any upgrades to the system. CMAQ funds are eligible for the maintenance and operation of the system. The Town may request for funds through CMAQ program for the cost of the system maintenance agreement with the system vendor WILL THERE BE AN EVALUATION OF THE SYSTEM Refer to the attached CONOPS and SYSTEM REQUIREMENTS documents for the System evaluation. Page 9 of 10

10 Additionally, the Town is committed to providing a Before and After study of the system as part of this project. The Town with the assistance of its Consulting Engineer will evaluate, test, and verify the system installed and functioning in accordance with the system functional requirements/special provisions. Special Provisions to be developed as part of project final design phase for system integration, verification, and testing. Page 10 of 10