a5 RFP 613119 - GTT Proposal (redacted)SECTION 9: FORMS AND CERTIFICATIONS
CER 1. Proposer's Checklist
RFP613119
Bundle 1: Technical Proposal
M 1. Letter of Transmittal
d 2. Technical Proposal
~ 3. Acknowledgement of Addenda
ffi"' 4. Contractor Service and Parts Support Data
Request for Proposal
June 20, 20 I 7
RFP 613119
K!( 5. Form for Proposal Deviation • , . • I ~ 6. References and non-priced information (If provided by Proposer)-&?e. :>U,h~" q.. of A~c~e.tl trdv1nc.l p~cv
if 7. Production schedule and other Contract commitments for the duration of this Contract.-Ste-ftt~,..,~t5~rllt"r'l f pit;...,.
~ 8. Management Plan ~ 9. Complete Warranty information-s:tt &e-r.flll'h _!!.__ cf c.,lfwdtfcl -/tt.-hfl·" I P'tft:JS'J
~ 10. User List-CER 9
rg/' 11. Description of training program
at~" 10. Quality Assurance Program
Bundle 2: Price Proposal
(!{"_ 1 . Letter of Transmittal
;;;' 2. Pricing Schedule
Bu./clle 3: Qualifications Package
&{ ) . Pre-Award Evaluation Data Form ~2. A copy of the three (3) most recent audited financial statements or a statement from the Proposer regarding
how financial information may be reviewed by PCMC
ru/ 3. Letter for Insurance
o 4. Letter for performance bond (if applicable) ~~/ff
IJY" 5. Form for Proposal Deviation
~ 6. Proposal Form
~ 8. All Federal Certifications-CER 7.1 through 7.11
Bundle 4: Proprletary/Confidentlallnformatlon
lij/ 1. Proprietary/Confidential Information
There may be Items In the first three bundles that are Included In bundle 4 because they are considered to be
proprletafY/confidentlallnformation. When this occurs, the Proposer must note that fact In bundles 1 through 3.
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77
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, __ ,,
RFP RESPONSE FOR ~
Park City, Utah J~
-~
RF-P Number: 6:JI3119
GPS BASED TRAFFIC si&·NAL PREEMPTION
AND PRIORITY CONTR'f-SYSTEM
PARI( CITY
Date Prepared: July 19, 2017
PREPARED BY
·• l .
Expiration Date: January 13, 2018
~., GLOBAL TRAFFIC TECHNO L OGIES
~
GLOBAL TRAFFIC TECHNOLOGIES
Table of Contents
1.0 Letter ofTransmittal ........................................................................................................................................ 3
2.0 GTT Background and Qualifications ................................................................................................................. 4
3.0 Opticom GPS-enabled TSP System Overview .................................................................................................. 6
3.1 Opticom 2.4GHz priority. control radio ........................................................................................................ 6
3.1.1 Benefits of the Opticom radio technology ........................................................................................... 6
3.2 Vehicle Equipment ....................................................................................................................................... 7
3.3 Intersection equipment ......................................................................... : ..................................................... 9
3.4 Opticom CMS ............................................................................................................................................. 10
3.4.1 Key features of CM$ ........................................................................................................................... 10
3.4.2 CMS report generation-Built-in reports ....................................................................... ; .................. 11
3.4.3 CMS report generation -User defined reports ................................................................................. 13
3.4.4 CMS's management capabilities ........................................................................................................ 13
3.5 Opticom GPS system operation ................................................................................................................. 14
3.5.1 Minimizing the effect of priority requests on other vehicular traffic ................................................ 14
4.0 Integration requirements for Park City, Utah ................................................................................................ 16
5.0 Integration, Testing and Acceptance ............................................................................................................. 17
5.1 Installation and Integration ....................................................................................................................... 17
5.1.1 Integration Plan .................................................................................................................................. 17
5.1.2 Intersection Installation and Integration ........................................................................................... 17
5.1.3 Vehicle Installation and lntegration ................................................................................................... 17
5.1.4 CMS Installation and Integration ....................................................................................................... 17
5.1.5 Integration ......................................................................................................................................... 18
5.2 Testing ........................................................................................................................................................ 18
5.3 Acceptance ................................................................................................................................................. 19
5.4 Training ...................................................................................................................................................... 19
5.5 Hardware Warranty ................................................................................................................................... 20
5.5.1 Software (CMS) Maintenance ............................................................................................................ 20
6.0 Priclng ............................................................................................................................................................. 21
6.1 Pricing notes ............................................................................................................................................... 21
7.0 References ..................................................................................................................................................... 23
7.1 Broward County, FL: TSP & EVP project-ongoing .................................................................................... 23
7.2 Additional References ................................................................................................................................ 24
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GLOBAL TRAFFIC TECHNOLOGIES
8.0 Appendix A-Technical Product Sheets ......................................................................................................... 25
8.1 Opticom model 764 multimode phase selector ........................................................................................ 25
8.2 Opticom model 768 Auxiliary Interface Panel ....... ~ ................................................................................... 27
8.3 Opticom GPS system intersection equlpment ........................................................................................... 28
8.4. Opticom GPS system vehicle equipment ................................................................................................... 30
9.0 Appendix B-CMS Screenshots ...................................................................................................................... 32
10.0 Appendix C-Warranty ................................................................................................................................... 36
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GLOBAL TRAFF l C TECHNOLOGIES
1.0 Letter of Transmittal
Global Traffic Technologies (GTT) is pleased to present this proposal to utilize the Opticom"" GPS-enabled system
to implement industry-leading Transit Signal Priority (TSP) Across 20 Intersections and 40 vehicles within Park
City, Utah. The proposed solution encompasses a fully-distrbuted architecture with remote monitoring
capabilities that is intended to reduce vehicle travel time and optimize routes throughout the city with minimal
impact to overall traffic flow. This results in reduced bus stop delays and fuel costs, serving to both increase
ridership and improve travel times. GTT's Opticom solutions provide Industry-leading TSP, capable of integrating
with existing traffic and transit systems and equipment. The specific details related to the proposed TSP system's
implementation and operation are described in further detail within this proposal.
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GLOBAL TRAFFIC TECHNOLOGIES
2.0 GIT Background and Qualifications
As a solutions-based business, GTI provides its customers with configurable solutions to meet their unique
priority control requirements. These solutions are designed and implemented with a focus on quality,
performance and meeting tlmelines; a testament to GTI's technical expertise and responsive focus. GTI is an
operating company within the Fortive Corporation. Fortive is a publicly traded company and component of the
S&P 500, with 2016 revenue of $6.28 and 24,000 employees.
GTI's Optlcom brand has been providing best-in-class priority control solutions for nearly 50 years. Beginning
with first-generation optical-based technology in the 1960s, Opticom has been at the forefront of each major
technical advancement in the industry, as illustrated in the figure below. Each of these milestones represents a
significant technical advancement that has provided Opticom customers with leading-edge priority control
solutions. It also serves to demonstrate a culture.of aggressive customer-driven innovation within GTithat
fosters forward-thinking approaches to priority control solutions and conclusively establishes GTI's leadership in
the priority control industry.
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GTT's GPS-enabled Opticom solution, first introduced in 2002 and now in Its third generation, was the first
commercially vi_able GPS/radio-based solution. It Is the most widely deployed GPS based priority control solution
in the world.
GTT was the first to introduce a seamless upgrade from Infrared-based systems to GPS (avoiding the stranded
Investment of a "forklift" upgrade); The resulting multi mode capability was recently patented and is now
deployed in tens of thousands of intersections around the world.
While others may promise unproven capabilities and technologies, GTI focuses on Innovation that truly makes a
difference and then tests its new offerings thoroughly, in all kinds of conditions, before any parts of Its solution
leave its facilities.
A demonstration of GTT's successfuiinnovation, quality and durability Is the continuing growth In its customer
base, now comprising over 90,000 intersections and 90,000 vehicles with more than 3,100 customers worldwide.
These customers include 41 ofthe 50 largest cities in the United States and more than 500 of these customers
are currently using the GPS/radlo-based priority control solution presented in this proposal.
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GLOBAl TRAFFIC TECHNOLOGIES
Optlcom priority control solutions have been the subject of numerous government, Industry and customer
studies over the past several decades and consistently demonstrate compelling benefits to the user agencies-
whether it Is improving the speed and safety of an emergency response, improving the on-time performance and
operating cost of a transit fleet, allowing municipal services such as snow plows and street sweepers to be more
efficient, or Improving the security of VIP convoys, GTI's Opticom solution delivers.
GTT's Opticom solutions are also highly scalable, having been cost effectively deployed In systems ranging from a
handful of vehicles and intersections to many hundreds of vehicles and intersections.
As a customer-centric organization, GTT continually strives to provide the most reliable and technologically-
advanced systems to Its customers and to ensure its products and services perform as they are advertised,
meeting and/or exceeding customers' expectations. GTT Is committed to utilizing these resources and skillsets to
develop a leading-edge priority control solution within Park City, Utah.
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GLOBAL TRAFFIC TECHNOLOGIES
3.0 Opticom GPS-enabled TSP System Overview
The key elements utilized within a typical Optlcom GPS-based deployment are:
1. Optlcom radio network
2. Vehicle equipment
3. Intersection equipment
4. Central Management Software (CMS)
Figure 1 illustrates the elements of the system proposed for Park City, Utah. This scheme is described in more
detail in Section 3.5. Appendix A-Technical Product Sheets contains the technical product sheets for both
intersection and vehicle equipment.
Figure 1. Traffic Signal Priority (TSP) via the GTT Opt/com GPS System.
3.1 Opticom 2.4GHz priority control radio
Embedded in both the intersection and vehicle components of the Opticom GPS system is the purpose-built
Optlcom 2.4 GHz frequency-hopping, time division multiple access radio, which enables robust, secure and
flexible communications links from vehicles to Intersections, intersections to vehicles and intersections to
intersections. This embedded, self-assembling and self-regulating radio network technology eliminates the need
for system lmplementers to set up and maintain databases for each of the intersection's frequency and time slot
schedules. It also eliminates the need for system operators to design, procure and maintain a separate radio
network to support priority control, thus ensuring the seamless operation between different agencies and
jurisdictions required for regional integration ofTransit Signal Priority (TSP) or Emergency Vehicle Preemption
(EVP) operations.
3.1.1 Benefits of the Opticom radio technology
The 2.4 GHz frequency band was selected for the Opticom radio Implementation, because mobile transmitters
using this frequency band are less likely to experience data dropouts caused by radio wave multi path reflections
than lower frequency bands. The Opticom system has been tested and meets all conducted and radiated
emissions standards (ETSI (when required), FCC, IC) to ensure proper operation on a standalone basis or when co-
resident with other systems, as proven by GTI's extensive field deployments.
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GLOBAL TRAFFIC TECHNOLOGIES
The benefits of the Opticom radio include:
• Range: The Opticom radio operates at 20dBM power output, providing a typical range capability of at
least 1,800 feet {550 m), which has proven to be optimal for both EVP and TSP operations.
• Access time: The vehicles' radios establish communications with intersection radios in less than 300
milliseconds, avoiding the indeterminate access times Inherent in other radio technologies, such as Wi-Fi.
• Deterministic access: The radio assigns specific timeslots for each intersection and vehicle within the
established network of connected devices. New system entrants are handled immediately and in a
deterministic manner.
• Number of users: Each Opticom intersection radio has the ability to connect simultaneously with more
than 100 vehicles within Its range of communications; an urban center may be expected to have a large
number of emergency vehicles requiring service within the network at any one time and for the mix of
vehicles to be constantly changing. The capacity of the intersections' radios to reliably establish and
maintain communications with over 100 vehicles offers a particularly robust solution. Note: These limits
apply to individual radio nodes; there is no limit to the number of vehicles or intersections In the overall
Opt/com system.
• Secure reliable data transfer: The Opticom radio breaks the signal into message packets that are sent in
different frequency bands and time slots. The RF portion of the message is Manchester-encoded. The
message structure and protocol is not published. This makes locating and locking onto a transmission by
an unauthorized user extremely difficult and successful decoding very unlikely. Each message is sent
three times to ensure aga inst data dropouts. The use of a frequency-hopping, time-division method of
access also eliminates the possibility of interference from public and private networks (e.g., Wi-Fi)
transmitting within the same 2.4GHz operating band.
• No single point of failure: The distributed nature of the signaling radio ensures that even if a single node
should fail, the rest of the priority system will be unaffected and will continue to operate normally.
• Compatibility between.TSP and EVP operations: The Opticom system uses the same radio system for
both TSP and EVP operations, ensuring seamless interoperability.
• Autonomous/self-establishing: Eliminates the need for intersections or vehicles to know the
communications addresses or geographic locations of other intersections or vehicles. This is especially
convenient for mutual aid and greatly reduces the time associated with system setup and maintenance.
3.2 Vehicle Equipment
The vehicle components ofthe Opticom GPS priority control system consist of the Opticom radio/GPS vehicle unit
with the embedded 2.4 GHz frequency-hopping, spread spectrum digital radio and the Opticom radio/GPS
antenna (see Figure 2).
The Opticom GPS vehicle unit'sprimary functions are to query the internal GPS receiverfor the vehicJe•s current
latitude, longitude, speed and heading; and to pass the Information along with the vehicle's unique identification
information, to the internal Opticom radio for transmission (once per second) to receivers located at priority
control-equipped Intersections. The Opticom GPS vehicle unit also gathers and routes vehicle data to the internal
radio, configures the GPS module for optimal performance and monitors the vehicle's interfaces, such as AVL
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GLOBAL TRAFFIC TECHNOLOGIES
inputs, turn signals and activation and deactivation points. By monitoring the vehicle's turn signals, the system Is
able to provide advanced turning movement information to the controller, enabling it to.optimize the vehicle's
progression through the intersection (including bringing up advanced greens for left turns and activating queue
jumps).
Some of the key vehicle equipment features are as follows:
• 4 configurable outputs, used for example to signal other on-board equipment, such as the AVL or to
actuate user defined indicators.
• 2 configurable inputs, which can be used to monitor other on-board equipment for status, such as
additional door switches, bell cords, etc.
• Multiple indicators for GPS status, radio link status, power-on indication and priority enabled or disabled
status.
• J1708, RS-232, Ethernet & USB communications ports for communications with other on-board systems,
such as AVL systems and/or passenger counters.
• Vehicle identification encoding-Unique identification for each vehiele allows the system to enable or
disable priority for individual vehicles or groups of vehicles.
• Additional GPS output in NMEA format for other on-board uses.
• Available Windows,... configuration and maintenance software.
• Conflgurable remote activation mode, which allows the system manager to select either a logic-high or
logic-low setting; or a logic transition from either high-to-low or low-to-high for activation of the priority
request. This greatly eases integration with on-board systems.
• Configurable operating mode of disable inputs, which allows the system manager to select either a logic-
high or logic-low; or a logic transition from either high-to-low or low-to-high for disabling of priority
requests. This greatly eases integration with vehicle systems.
• System activity logging.
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GLOBAl TRAFFIC TECHNOLOGIES
Raqio/GPS ..
· .Antenna·
Figure 2. Opticom radio/GPS vehicle unit with the embedded 2.4 GHz frequency-hopping, spread spectrum digital radio and
the Opt/com radlo/GPS antenna.
3.3 Intersection equ ipment
The intersection portion ofthe Opticom priority control system consists oftwo main components (see Figure 3):
1. The Opticom multimode phase selector located in the cabinet of the controlled intersection
2. The Opticom intersection radio located on the controlled intersection's mast arm
The phase selector Is the heart of the system. It collects vehicle Information via the radio receiver. Based on
various pre-provisioned or default settings, it then decides which vehicles are eligible for priority and within the
eligible set, which vehicle should be granted priority at that point in time. It then communicates directly with the
intersection's controller via discrete outputs to Initiate the appropriate action. The phase selector also includes
RS-232, Ethernet and USB capabilities, which greatly simplifies connectivity within the traffic cabinet and enables
remote management.
The Optlcom intersection radio is another key component ofthe intersection system. It transmits a beacon every
1/3 of a second to let other equipped intersections and vehicles within its radio range know that it is on the air
and ready to respond. It also receives data transmitted by equipped vehicles within its radio range and relays this
information to the phase selector for processing and to other system-equipped Intersections within radio range.
The Opticom intersection radio also contains a GPS unit, which is used to obtain position information from GPS
satellites.
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GLOBAL TRAFFIC TECHNOLOGIES
Figure 3. Opticom GPS radio and phase selector Intersection equipment.
3.4 Opticom CMS
Although optional, seamless, remote management of an Opticom priority control system from the traffic
management center, transit operations center, or emergency management center (or from other locations) is
achieved with CMS. This unique software solution provides the ability to manage the Opticom system from a
central site (over a customer-supplied network with connectivity to the intersection and/or vehicles), resulting in
operational optimization and reduced maintenance costs. In addition to access at the site hosting the server,
remote users are also supported, allowing the application to be shared by multiple agencies.
With CMS, the System Manager can:
• Manage equipment inventory, configuration and system security. Data regarding the state of
configurable intersections, vehicle parameters and firmware versions can be retrieved and adjusted, all
from a central facility.
• Maintain system performance, both proactively and reactively. CMS provides for system optimization
through parametric updates, as well as fast, easy firmware updates from a central location.
• Monitor usage across the system and at each intersection and vehicle. Data reflecting priority control
performance, including intersection and vehicle states during current and past events, is continuously
retrievable via communications networks connected to the intersections and/or vehicles.
3.4.1 Key features of CMS
• Remotely connects to intersections' phase selectors over a customer-supplied network, to permit
centralized configuration of system parameters.
• Remotely connects via WI-FI with Opticom-equipped vehicles when in their garage or depot.
• Provides a repository for system configuration data (files), to permit bulk updates of phase selectors and
vehicles.
• Tracks and reports changes to priority control settings, Including when and by whom; and restoration
support if a change needs to be backed out.
• Provides overall system level security by the use of regional coding plans, to allow for control of which
vehicles and agencies are permitted to activate specific Intersections. Access can be controlled down to
Individual Intersection and vehicle granularity.
• Provides remote access to perform proactive maintenance when reports indicate a system anomaly, for
both vehicles and intersections.
· • Aggregates intersection and vehicle activity logs, to ~rmit detailed analysis and reporting.
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GLOBAL TRAFFIC TECHNOLOGIES
• Provides remote access for troubleshooting and correcting system failures, for vehicles and intersections.
• Provides remote firmware updating, for vehicles and intersections.
• Provides usage reports at the overall system, agency, vehicle and intersection level.
• Provides a central repository for system activity and performance indicators. These can be analyzed at
· the system, agency, vehicle, or intersection level. This data can also be used to determine the transit time
of specific vehicles between priority control points.
• Evacuation Mode: This optional.package allows the user to designate evacuation corridors on which
specific vehicles (typically transit buses) will automatically have their priority elevated when evacuation
mode is active. This gives these vehicles faster passage through intersections, to allow the faster
movement of passengers in the case of major events or emergency evacuations. CMS allows evacuation
corridors to be Identified in advance and then activated automatically based on date and time; or to be
activated manually.
• CMS, using TCP /IP-based messaging provides push notifications of priority control events to external
systems, such as an ATMS or video surveillance systems.
• Time Plans: The Opticom priority control algorithm (resident on the phase selector) incorporates the
ability to modify priority control parameters automatically, based on the time of day, day of the week,
specific dates, specific vehicles, specific intersections and/or relative and directional priority. For
example, app~oach maps can be modified based on time of day to increase the activation distance to
overcome rush hour congestion impacts on emergency vehicles, or directional priority can be given to
transit during rush hour. Time plans can be programmed uniquely at each phase selector using CMS.
3.4.2 CMS report generation-Built-in reports
CMS currently generates the following standard reports:
• System Usage report
The System Usage report is a report of all preemption/priority requests on the entire system. The user
can determine which dates, priority levels and jurisdictions are Included in this report.
• Agency Usage report
The Agency Usage report identifies per agency usage across the region or within selected jurisdictions.
This Information can be used to monitor preemption/priority activity by agency and as a percentage of
th~ overall system's usage.
Note: Only agencies with granted preemption or priority calls within the selected intersection
jurisdictions and date ranges are included iri the report.
• Unregistered Vehicles report
The Unregistered Vehicles report lists all preempts or priority calls attempted by vehicles not registered
in the Optlcom CMS database during the selected date range.
• Unauthorized Vehicles report
The Unauthorized Vehicles report lists preempts or priority calls attempted by vehicles not authorized
by the intersection's security settings during the selected date range.
• long-call Duration report
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GLOBAL TRAFFIC TECHNOLOGIES
The Long-call Duration report lists all calls where the duration is abnormal and potentially in need of
adjustment. For example, if a particular vehicle appears on this report consistently and at multiple
intersections, the vehicle's disable function may not be working properly.
• Inactive Vehicle report
This report identifies vehicles that have not had any priority control activity for a predetermined amount
of time. This can also be used to identify failed or disabled vehicles.
• Event Log report
This report summarizes CMS's event log entries. For example, the r1:1port can be used to notify system
users of errors and warnings detected over a period of time.
• Top Preempted Intersections report
The Top Preempted Intersections report identifies intersections with the most granted preempts or
priority calls within the selected date range. Activity is calculated for ail approaches of an intersection
and all priority levels.
• Inactive Intersection report
This report Identifies intersections that have not had any priority control activity for a predetermined
amount oftime. This can also be used to identify failed or disabled intersections
See Figure 4 (Appendix B) for an image of the CMS screen used to generate, refine and schedule reports. CMS
also captures the raw log data from vehicles and intersections.
• Vehicle ID
• Vehicle type
• Position
• Speed
• Heading
• Priority level
• Estimate time of arrival (ETA)
• Name of intersection
• Date
• Starttlme
• End time
• Duration
• Channel (intersection only)
• Agency
• Conditional priority
• Preempt made
• Authorized (intersection only)
• Green time-if green sense purchased (intersection only)
• Final green status-if green sense purchased (intersection only)
The data listed above can be viewed directly in CMS and can be sorted and filtered as needed to extract the
appropriate view. A pivot table capability is also available, to permit highly-customized reports utilizing any of the
data collected by CMS. Generation of reports can also be automated to alert users via text messaging or email.
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GLOBAL TRAFFIC TECHNOLOGIES
3.4.3 CMS report generation -User defined reports
CMS allows t!le user to export data (e.g., logs) for analysis outside of CMS. A common method Is to export the
data to Excel for further manipulation and analysis.
Future customer-specific reports can be developed quickly. The following are examples of reports that could be
generated from the data collected by the Opticom system:
• Number of preemption requests by vehicle class
• Intersection crossing speeds by vehicle class
• Top vehicles by preemption requests
• Bottom vehicles by preemption requests
• Top intersections by preemption requests
• Fastest intersection crossing times by maximum speed
• Slowest intersection crossing times by average speed
• Preemption denials
3.4.4 CMS's m~nagement capabilities
The following section highlights some of the key management functions of CMS.
3.4.4.1 Regfonal coding plan
The ability of CMS to manage illegal and unauthorized users goes far beyond simply detecting and blocking the
offending vehicles. When first Introduced in 2009, the principal purpose of CMS was to manage coding. In the six ·
years of deployments since it was first introduced, CMS functions related to coding management have undergone
continuous advancements.
The first step in any effective coding scheme is to be. able to define and manage a regional coding plan, thus
allowing consistent and systematic management of coded vehicles both within and outside of the local
jurisdiction. Figure 5 (Appendix Bl shows the CMS window used to enter and manage a regional coding plan.
Vehicle ranges are defined for each agency and class of vehicle and then as vehicles are added, they are given a
slot in the agreed upon range. Once these codes are defined, the user then determines how rigorously the coding
rules are to be enforced for each agency. This can range anywhere from a wide open system (all vehicles are able
to activate the system) to only specific vehicles and classes being allowed to activate the system. Given that many
jurisdictions participate in mutual aid, it is important to have a mechanism for controlling vehicles entering the
jurisdiction that may not be directly under the jurisdiction's control. CMS allows the user to define mutual aid
partners and control how they use the system (Figure 6, Appendix B).
Periodically, it's necessary to lock out certain vehicles, either for maintenance reasons or because a vehicle or
vehicle unit was stolen. figure 7 (Appendix B) illustrates how CMS can be used to block specific vehicles from
activating the system.
Once the system is configured, it can then be used to manually or automatically provide notification of
unauthorized vehicle attempts to activate the system. Figure 8 (Appendix B) illustrates a typical report identifying
the time of the request, the Intersection, the direction, the code used and whether or not preemption was
granted.
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GLOBAL TRAFFIC TECHNOLOGIES
Figure 9 (Appendix B) illustrates the appearance of unauthorized requests when real-time priority control activity
is being monitored. By providing these functions, the Opticom system does much more than simply capture
Illegal requests; it allows agencies to provide a fully-managed and secure environment.
Note: CMS Is a management tool and it does not participate in the real-time processing of priority requests
between equipped vehicles and intersections.
3.5 Opticom GPS system operation
Operation of the Opticom system is as follows (reference Figure 1).
When a vehicle's Opticom Vehicle Unit (1) is activated upon vehicle power-up and comes within radio range of an
Opticom intersection radio (4), the vehicle continoouslytransmits·Jts-location, heading, speed, turn-signal
information and identification on a frequency channel and time slot automatically assigned to it by the Opticom
radio network (3). The Opticom intersection radio (4) relays the received priority data to the Opticom phase
selector (5) located at the Intersection. The phase selector (5) receiving this data compares the locations received
(once per second) with a stored approach map. If the received message is from an authorized vehicle, if that
vehicle is within the predefined Intersection approach map and if that vehicle is the highest priority vehicle
requesting priority, the phase selector (5) communicates the request for preemption to the traffic controller (6)
over signaling wires at the intersection, which activates its algorithm and requests the signal (7).
3.5.1 Minimizing the effect of priority requests on other vehicular traffic
The following capabilities and parameter settings allow the Opticom GP5-enabled priority control system to offer
optimized system response to vehicle priority requests, with the minimum possible impact on other vehicular
traffic.
• Relative (class} and directional-based priority ensures the right vehicle gets the green. This capability
allows the preemption behavior of the intersection to vary based on either the class of vehicle requesting
the intersection, the direction from which the call originates, or a combination· of any or all of these
factors. These configurable rules allow the system operator to optimize and define the performance of
priority service for each intersection and can include the following factors:
o Activation ranges can be based on the class of the vehicle.
o Contention between simultaneous competing requests from multiple vehicles at the intersection
can be resolved by the class level of the vehicle or direction of travel. This is termed relative
priority and the Opticom system allows 15 levels of priority (classes} each for high-(typically
emergency vehicles) and low-(typically transit vehicles) priority vehicles.
• Limit-low activation or "lock-out'' enables the ability to limit the number of priority control requests that
can be made to an intersection within a selectable time period. This feature, called limit-low priority, can
be configured independently for each approach to an intersection and is typically used in applications
during high traffic periods.
• Time plans to modify system's behavior as a function of time of day or day of week enables activation
points or ETAs (as well as virtually any system configuration parameter), which can be varied by time of
day and or day of the week. This allows the ·system operator to optimize priority operations based on
known or expected traffic volumes, which can vary with the clock and calendar.
• Logging of all priority activity (for analysis, system optimization and performance measurement} allows
the system operator to analyze performance data for Intersections with a focus on possible controller
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GLOBAL TRAFFIC TECHNOLOGIES
timing optimizations, or Opticom parametric settings. For example, if the operator determines that green
phases are being activated sooner than required, based on vehicle speeds and intersection timing, the
range point can be moved in to minimize the time taken from side streets.
• ETA-based triggering ofthe call request allows the system to adapt to changes In traffic flow rates
automatically. Slow travel speeds will result in an activation closer to the Intersection versus what a
faster vehicle would have. This adaptive behavior contrasts with a fixed distance trigger point, which Is
optimal for only one speed. Further, the ETA trigger can be set so that enough time is allotted for worst-
case timing return to green and pedestrian clearances, without the need for additional buffer time due to
approach speed uncertainty. This ensures the minimum preemption green time is used.
• Turn-signal-dependent mode allows for more precise system control at the intersection, based on the
vehicle's turn-signal state. This information is transmitted to the intersection, where the Opticom phase
selector uses this information for two separate features:
o The Intersection that the vehicle is approaching can relay the priority request to the nearby
intersection in the direction that the vehicle will be turning, to reduc!-'! coordination impacts and
missed preemptions on short blocks.
o The outputs of the phase selector can also be varied depending on the state of the turn-signal,
allowing different greens to be displayed depending on the Intended direction ofthe vehicle (left
arrow, right arrow).
• Call bridging links the priority requests of two vehicles traveling in the same direction and in close
proximity to one another. This is applicable to EVP systems and prevents the intersection from
momentarily dropping the green in the direction of travel momentarily between vehicles.
• Call forwarding is a feature that allows the preempting vehicle to call not only the imminent intersection
in the direction of its travel, but also the next intersection within radio-range downstrea.m. This
essentially doubles the preemption range of the vehicle and Is often used for vehicles such as VIP
motorcades, where a pre-cleared road is desired well before the preempting vehicle arrives or the
vehicles are travelling at an excessively high rate of speed.
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GLOBAL TRAFFIC TECHNOLOGIES
4.0 Integration requirements for Park City, Utah
The Opticom solution meets all applicable requirements of Park City's specifications for Transit Signal Priority
(TSP) as outlined in sections TS 6 and 7 of RFP 613119. The Opticom GPS system can integrate with on-vehicle
CAD/AVL systems via J1708 or discrete wiring to provide functionality such as conditional priority based
passenger count and integrating with on-board AVL systems to provide different levels of priority based on
degrees of lateness. Note, in both these instances, the CAD/AVl system is fully responsible for managing when
transit priority is requested. Under this setup, the Opticom GPS priority system is simply enabled at the
appropriate time determined by the CAD/AVL. To facilitate this, protocol specifications outlining how CAD/AVL
vendors can create commands over J1708 to communicate with the Opticom GPS vehicle equipment can be
provided to aid In this Integration.
With respect to the chosen traffic controller, a required prerequisite for the traffic agency is to have traffic
controllers installed or selected that are capable accepting input for transit priority routines.
16
GLOBAL TRAFFIC TECHNOLOGIES
5.0 Integration, Testing and Acceptance
5.1 Installation and Integration
GlT shall prepare and submit a draft Integration, Testing and Acceptance Plan for Park City review prior to start
of construction. The Integration, Testing and Acceptance Plan will include all testing forms and procedures
required for testing as well as the expected approval steps. GlT will incorporate all comments from Park City into
the final Integration, Testing and Acceptance Plan. GTI or its authorized contractor will participate in the
Integration, Testing and Acceptance activities as indicated in the following sections.
5.1.1 Integration Plan
To ensure interoperability among the various elements of the Opticom priority control system and existing and
new transit system infrastructure and applications, GTI or Its authorized contractor will submit an integration
plan that ensures:
• The integration function fulfills the functional requirements of the design criteria and is consistent with
the proposed operating plans, procedures and rules;
• All elements ofthe transit signal priority system along with communications used by that system are
integrated and functional as intended.
5.1.2 Intersection Installation and Integration
GlT or its authorized contractor will properly install the intersection phase selectors in the traffic controller
cabineh, connecting phase selectors to the available Ethernet switches (for monitoring by CMS) and to the traffic
controller for priority activation. In order for TSP and EVP to function as intended, the traffic controllers must be
compatible with TSP and EVP operation and support activation by discrete inputs (one per phase). The phase
selectors will then be configured to Park City's desired settings. Opticom 3100 radios will be installed on the
intersection mast arms. Integration to other systems or equipment not described above is considered out of
scope for this proposal.
5.1.3 Vehicle Installation and Integration
GlT or its authorized contractor can support the proper installation and configuration of the Opticom vehicle
equipment. In order to provide proper system operation, the Opticom vehicle equipment can be integrated with
the following vehicle components:
• · Transit
o Door Switch
o Ignition/Vehicle Power
o On-board AVL via a discrete line or J1708 to enable/disable TSP (As supported by the AVL)
5.1.4 CMS Installation and Integration
GlT or its authorized contractor will properly install the Opticom CMS software on Park City's server. GlT or its
authorized contractor will also support configuration of the system using CMS. The CMS will be connected to the
Park City's network to allow it to communicate with the Opticom intersection equipment. Any other CMS
integration will be out of scope.
17
·'
GLOBAL TRAFFIC TECHNOLOGIES
5. 1.5 Integration
While integration between Opticom equipment and other back office, vehicle, and Intersection equipment
beyond what is mentioned above is possible, It is considered out of scope for this proposal. Examples of previous
Opticom system Integration includes activating PTZ cameras to point in the direction of the priority request at an
Intersection, monitoring passenger counters, and integrating with on-board AVL systems to provide different
levels of priority based on.degrees of lateness. If desired, GTI can work with Park City to specify the desired
Integration and corresponding cost to do so.
5.2 Testing
GTf or its authorized contractor will submit a test plan and procedures for review and approval of the required
tests before proceeding with testing. The test plan will cover all proposed TSP elements and associated
communication facilities. System testing will meet the following requirements:
• Assure that all contractually required tests are performed including those that must be witnessed by the
agency;
• Clearly identify GTI or Its authorized contractor's role in developing the TSP solution test procedures;
• Establish the management of and process for conducting, monitoring and coordinating the TSP solution
test program;
• Define the TSP solution test perquisites and test objectives;
• Define the TSP solution system integration test personnel and specify their responsibilities; and
• Describe the administrative requirements of the test program.
Testing will begin during the construction phase and continue through the end of construction to acceptance of
the project. Test results and reports are to be reviewed by a Park City or a designated representative. GTI
understands that the following testing Is required:
• Factory Acceptance Test (FAT)-GTT will provide a certificate of testing for all priority solution products;
• Production Verification Tests-GTf will conduct tests at the component and subsystem levels during its
product's production to ensure that the product performs in accordance with the final approved design;
• Construction Inspection Tests-GTT or Its authorized contractor will conduct tests in the field to ensure
that the Opticom priority control solution elements provided are installed and perform in accordance
with the final approved design;
• Pre-Installation and Verification Tests-GTI or its authorized contractor will conduct installation and
verification tests of the Opticom equipment to ensure proper installation. Park City or their
representative must be present during the testing;
• Post-Installation Acceptance Tests-GTI or its authorized contractor will conduct acceptance tests at the
system level to verify that all delivered and Installed Opticom priority control equipment and software
performs as specified. Park City or their representative must be present during the testing.
• Systems Acceptance Test-GlT or Its authorized contractor will conduct full systems tests to
demonstrate the performance and reliability of the Optlcom priority control system equipment during
the Commissioning phase. Park City or their representative must be present during the testing.
While preliminary testing of the intersection installation and configuration of the Opticom system can be
completed, final testing cannot be completed until all vehicles have been equipped and configured. Further, the
customer will need to specify the parameters by which the intersection's phase selectors are configured (i.e.,
"approach map parameters").
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GLOBAL TRAFFIC TECHNOLOGIES
5.3 Acceptance
GTI or its authorized contractor will submit a schedule for Acceptance Testing of the Opticom system.
Acceptance testing will be performed over a thirty (30) consecutive day period under real-world operation
conditions. In order to meet the acceptance criteria, the Opticom GPS system cannot lockup, fail, or crash due to
use, operator entry of data, or equipment malfunction during the stated time period (excluding events outside of
GTT's control).
All Optlcom priority control product documentation will be submitted to Park City prior to completion of the 30-
day acceptance I burn-in testing.
Subsequent to the fu II system being insta lied on-site and after it Is connected to all its associated equipment, GTT
or its authorized contractor shall arrange for a 'Site Acceptance Test' with the Park City or their authorized
representative.
The 'Site Acceptance Test' will include visual and electrical tests on all installed Optlcom equipment. The
emitters/receivers will also be tested along with Interaction with the traffic controller.
The system will be tested to ensure vehicle I D's are received and hierarchy conditions adhered to. The detection
ranges and stage selection checked and held until the vehicle clears the stop line.
Subsequent to the initial approach map generation performed by GTI or its authorized contractor, the
performance of the Intersection will be analyzed by reviewing system activation reports. ETA range settings,
approach corridor maps and other optimization parameters may be updated In consultation with Park City to
ensure optimum performance with the minimum possible impact to existing traffic flows.
Subsequent to the full vehicle system being installed after it is connected to all the associated vehicle systems
GTT or its authorized contractor shall arrange for a 'Vehicle Acceptance Test' with the Park City or their
representative.
The 'Vehicle Acceptance Test' will include visual and electrical tests on all cabling and electrical connections. The
system will be tested to ensure vehicle !D's are received, disable and turn signals if used are operative and vehicle
to CMS In depot communications are operative. The vehicle unit range and transmitted Class Agency and ID will
also be checked.
Subsequent to CMS being installed and after it is verified that communications links to all intersections are
functional, GTT or its authorized contractor shall arrange for a "CMS Acceptance Test' with the Park City or their
representative.
The 'CMS Acceptance Test' will include a verification that CMS was installed as per instruction on the Park City
server and that permissions are properly assigned to users. The system will be tested to ensure that the CMS
successfully communicates to the intersection phase selectors.
5.4 Training
GTT will provide training in the programming, operation and maintenance ofthe priority System. All training will
be conducted within Park City offices, except as noted.
19
GLOBAL TRAFFIC TECHNOLOGIES
GTT will supply all necessary manuals, class notes and visual aids and/or other instructional materials as required
to by Park City per TS 5.3 of RFP 613119. The outline of the lectures or demonstrations and samples of all training
aids will be submitted for review prior to their proposed presentation or use. The general agenda for the training
will include:
• System Overview & CMS Demo
• Vehicle Management, installation, maintenance, CMS
• Intersection Management, installation, maintenance, CMS
• RMA Process
• Standard Reference Materials, tips and ongoing support options
• Hands on exercises/training and O}A (on-board bus and Intersection visit optional}.
Park City Trainees:
To effectively transfer knowledge of the system operation, we recommend that at minimum representatives
from the following customer departments attend the training:
• Traffic -for intersection function, installation, and maintenance;
• Control Center (Traffic, Emergency, or Transit depending on which organization will monitor CMS)-for
CMS operation;
• Transit participation is required from vehicle operators if they will be made aware of when the system is
in use.
5.5 Hardware Wa rranty
To protect the purchases made by its valued customers and as demonstration of the superb quality of its
Opticom products, GTT offers a robust warranty program with its Opticom product line, pursuant to the terms
and conditions herein. See Appendix D for full warranty details. The Opticom warranty includes all Opticom
hardware products (and embedded firmware) sold to an end-user customer, with coverages as follows:
• Years 1-5
Shou ld an Opticom component fail within the first frve years after purchase, GTT will repair or replace (at
GTI's discretion} the product at no charge to the end-user customer.
• Years 6·10
Should an Opticom component fail within years 6-10 after purchase, GTT will repair or replace (at GTT's
discretion) the product for a fee of 25% ofthe original list price. All repairs carry a one-year warranty. An
optional extended warranty has been Included In this proposal to extend the original hardware warranty
In annual increments up to a maximum total of 10 years.
5.5.1 Software (CMS) Maint enance
This proposal includes three years of software maintenance with an option to extend software maintenance in
annual increments up to a maximum of 10 years.
During the term of the software maintenance, GTT will at no charge, make available software containing bug fixes
and other general enhancements to the customer as available or required. New features not originally purchased
are excluded.
20
GLOBAL TRAFFIC TECHNOLOGIES
8.0 Appendix A-Technical Product Sheets
8.1 Opticom model 764 multimode phase selector
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~· OPI n6r.'ff'& L'l(nJ;tbl IJllfiiM nllclr ~!'l'onl R aJtlt ltollllol dm1!)o hi! thillapJIIIIe
lll'p110 lnlllcCZIVokn .. li~wlbfrl>ill;rpllll• •ldallllbrlrlud h1HUI!yo1JIIhot1raill:
lll•lnlhroqv!Pfl'd'llllfrl>dlyJI-IIAd<n hplllllllllllbbi-Piau eollma110 Pl"'nod
fnlmi.Crollnoor24YX:o.1d<D'IIIklltar.., l*rl<ll~qliJ1o llfPIIIQ>Ik:all• Rdl-. ani
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q,ll:m•Yodii7114MIIImadtPb,.iltle<tlr"""'JllwlldclioCIIIo~ll•tliCillllntdl!llrdOpttm•
lle•Jiorfloqut"'fiii!IIW.Dplklom• dolo<lln: b~h flllll\llawpbltJIIId pralopl•lt<Wl>h wk of
.._ .... l!lqll!f1CYr11>1.1ilt~IOiodomft.Jr~trollalli .. atnDai1DohtouolwHdololtnllll:alicn
.altr, wlb 1,000 IAihlrul\olllclt r:odoopor duo -10.000 Ioiii pr ........ ., l1lo. Tho Oplrao• A'o!ol
7li4IA.rllhlolePIDe8odor.,., ~olzo1tvoo dlflml Pcbl!V-htlaftafbyOjiiiS1Jn~ I!I'S
llhkll oqUjmnt ~pbd' , ... '"'"'1nd pVe P*ri\1 •• .a. rJ ......... """" IM!t, ilia
P..aol"lm llh<dlat1dolfol•"1 & lgrnty 101, 16-rti.Git~ lcltdRclllli11CI>dal, 'l8h
10,1JX11odniuoi'IOII~o <"* JIIID-f<r ,..,. !tan 3&ntllloaloW per !Daftlo lriol.
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·~·-• llolnl\1 11r11t lt1h&11Mf
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25
GLOBAL TRAFFIC TECHNOLOGIES
--~w: JID)n.J-ll:oll
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OPTICOftf" SfSTB,f CCI.fPOh'fffT FOR 8MIOfiiBITS IWH 111f1/ARED
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26
GLOBAL TRAFFIC TECHNOLOGIES
8.2 Opticom model 768 Auxiliary Interface Panel
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27
GLOBAL TRAFFIC TECHNOLOGIES
8.3 Opticom GPS system intersection equipment
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~t:f'Sijlilolildaodbtoq.l:mlll<ftiiiLrllblocnfii'I,WIIIfwiiOilulll'tuvt«ollf•lCi:lfcom" 11:4dstDOCPSAIJibllllloruHogo~IIOoilroilhUift'l""o:UCHz .... d.,-_..1il_
lfloiUbodlbconlltii-.IIC{il!ctlf"lblaiJNMIIUIICIIIPIII•kkllriooff~otJt,
lhollf*on" Mldti'IBI Mllllldtl'hul !o~aat. hiiAol ~ illlaCNioY'!p l.lllilpllloat•lta¥. n'll~ll!ll:!odwlh~ phuo....,. -~.Ill' I'll illllli llfdlwliilloCMNI!t"'II:Pdwlh JllilriJP•IIlllfoltmpOIIaldrtiM!dll<ftllill•
llblltf'.tlll1!'118hnl11811ilt.D~Itiltl71:10ullllrl:ii~Allaotarllll!IIIIC,_-IMll llllldotlll -hlll"''lllwl lll!mk .. qdclm" lblallM llJilnilll'buolldod«TIIpllua-
FIWkiii~IIU.III!blot
Tbo0plhl!l"Midll114lola&ooiltlhlo!o~~iloVWMh0,uxat'llllirii1110~RsiDIIi!
ndiOIIIIIlp.U.IIIidiiiiCIIIIIISIIIIIIbiJI'Ill1'lll!l'pd&ODflolnfllo-llr.bMI.ilr<bnl"""*
,...,.l.iiCIIfhu•-ctflo ~-· Ma:IIIJMN1illllla&loP!IIM$U:ilnnd II!IIIZai:lllcnlclonMI lllpiiiCIIIbi~IIDIII7e11AIIlil!lllltluti'U!I .
~ I Bul/dilg critical ~ tr.rffiC connection&"'
28
GLOBAL TRAFFIC TECHNOLOGIES
--'lldml>pl. u.c liQ)IWd.--ll.hl-ISia lloel
I-2!H;tO
lliHIHJ:D -.-. __ ,.,.,.,.._..,
157AWJill-""" :r.a..-
-llli1Dl6E/ r.r..o.
l.fi00.2SI-4610
OPTICOM'• GPS SYST:EM INTERSECTION .EQUIPMENT
CPTICO<Ir SYSTJM COMPONENTS Rill EJNilOifMfNTS W111 CPS TECJINOI.OGY II
&!lolomolwp.A-1...-IIllllfll<~ pr!ai\'d..rixl,onlopJlel•tr~ lldwll:nA~p;:.;cy,;p IIOOOola~achm!l•il CNlll!dtlll)'~-~~~-~~~~~~~~~d
\lpi'UI\ewpanwybo-flliRdlprdodWI .. _ .. IJ!o~-·""·,_ -~ ....... ll1!JIIniGIIp:.lol!rlif!J"e<<J :r:!t:c-.::::=~~= oodaJrlb.
o,farn"IIPSIJIIomiltsiOOlioo~ lmlht~ ..... ~aou.
·r ... .....,.d-
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•Dibil,jlw
•llodto il""¢n .,.... J'l&e
·~-"41D ·==--~"lllllilnniP"""'cl
•H!ttlllrl""llll.rt!• .. •l'lt>l"-<1 --• 'li.._ Jnl......rpilriywllia oDpllttiMI . ~·lVI"' D<lf!J.Rdf<tfnl.am.lnt· 110'81<rd-dl:molllrt\lo
·=.~nfllidl-b-Jdla.ion~Cg\io11t
•IGIIOOI.flthnotnii182.11.....,.....,1111Jlo
'""'"""' •l'll:lz<l•r.uli:llb'cllutparl.ru IIEI(Jrellll ~baotap.,.t
•lfl!rfiovd--q,--r.psq-. .......
(10.0111-)
•lien .... :M rilalll(lWICfdahol!i:lt ado
Olalli-
·~ll<ado
---clllloJ~onflo!yosllltt81!fa ~llld pb<elntcik lttod!dlml
•llbllo lfl9l'lrirJ OJ*I!S.farl*tiamol poi1I1I!!'JII
•lhtilllblbl im CWilil" ='Ciopitiot
•Clllpdlllltil--talhlm
•llelii>IEM'I-...oll!IIICidtlmillll .........
•llo!tlfa:po115CliiiA~
..,..,.._
~--71MLIUIIIn>!•-S!I-Islglt7 .or.. pr.allll).a.2 n. CIU~ i"dlldnJ hrdl!
1\illtUio.lucq
lloljHSirl(llAOI$
\lliJ1I:OJGllLtn2Q)
~--011111¥'5-Uill
la9ftV.Oirl !12.1-=9
WI>:UiL(Ie&Cill)
~Uin.(1S2 ...
ll'liJ~I.Bbo.(IJ.IMIIQI
~-lbij3111 &:PS-W!
lqltii.Dio po.2tn$
l\ldi<Uin.~I.Acm)
~UI•(Dscq
IV!iglt:1.1 lll.(l17111!f
~"lbt!IIBIIodlfrhBI.IatP.!III
lqf>.7.Zil.(lll.• ...
l\ldi<Uift.(IIAIIII!
ll!i;ld;l.llla.~.! ...
flllilllllll!collo:Uila~!l
Odi«IUIUII)
~--lo«<&:PS!lllll~ lb!lil'IIO~Illdo'llp(ara--77110111111do
IB¢:&211L!li.D ...
Wlllt!.25iu.(I:Uaq
l\!!1t:5.1 iii.(U.I<ftlj wo;u:tto.(UMl 1!1
~lokdot~~mQlSAlld:oto~m
a-usln.(1211111
lloi1f,1.4il".Scrl
lllllol!ll]lt15Dft.i'-611j
\ll¥r!llillcotlaoQ.jJlll.4).» .. ,
ln~
Q:bl•f.bl!I1&4~"""Selo:l7
lqaDiot~D+7''C(~a·FD•116.2"1)
1Unif!J:511 Ill Mni:Do lllr"""'*lo_,_,....,_.ttt-
~·dtnln ............ ,.~UC.lbe ........ flttdll .... -raf'l•hu.J.Il
Ollll:ltllrta ....... UG2D1UI'I~ ...,., ...... ,
29
GLOBAL TRAFFIC TECHNOLOGIES
8.4 Opticom GPS system vehicle equipment
~~ ... :-r~~-:~3
. ~ ~~, . . .
.a..loiTatlioT~Ilt
fltJJ,(ntiC#iUIIII1har
~~pioatorlw*""'
...... r.l>r'l'JimUJuoholol ... ......._.,Ojllion"' ,..,.<Willi--"""" ........ ...-.
' OPTJCOM~ PRIORITY CONTROL SYSTEM·
oP..tJC,OM"' GPS;$YSTEM ·~~IC_LE EQUIP.MENT
{,pWJM'" SYsTfM~IENTSFafHfVfi!JMIENTS ltf!H CPS TECf!MJI.OGY
DflMIIB'1IOII
n. OPfrm" 6PB1tf01111111111 IIUI!orlell
pr11¥1ty-.hld.lf1luVI tl;rdllld ~"'
p<nldl ... flllpli11J1~U..,..,..,~Oa•ll ICim1111111allbliiiMll.,rftlac:dlllll.
!Ill ""11:1111"' lii'BSJ1f811callll1t, trw ~lllllt1llr1CIJIIPII'IIIIs:
-~~~ • ~"lob!ti2100Hr#l~rill ll.tdomPS Ohbclll'l
...Ql-
<:p'Jooo"Lbi~21Dt l#orl'llati~ltlliiJrvtllllft
• O;l'loam•J.bl~ IGOOIIPSrBido.lolrula
• ~ooii1"'1Ao:l~2111v.hkfllntar!o::on.ljf
MlnMitel~lll
• CpfGO!I"liodoiS100GP891dbllr.l
~a6fll.,..rwll!rioua
mlo2,4 lilzlflll"lo,.....,fRIDICOIIII ...,_
..QII-
(\llooa"lbhl3101 GfBIIoibUd
CU'Iobll; aGF5 ltOMr uda U llllupud oJKlnn nmoMr; .... CjiiCIIII•IJoj~
1De0 OP6/Hdooln!ow..,. Ojl(rom" •bl•l
1D1llll!i Olbltfamlllr
• C!>fa>a" t.bhl7N t.uhoolol'huSIIomr
• CpfCDII" Wodti7191<Jdlilyi-PINI
• ~e"lobiii1CUOGP'IICudl!.lclur ~· Mldtl7t0Cudllld<or~·
r.t>le177D Qallbdl
• q,lcoll"lobloi1010GF!IIublllfol Ollila
Ofbn"CPS l>jiWnl'llltll tqulpllllrltio
11UI'Ui 1111b plriiJ'IOIIIIa llaGI'S -lilT
-~-fnm ... GIIilf61Goofg~bal fD~IJ; lltllllla Thb hfo111 .. Miro!SMIID
ID11flUIJ"' laoltla, of"'llw bo~alt.
wllr:lo.lbil lotkrmoltwl.lio~t~..tllla ""IW
....,tIN tw-ollht wli:lt'o U. ~
IL-IItqlhl2.4!llltlf"l_,~
n.c.l~~~r.
lljii,..,•CPS &pi111 iiUiociJm tq.IJnort ,...,_till r>dlo llllrnblbo IIII'Diho Vlhl:lo
8:11ipnlnl Tho hit'""""' IIUfdlnlhn
anpttllho inbnJib1 bolrg '"""''""""' to .. hhlowllitwpnn!lrulndhlho
h'lllldmt,,ljiiOIII~ -lft.wM•Io
II IWIIIIog bAd lbolnllllll<lhn h • fddalhod
appcadl Cll<llcb; 1111cpoliJ;fO~
otpmttraal '""lllllll!ollwpt'Q'II"IIIl """"*'• h oanop:ncli'Q "'*~~!~actor ~~~ Gllln~ Tliollo!pul hcat-dlo
tl!atd:cotlr»lllt
llwftodhalld,llo-hrCj'd•loQIIIIII
a•niiQU.tolhollqll•toviOI!tlotrhlldoflt
i"'"'tflnollg1&nrlitlllol,...,lf#Th hlollldcn.
1M Opllmm~ Modol7al.CIId ru.kw ~\dol
T/0 lin (lpi,...CIId !Wltlfl'ltloh ,..,.r
11111 iqlc:wi*V b-illa Cpik!m• Uodil784
liUtlnadl P ... llslocbl'lllltil]llltl'dlldf
h'aalluthlholllllt.b~ .. loi..W711S
"JJ!!Irt lolo!IICIP11111 PJOii!p IXIIIOoctictla fD<
llllrt<tqa•• fl-11111 Jmi:IOIII>ldlon~
prkrltriiOIIII'DioulpldiDIMI•III~IIIIIIt<j:<lb
trl .. "ffldn-mii>Jdrllltbt~bll.
~ I Buiding CJiVcaf ~IT taffic connections"
30
GLOBAL TRAFFIC TECHNOLOGIES
--~w: __ ,.,.,_
SlJ'ai.~MW.!MI
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IZHI!l·l'lll _ ,_
GIIC:fl1111c'IIIMolllplllln:lll.lll. 117--""' ~~
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ONolo
t-2!.3-41:10
OPTICOM"' GPS SYSTEM VEHICLE EQUIPMENT II OPTICOftl'" SYSTEM COMro/ENTS FOR EIMROIIMEffTS Wffll GPS TfCIINOi.OGY -=-~.:--==~~::;,.. -·IWcl:rtlllcr:rtotlloi>lli'Sil>lnlllril......nv •~tzaitwwd•?.C~cpc.nn---..aaJ• j•l\<i<oo"IWII(fii!ISIWo-... do"*-"" lbY21/I-~blaC.U..
~-r.rs~.-............. ~ ....... ·~-·~* ·--q..tiiD-:lGYm
•la'-~ ... poa·--';A.'~o9-J-;p..a""''''
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··~ ....... ~ -~~ ... ,.,.... •Sibhcbb.lcrJ
-O.Oiarido _,....
-lido
-lhl
-I'Oorilt --·1111;-lndtl ....... ,..__..,. -"'i'l'"'"'l""'"'t< ·:::r~--~---do»gb•oi9t
• t.bbla: ... t~a..~,_;-..
·~·oijdool-.qwl<(loa«l •illliroll'l$ ..... 11lA ........ __
--~-"""""'-·-•2'.rbl ____ llolll!-
·=..-=.r-~""'""""....-
.w ... w--·~...ru.a ..... -• Qnlgodo'l*"'9noltoldotio..,..
-a.~Wv• ... ldot --·-··12~bpol
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-~tllbo&ioly
--o16c;riaia ................... _.,t->'4 ......... . ...................... "" ..
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-0..38inlioD....lf-... p;oltj ....
·-~--..,. .... j()~ •Sdlq..b
·---• ... :!.!CIIIIooi~Clof .... ...,..~-.. --•R5USIJ1l'IJISI!ril~
•CfS&bCJ&t.t.l
ou.n.tpat
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·~·-"""*~--..... ~ ..... ""'"""""'"""" ~"ll>iii@CI'Slb!llllomo
"'ba"IWI:IHil~l\id)l!olbGI'$r.oeo~
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~,.m.,.nhlltllt.rlfat:~~lti&~WL~bn:llllltllll& Whhllt"!jttlnSi:JOnd"t» .... C.,...bfJI~ .... ftlilll""'l* .... IIIID.CA..IMIIW!b .... IJJ:.IJ..,.._.. ~-1Ml•JIJ
31
GLOBAL TRAFFIC TECHNOLOGIES
9.0 Appendix B-CMS Screenshots
Opticom System Reports
I System Usage Report
lrJ T ClP Preempted lnte1aectiona Report
10 Top Pr~pling Vebidea Repcwt
~ Unregistered Vehicles Repat
0CJ Unauthorized Vehiclea Report
~ Long Call Duration Report m lnaclivelnleraections Report
1!0 Inactive Vehiclea Raport
Application Status Reports
~ Eventl.ogReport
Figure 4. Report Generation Screen Shot.
. . ~ .
32
GLOBAL TRAFFIC TECHNOLOGIES
rr~1-~r·+.~~G~~~~:~-~;~~T~~i~
o BOO UXJJ 15110 ZOIIJ .eoo 3D! 3SXI «m 4500 sooo asoo Q:ll 6SOO 1DlO ?SOO tcOD e500 9000 VSJO 10000
l~·r-:·:c:.·;~~~~,-=~,T~r:1=~:.~0~:rT~~:~:2i~
a 600 tooo tseo toeo tD» $)(10 3ISIXI -tCO:J 4900 &ODG SSDO 6CJIXt 6500 70lD noo eaoo l$tlO 9000 tsoo 10000
Figure 5. CMS regional coding management.
Figure 6. Defining mutual aid jurisdictions.
33
GLOBAL TRAFFIC TECHNOLOGIES
Item To Block •. L-IExpl..:._id_t v_eh_· !d_e ___ --..~~ii1.··· Priority I "'t High Priority
tlesalption Qlpital Oty ·Police· Cruiser 105: emtter stolen on AprilS Ill, 2011. ...
Start Vehicle lD '-'------,-__.:_-'---1_05...:.·..;.,.~; I End Vehicle m · '--------w_s_:'-'1
. GPSStartCode ,. .101:10:.1051 GPSEndCode 101:10:1051
Explicit Velucle
·Select vehicle i~.....O'UI_ser_· _l.O_s ______ .,.--__________ _.il,.· ... _
li##i§ijliJilsum1ae1 ·:
Figure 7. BlockedVehicTe Control.
lr-··-··-·-·-····-·-····-·-·-·-···-·-·---·-·w--u~fuiilfnzect:ver~11~0iP7ifel1ort~y----·-··-··-·--··--········-··-·-····----
•. ~···r;-Oiii~'31fl2ou-•• .. ··-rr '.V9nou·, ........ ·"" i .TurlsdlctloNW:lildt4: Cll)' ofl'•orl•, Capital Clty,Sprlngneld,Metro Tramlt 1 lteport Grnnat.d:
f 4/9120139:11 AM
1 Aguu:y V ehlcle lntmectlcal ! Codo l'dori!)" Jurlsdletloa Agencr Name Juruilietloll Intenectlon Approath
•
1
, I :J :21 High Springfteld Mmt!Dln ~gistered Capital Cly .AinmcanAve@ Eon Bawd i D~~
CaUSiart
TIJIIi
41812013
·ll:S8:341.M ! 100:3:2100 High Metto Trann Northtarul ~stered Capital Cay A.'llczicanAve@ J!ILSIBcwd 4/812013 i 'IWuil DuftSt JJ:58:S41.M
i 110:2:S High !
1 1J 0:2:23 High
1110:2:23 High
CapltalCky
CapitalCky
Amerlcan,;.ve@
Duft'St
AmmcanAve@
DultSt
Mlerli:anAve@
D~St
EutBomd
EaatBomd
Figure 8. Unauthorized Vehicle Preempt report.
41812013
2:19:36l'M
41812013
~3:42PM
41812013
2:0.S~UM
Caused
Preempt
No
No
No
No
No
34
GLOBAL TRAFFIC TECHNOLOGIES
SI<Jius
0Nonilorin!l
Tas}\S f AddAiet!Rulo EM stop toionit«tng Jcb
f1! Conligure..
® lnter>eclloo Slotus . 0 Vehicle Stall.<l
OAiertRuloo
Figure 9. Real-time preemption monitoring.
35
GLOBAL TRAFFIC TECHNOLOGIES
10.0 Appendix C-Warranty
Building critical
traffic connectionssm
Warranty Overview-Opticom ™
To protect the purchases made by Its valued customers and as demonstration of the superb
quality of 11:5 Opticom products, Global Trarrtc Teehnologles, llC {uGTT") offers a robust
warranty program with Its Optlcom product line, pursuant to the terms and conditions herein.
This warranty Is made for the exclusive benefit or the original end-user customer and shall not
aca.ue to the benefit or lilly other user, third party or dealer, unless o~herwise required by law.
The Opticom warranty includes. all Optlcom hardware products sold to an end-user customer,
with coverages as follows:
~
Should an Optlcom component rail within the first five years after purchase, GTT will repair or
replace (at GTrs discretion) the product at no charge to the end-user customer.
Years tHO
Shedd an OpUcom component fail within years 6-10 after purchase, GTT will repair or replace
(at GTT's d~retlon) the product for a fee of 2S% of Ute then current list price. All repair~ earry
a one-year warranty.
EJ!tended Warranty
For an u!)-front fee or 15%or the original purchase price, any end-user customer may elect to
extend the "Years l·S" warranty to a ten year warranty, meaning should an Opticom
component Call wllhln the first ten years after purdla~e, GTT will repair or replate (at GTT's
discretion) the product at no c'harge to the end-user customer.
~ Optlcom 795 emitters ore excluded from tile "Years 6-:10" ond "Extended Warranty ...
sectlotl$ oft his warranty progrom.
Optk0111'" and tile GIT lotio mar~ ;ara trademarks ofGiobaiTtal'llc T~ U.C; 0 lllobal Tnlllc TechnoloPos, LLC 2015.
NlrfclltsreseMtd.www.s!LC!lm. 79-~
36
GLOBAL TRAFFIC TECHNOLOGIES
Exduslwo Limited Warr.anty: GTTWIIrrants tlltt, durlna
. tha wtrranty period desufbed above, Its Optfcom
system will delver the same level of system oper.abllitv
and funa~!ly as defined in the published GTT
speclflalfons ~ppllcab!Q to thtt version of components
purcha$8d. THIS WAIIRANlY CON!iTITUTESlllE SOLE
AND EXCI.USIVEWAIIIWflY RElATING TO THE OPTIOOM
SYSTEM SOLD OR MANUFACTURED BVGTT. GTTMAKES
NO OTHEilR£PI\£SENTAtiON ORWARIIANlY OF ANY
KINO, EXI'RESS OR IMI'UEO, WITH RESPECT TO ITS
OPTICOM SV!ii'EM. GTT SPECIFP\llY EXClUDES AND
DISClAIMS ALL OTHER WAJIRAHTIES REGARDING rJS
OPTICOM SYSTEM, WHETHER EXfRESS,IMPLfED OR
STATUTORY, INClUDING AlliMPll£0 WA1UWIT1ES OF
MEROWI'TABIUTY ANO RTNESS FOR A PARTIC.ULAR
PURI'OSE OR WARJIANTIESARISING FROM A COURSE OF
OEAWIGS OR USAGE OFTAADE.
Warranty ExduslonJ: This wamonlysha~ not apply to {.o\)
Incandescent lmtps {mnfirmatf01l1ampa) or {B) to any
detect or Impairment of opuabmty or fum:tianallty
r6Uitin1 from or Cilll!led by:(t}alttratilln, mbusa,
Incorrect Jnstallatlon,oeslact of the system or darmoge
due to an «d<lent; (2) repair or modification o1 the
system by persons notauthoriud by GTT; (3hxtreme
atmospheric: 1;11' wather candltlons; (4} events or use
outslcla tha nonnal or anticipated murse; or (SI
lmproparpllebclng or dam•se during shipment by the
end-user customer or parw alhlll' than GTT. In addition,
the Optlcom ~tern lntear.11tes ;m array ot lllillched
components. GTT has desWnad, developed and tested
Oplicom systom tomponents u part af a matched
component system. To 8r1$UI'e system lntecrily and
optimal perfQrmant~~, the emitters. detectors,
radlos/GPScomponents, de~Ktof"tables, phase
stlectors/dlscrlmlnators and systan $Of\wanl must all be
Glf components. The use or lntegr.lltlon ~~ anyGTT
syslamwilll ..nyno!HiTTtomponentshabvold aiiGTT
WBmntres with r«SPGct to such GTT sy5tem.
Sale and usa of the OptlaJ1r1 !VSl1llll is upressly
rmrlcted to authorlr.ed asenc:lu of aowmm1111t
c:ustoman, wllh1n thl!lr spedflc jwlsdl<:tlons. HGwever,
becaUJe the si8Jia1 generated by the Optictlm system Is
not lllltlusfve. GTT does not warnnt exclusive activation
by purchaser. Authomed uars desllfng to use or
caordlnate use ol the Optlcam system with that of ot:her
jurisdictions must first obtain tlut prior wrftten approval
of each 1Uihorlzed user In the )urlsdktlon where use Is
sought.
Rtmedlesand limitation of lkbility: In the event that
any Optlcom sy<tem sold ormaoufac:turedbyGTT falls
to conform to th1t terms of GTl's wananly as PI'O'<fded
herein, the ori&fnal elld-user customer's dClUJive
rem1ufy shaU be Rmlte<l to lba relllrn of the non-
conforming good.s to GTT for repair or replac:.ment of
the non-conrormtna complll\ents, as detarmlned by GTT
~, Its 110fe discretion. The cost of relUrn shlpplnc to GTT Is
the mponslbllity of the end-11ser customer. AR clllms
for non-conformance or bteKh of warranty sh~tl be
dft1!1111!d mlved, unless the non-conformli1& components
are returned to GTT within 30 days of discovery of the
elle&d non-conforman('I!.IN NO EVENT SHI\U. Gllll£
UASU: FOR ANY OTHER INJURY OR DAMAGES,
INClUDING WllllOUT l1MITATION ANY SP£0AI.
INDIRECT, INCIDENTAl, CONSEQUENTIAl. PUNTJIV£ OR
EXEMPIAI\Y DAMAGES, lOST PROFITS, lOST BUSINESS
OPPORTUNITY, LOSS OF GOOD Will. ATTORNeYS' R£5,
DAMAGE TO BUSINESS OR BUSINESS RW\TIONSHIPS OR
OTHER FORMS OF ECONOMIC LOSSAAISING FROM,
C:ONNECTlOWJTH,ORREtAllHGlOGTT'SACTSOR
OMISSIONS. WH£1HER FOR BREACH Of WARRAHTY,
BREACH OR REPUDIAliON Of AA't CON1'RACTUAL TERM
OR lEGAL DUTY IN CONTRACT, TORT, STAniT£ OR
OTHER nlEORY OFUAIIUTY.In additlort, b~cause GTT
systems are IN tailed by other patties amlin a vwlety of
eAif.user castorneNpedlie applkatrons, and beall!le
GTJ'sprodutts areljSQCj bytraltled profi!$Sionals, under
often extrem1 emer1ency tundltlons, GTT shd nat be
Pablaforany pe!WII311njwy, wroll&flll daath or JI'OP•rtv
da~m~~as caused by or artsrns from any llllesed dafect
non-corilormanar, odaUure of hs s)'ltems to function,
DJietale or perform. whether asserted In warranty,
contr.ltt, tort or other theory of liability. No action,
repflless of I ann, srlsfna Out Of or ~le&fng eitlter I
bread! of anywarunty ar 1 btudo af any contr.ac:tual
tarm or lqat duty by GTT maybe brCIIlsfll more than
on" year after the ausa of I.Ciion atCIUes.
W.rranty Claim Prauss: C'Dntact your authorized
Optkom de~fer, or cootlr;t GTT led1nlcals11nrloa at 80().
2Sfi..C610 or downmd a wananty r. services request
form et www.att.com. Outside af the United States,
please conlact aur headquartettln St. Paut MN at 651·
71.!1--7333 fornsistance In IDC.IItfnJan authorllad nrpalr
facility servfdnr your country.
5everablllty: Should any portion of thfl; Will'l'ilflty be
declared vuld or oth•rwiH rerulltf't!d without aff«t. the
rem~lnkl& provisions of the warranty shliU conllllue In
full fon:e ;and •ffect.
()ptkora"' 1nd the GTTJoao marl< ¥e ll'ldemarlts ofGiobaiTr~ffic Technoloclts. ll.C; 0 GlobaiTratllcTe;hnoloJies, W:2015.
AI rfPU l'tiS<IIVI!d. WWW-«<I,C!!m. 7!-1000.0~
37
,------------· ·----·-· ID ask Name 1 !Negotiations & Planning '"2 ~ r-;-f-s ~ Propose project Plan and get Installation Quotes Detennine specific installation details and engineering tasks with dient Contract for installation services Enter Orders & Schedule Shipping Product delivery or lead time 71 Contractor receives equipment & training (If required) hillmpiementatl~n Pia~ (2d~y~ onslte) · f--g Installation Kick-off r-w Bus installation approval IDuratioiStart !39 IMon !«fays iB/7/17 lio !Mon !days !8/7/17 !10 -~M~n· !days !8/7/17 l ! I I b.o iFri !days !8/18/17 !1.day iFri J l8/18/17 I Julv 1 izs :Frl 1 !days !8/18/17 1 i2 days)Wed i :9/27/17 !14 ... lFri. ]days :~/29/1! .1 !1 day !Fri . !9/29/17 ! i1 day 'Fri ! !9/29/17 ~ Installations (40 transit vehicles) .. :i4 !Fri f--+ 12 t-;3 Installations (20 Intersections) CMS Installation ~f--roject Completion & Acceptance {I eekonslte) " . . .. Acceptance/Verification test r,s Training ~ Verification Sign-off li81rran~ition T~ cS .. ldays j9/29/17 !14 iFri idays !9/29/17 . ·:i·d~y iF~i ·--i 19/29/17 •I : is iThu idays? il0/19/1 i . ; '5 daysiThu . is . . ~~~19/11 .. ' I _]days? ~~0/19/1 11 day?fThu i 110/19/1 jsda~~h~ · 1-:jg ! !10/26/11 Transition to Client Services Manager is daYs'~hu J (Maintenance) ! \10/26/1~ !Julv 11 Park City Management Plan 1Julv21 I Auaust 1 I Auaust 11 I Auaust 21 I I Negotiations & Planning Propose project Plan and get Installation Quotes ---8/18 ~r I October 1 I October 1 1 I October 21 I NovPmbPr l NnvPmbPr l NovPmb~r Determine specific installation details and engineering tasks with Client 8/18 Contract for Installation services ---·8/31 Enter Orders & Schedule Shipping • 8/18 Product delivery or lead time iUlfliliJUtffi!:lt~m~gillfn·lllir:f:f~~~il~"!iT~~i!f:m~~an~m~r:i~ifiv.m.-.,~126 Contractor receives equipm! t & training [rf required) ra9/28 Page 1 Impleme,itation Plan (2 days onsite) Installation Kick-off • 9/29 Bus Installation approval • 9/29 Installations (40 trans~1t ve ides) -10/18 Installations {20 lnte ons) -----· 10/18 CMS Installation • 9/29 Project Completion 7-cce~tance (I week onsite) Acceptance/Verifitation test -10/25 T=~t0/25 Verification Sign off • 10/ 9 Tran_ tion To CS Transition to Client Services Manager (Maintenance) -11/1
CER 4. Form for Proposal Deviation
Request for Proposal
Jtme 20, 2017
RFP 613 119
This form shall be completed for each condition, exception, reservation, or understanding (i.e., Deviation)
in the Proposal according to IP 9. "Conditions, Exceptions, Reservations or Understandings." One copy
without any price/cost information is to be placed in the Technical Proposal as specified in "Technical
Proposal Requirements," and a separate copy with any price/cost information placed in the Price Proposal
as specified in "Price Proposal Requirements.''
Park City Mtmicipal Corporation
RFP613119
Deviation No.: Contractor:
N//t
Complete description of Deviation:
RFP section:
1 Page: Cj
6
GTT d I.H'J r'lot CUr-rtn+l'1 lal}t~t. thta)l"-tl'\~ h VI\ C>ll fl'ft.f veh.'J~ Cc..t.Af I
l'l~fc""s<"C.f".i;.-'ll.l'fllb·tr-~tl\.y~~ "'',a~'IIJt..cfl..fNr-a.,el /1-V~ t'fcJrnvlv)y fvr-
6o'Jf-.'l\~ fm"~S•'f UtS~Pr.r •. ~.f ""'-~ lfel?1c.f·Vt ~ wP hCtve /" c./,.._d tJ. ""-
c~pt-lhe~'~.f•ire.. /,'sf A' tx·'Jf,") f'();.~t.Jl 1 t c~·uf'".QIJ lf"./fl.. a_c~pc,t~y.'"-j
DvPL1-il1t•iur\ J,'c('· .rerv-td L,~L rhe:.f C:..St'lC'J f ... S•vl.' WI'\ .'clew cl fJ,e .s:'cc)t. cl-1-~e..
Supporting evidence, technical data, testing results, transit revenue experience: T~ r. .r..;/t~,h·w, ~
80 .
Global Traffic Technologies
Park City training agenda for
Opticom1M GPS for Transit
Prerequisite: Classroom/conference room of sufficient size ·to accom-modate -planned
attendee list from Park City, Utah.
Description: This training will cover all of the details of how to install/uninstall use and
maintain the Opticom GPS for transit system, how to configure various items, how to add
n_ew information, and how maintain the database.
Materials Needed: Access to an installed bus and an intersection cabinet at one of the
yards
Materials Provided: Two (2) complete sets of training materials that are camera-ready
such that further copies can be f!lade with no noticeable decrease in copy quality, and
four (4) copies of all written materials, drawings, pictures, manuals for components or
systems, etc., in digital format stored on CD or USB jump drive.
Training Session Agenda
System Overview & CMS Demo
Vehicle Management, installation, maintenance, CMS
Intersection Management, installation, maintenance, CMS
RMA Process
Standard Reference Materials, tips and ongoing support options
Hands on exercises/training and Q/A (on-board bus and
intersection visit optional)
-1
bsi.
Certificate of Registration
QUALITY MANAGEMENT SYSTEM-ISO 9001:2008
This is to certify that:
Holds Certificate No:
Global Traffic Technologies, UC
7800 Third Street North
St. Paul
Minnesota
55128-5441
USA
FM 535303
and operates a Quality Management System which complies with the
following scope:
The design, manufacture, sales and service of traffic sen .
For and on behalf of BSI:
Originally registered: 08/29/2008 Latest Issue: 06/16/2014
By Royal Charter
Page: 1 of 1
... making excellence a habie
This certlticate remains the property of BSI and shall be returned Immediately upon request.
lin electronic certificate can be authenticated l21lllru:. Printed copies can be validated at www.bsigrotJp.com/Oientolrectory
To be read In conjunc~on with the scope above or the attached appendix.
rnrormaijon and Contact: BS!, Kitemark Court, oaw Avenue, Knowlhlll, Milton Keynes MKS BPP. Tel: + 44 845 080 9000
BS! Assurance UK Limited, regisbered In England under number 7805321 at 389 Oliswick High Road, London W4 4Al, UK.
A ~!ember of the BSI Group of Companies. ·
GTT's current certificate to ISO 9001:2008 expires 08/28/2017. GTT has just completed a recertification
audit, and has been recommended for recertification to ISO 9001:2008. GTT is currently waiting for BSI
(British Standards Institution) to formally complete this recertification. GTT has also been
recommended for certification to ISO 9001:2015. Similarly, GTT is waiting for BSI to finish their part to
obtain the official certification to the 2015 version.
In summary, GTT will be certified under both versions of the ISO 9001 standard until September 2018.
GLOBAL TRAFFIC TECHNOLOGIES
1.0 Letter of Transmittal
Global Traffic Technologies (GTI) is pleased to present this proposal to utilize the Opticomm GPS-enabled system
to implement industry-leading Transit Signal Priority (TSP) Across 20 intersections and 40 vehicles within Park
City, Utah. The proposed solution encompasses a fully-distrbuted architecture with remote monitoring
capabilities that is intended to reduce vehicle travel time and optimize routes throughout the city with minimal
impact to overall traffic flow. This results in reduced bus stop delays and fuel costs, serving to both increase
ridership and improve travel times. GTI's Optlcom solutions provide industry-leading TSP, capable of integrating
with existing traffic and transit systems and equipment.
The specific details related to the proposed TSP system's implementation and operation are described in further
detail within this proposal.
3
Request for Proposal
June 20, 2017
RFP 613119
CER 6. Pre-Award Evaluation Data Form
NOTE: This form is to be completed and included in the Qualification Package. Attach additional
pages if required.
Park City Municipal Corporation RFP 613119
1. Name of firm:
2. Address:
3. o lndlvldualo Partnershipo Corporation a Joint Venture
4. Date organized: ~a.'-1 I , 'd.alll
State In which Incorporated: 0-t \ o. wfJ.v-L
a.Jq_;SoV' LuV\ L
5. Names of officerfr partners:
b. Gv-' OJ-. vo..'V\ a~sLV"""\
c.
d.
e.
6. How long has your firm been In business under its present name? l D 1...( ·{t::'¥ .S
7. Attach as SCHEDULE ONE a list of similar current contracts that demonstrates your available capacity,
including the quantity and type of system, name of contracting party, percentage completed, and expected
completion date.
8. Attach as SCHEDULE TWO a list of at least three (3) similar contracts that demonstrates your technical
proficiency, each with the name of the contracting party and number and they type of systems completed within
the last five (5) years.
9. Ha~e JOU been tenninated or defaulted, In the past five (5) years, on any Contract you were awarded?
oYeB).'NO
If yes, then attach as SCHEDULE THREE the full particulars regarding each occurrence .
. 10. Attach as SCHEDULE FOUR Proposer's last three (3) financial statements prepared In accordance with
generally accepted accounting principles of the jurisdiction In which the Proposer is located, and audited by an
independent certified ·public accountant; or a statement from the Proposer regarding how financial informa~on may
be reviewed by the Agency (This may require execution of an act:eptable non-disclosure agreement between the
Agency and the Proposer.) ·
11. Attach as SCHEDULE FIVE a list of all principal Subcontractors and the percentage and character of Work
(Contract amount) that each will perform on this Contract.
12. If the Contractor or Subcontractor is a joint venture, submit PRE-AWARD EVALUATION DATA forms for each
member of the joint venture.
The above information is confidential and will not be divulged to any unauthorized personnel.
The undersigned certifies to the accuracy of all Information:
Name and title:
Company:
~~
Authorized signature Date
82
Request for Proposal
June 20, 2017
RFP 613119
CER 4. Form for Proposal Deviation
This forni shall be completed for each condition, exception, reservation, or understanding (i.e., Deviation)
in the Proposal according to IP 9. "Conditions, Exceptions, Reservations or Understandings." One copy
without any price/cost information is to be placed in the Technical Proposal as specified in "Technical
Proposal Requirements," and a separate copy with any price/cost information placed in the Price Proposal
as specified in ''Price Proposal Requirements."
Park City Municipal Corporation
RFP 613119
Deviation No.: :J Contractor:
Nl-4
Complete description of Deviation:
RFP sectlon1 Page: ¥'2.
~e.fcre"u. ~c~rd"'lt :z (CAJv sf"'J•'es) q.,j ftd-tr-llJt (cefl't) fL, .9er
'f"l .~ri-1 of ez,~hns cwl'utv~~a"J c~tro.c.td-fj,4t de,...."nStf'li+e +1-te
~Cvf't 0,)'\J. 5CG le cf ~(!/'•1-p t~'cJrl't 7 pr-c-J tc+.r G rr hccr bttYJ
J"'.vu{~~ed v...f4.
Supporting evidence, technical data, testing results, transit revenue experience:
80
CHALLENGE: Time-conscious riders left waiting for a solution
Nearly 11 million trips are taken using Memphis Area Transit Authority (MATA) services every year. About
two million of those trips are taken on two primary bus routes through the heart of the city. Unfortunately,
they're joined by hundreds of thousands of motorists that bog traffic down, creating longer travel times.
Traffic congestion on Poplar Avenue and Elvis Presley Boulevard -the busiest transit corridors In the
city-stymied free-flowing traffic and transit delays were common. Transit riders were frustrated.
'We strive to create a reliable, on-time experience for everyone,' said Tom Fox, Interim General Manager
for MATA. "But, It's frustrating when you know you're going to be late for work or for an appointment. So,
while our customers sat waiting, our buses sat Idling -wasting fuel and money. We knew we needed to
find a way to Improve transit services. And, we had to find a way to pay for it."
SOLUTION: Reduce delays with transit signal priority (TSP)
Opticom"' traffic signal priority control had been implemented In Memphis several years prior to help
first responders reach emergency scenes more quickly. MATA upgraded the dty's trolley system to take
advantage of the technology, too.
"The ability to extend or truncate traffic signals reduces the ~me spent waiting at red lights unnecessarily
and Improves our·ablllty to serve the greater Memphis community,' said John Lancaster, Manager of
Planning for MATA. 'So why not use a similar approach for our buses? We coold reduce transit delays
without compromising everyday traflic flow.'
MATA officials sought a grant for installing TSP at key Intersections to Improve transit operations. Buses
Include Optlcom"' GPS equipment so a green light can be requested from up to 400 feet away or 30
seconds before reaching the Intersection -even around comers, obstructions and other Intersections.
MATA officials were also Impressed by Optlcom rM CMS, new software that can be used behind the
scenes to ensure the TSP system worked consistently.
Opticom"" CMS offers built-In Intelligence, from real -time alerts to automated diagnostics to customized
reports, so MATA personnel can check activity logs, update firmware and even troubleshoot equipment
from a remote location. This means engineers can monitor performance without sending technicians on
expensive, time-consuming trips to the fleld .
'We knew Opticom"" TSP could help us and even be part of the foundation for Bus Rapid Transit (BRl)
In the future,• said Lancaster. 'We were able to demonstrate that we could use It to better serve the
community. We feel very fortunate to have been awarded a Bus Livability Grant from the Federal Transit
Administration for more than $800,000."
CASE STUDY
LOCATION
Memphis, Tennessee .
MUNICIPALITY ·
Memphis Area Transit Authority (MATA}
CHALLENGE ;. . ~ . · .. . ..
• MATA s~uggled to maintain on-ttm~
performance amid heav}' traffic. . .
congestion Qn tvo maJ!lJ' coirr<!Qrs Jn , .
. Menip~is . ..
•longer travel tiJl!es drova fuel and
. : operathig eo sis' higher . . . . . '; ..
. ·,
• TranSit riders .grew Jni:(easingly weary o(.' '
longer-than-expecteq transit commutes . ·
SOLUTION
· • Install Optlcom1~ GPS Transit SignaL ·. :.;··.
Priority' (fSP) at more than 50 ·
. intersections illorig· thw citY's tWo
. most cong:estei:f tfartslt routes : . •
· • Integrate Optleam"' ceritrar · · · ·
. Management Soflwat'e (CMS~ tor . ·
. : coniprehensrve. monltorlnQ and reporting
PERFORMANCE
• Reduced bus travel times by ul) to 20
percent ·
• Oes.ktop reporting tools are expected
to expedite maintenance and reduce
technician trips to the field
• MATA expects faster travel tlrnes. to ·
improve ridership rates while reducing
the number of buses
MATA Installed OptlcomrM GPS vehicle equipment
on 140+ transit buses and placed GPS Intersection
equipment at 40 intersections over a 13-mile stretch
on the Poplar Avenue corridor. MATA also Installed
equipment at another 17 Intersections over a 10-
mlle stretch on the equally diverse and trafficked
Elvis Presley Boulevard.
PERFORMANCE
Right on schedule
It didn't take long before MATA-and most
importantly, riders-noticed the difference.
MATA coordinated with GTI, the manufacturer of
OpticornTM TSP and Temple, Inc., GTI's authorized
dealer In Tennessee, to measure performance
before and after Installation. Technicians took
readings over several especially busy sections
of each corridor without OptlcomTM TSP in place.
The team tried to match volume levels when It
measured on-time performance after Installation.
"Optfcom'" TSP Is helping us improve travel times
by almost 20 percent,' said Lancaster. "That has
the potential of saving us five or even ten minutes
every trip, every day, so we're able to serve more
people more consistently in less time. And we've
only begun to tap Into the possibilities.'
With nearly 50,000 trips down these two corridors
every year, MATA expects to cut about 7,000
hours of travel time. The team is looking at
other cost-saving options, too. With significantly
Improved cycle times, fewer buses may be used
to accommodate the same number of riders.
Lancaster estimates that removing one bus from
the route could save MATA about $200k annually.
Soon, savings may extend to the City of Memphis
maintenance crews, too. MATA and the city
expects to be using Opticom .... CMS to obtain
detailed activity reports and maintenance alerts
In real time. Technicians can receive
real-time updates and check the status of
equipment at the intersection from a laptop
and make adjustments quickly without expensive
trips to the Intersection.
Reliable and affordable
Opticom"' TSP can do more than help MATA save
money. It may even help them make money.
"People are more willing to ride public transit if it's
convenient," said Lancaster. 'Optlcom"' TSP has
helped us Improve transit service for our riders,
which makes !ham more willing to use it. In fact, If
we can continue to Improve the on-time accuracy
we think we have a ~eal chance to increase our
ridership by at least 1 0 percent in the near future."
There's no reason to stop now. MATA plans to
add OptlcomrM GPS equipment at more signalized
Intersections throughout the city and sees It as
a critical component in driving higher capacity
transit in Memphis.
Optlcom 111d the GTT logo ara lrademarkl of Global Tralllc Techoologlea, UC. Used lllder llcanse In Canada.
0 Global Trafllc Tec:lmoloG~es, LLC 2014.AII rights reserved,
CASE STUDY
· · "Opticom ™ GPS TSP is
helping us Improve travel
timesbyaimost20 percent.
Th~t's saving us five or even
ten miiwtes every trip,
· eveiy day, so we're able to · .. .
. seive more people more
consistently ln/eis time. n
• John Lancaster,
. Manager of Planning
Memphis ~rea Transit ~uthority
(MATA)
·· ... ·.
· .Global Traffic Teclvlologies, UC
7800 Thlrtl Street North
. St. Patd, Mlmasota 55128-5441
1-8oo-25B-461 0
651-789-7333
www.gttcom ·
·1:·:· ··.
. '
• !
...... ·
When Societe de transport de Laval (STL), the
public transit system for the city of Laval in
Quebec, Canada, was looking for an effective
way to Improve Its bus network performance,
It turned to Global Traffic Technologies (GTT)
and the Opticom Transit Signal Priority (fSP)
system.
The TSP system in Laval provides buses with
a green light to keep them on time -and
data derived from the GPS-enabled system
helps managers update and refine routes and
schedules for a better rider experience and
ultimately, an increase In passengers using the
system.
Laval is a rapidly growing city of more than
"We felt that the best way
to Increase the punctuality,
reliability and speed of our bus
services, as well as the most
cost effective and efficient way,
was to implement a large-scale
TSP system."
Guy Picard
General Manger
Societe de transport de Laval
• •••••••••••••••••••••
400,000 residents In Greater Montreal. STL's general manager Guy Picard said the city's mid-
sized transit system Includes a fleet of more than 300 buses.
"One In five people use the transit system during their rush hour commute,' Picard said. "That's
an increase of about 30 percent over the last eight years."
With the Increased ridership, STL began to explore options for system improvements that would
continue that trend and make for a better rider experience. Those goals led STL to implement a
number of preferential bus measures, Including reserved bus lanes, new boarding locations and
bus stops and Optlcom TSP.
INCREASING RIDERSHIP WITH TSP
STL currently provides more than 20 million passenger trips a year. Its strategic plan Is to
Increase ridership by 40 percent between 2013 and 2022. The agency has previously attempted
to encourage more ridership with limited success. Picard said.
·we tried to do that In a number of different ways In the past --Including a passenger
information system based on GPS --but we felt that it wasn't enough,· Picard said. "To help
Increase ridership, It's more Important that the bus actually arrives on time."
·we felt that the best way to Increase the punctuality, reliability and speed of our bus services, as
well as the most cost-effective and efficient way, was to Implement a large-scale TSP system ."
The Optlcom TSP system allows public transportation agencies to extend or truncate green
~"' G LOBAL TRA F FI C TECtiNOLOGI ES
~
CASE STUDY
LOCATION
Laval, QC
OPERATED BY
• Societe de transport de Laval (STL}
CHALLENGE .
• STL strategic plan cails for Increasing ·
• ridership by 40 perc.ent: between 2013
. and 2022 ..
• Improved speed, rellability"and ·
. ·punctualitY will attr~Ct ~or& riders
SOLUTION
• Install Optlcom GPS..enabled Transit
. Signal Priority (fSP) at 2321ntersectlons,
306. buses and 23 minibuses .·
• rntegrate opticom Ceritral Mamigement
. SoftWare '(eMS) io~ i:omPra.hanslve : . .
n;onltoring and repOrting : ' .· .
. • COndftiooii! TSP; buses. request a green
. light only wh~·n behind s'cliedule . ·
• RelatiVe TSP: preference based on
occupancy and latene~s
PERFORMANCE
• Reduced bus travel times between 8-1 0
percent
SOLUTIONS FOR~
•••••••••••••••••~_..,.;,,,,ooooooooooUohOoooouooou•~o"•••••••••
Transit
CASE STUDY
WORKING WITH GTT
In order to increase ridership and
improve bus efficiency in Laval, GTT and
STL began working on a TSP solution in
2013.
. The deployment involved integrating
with an existing CAD/AVL system so that
conditional and relative priority could be
. used, based on passenger uounts and
schedule data. GTT also created a system
that would log and report intersection
data and upload that from the buses
when they returned to the garage.
· STL's head of network development ·
. · Syivain Boudreau said the experience of
working with GTT was very positive.
"GTT treated us as: a customer. but also
'as a partner," he said. "The GTr team
assisted us profesSionally throughout
· the project. Tile local representative
was always present and above all very
proactive in the search for a solution
that could meet our needs. I'd definitely
recommend GTT to other cities and
transport agencies."
The partnership with Soolete de transport
de Laval has allowed GTT to develop new
TSP solutions that can be deployed In
transit systems throughout the world.
ScHEJ>~LL..f 2
Conditional Priority: The TSP system In Laval uses schedule data to determine If a request for priority
Is necessary. The bus will only request a green light If It Is behind schedule .
cycle times at traffic signals for more accurate
schedule adherence and to get riders to their
destinations faster.
ST~s head of network development Sylvain
Boudreau said the concept of using TSP Is
simple: "If a bus Is running late as It approaches
an Intersection, It sends a signal that requests
the duration of the red or green light to be
adjusted by a few seconds, allowing the bus to
continue on its route without having to stop at
the traffic light," he said.
The result is transit vehicles are on the road
less, which can significantly reduce fuel and
other fteet operations costs. The GPS-enabled
equipment Is installed on both vehicles and at
Intersections. The Optlcom TSP system can help
to Increase ridership by changing and Improving
the behavior of buses, depending on passengers'
needs.
POSITIVE RESULTS
STL began testing the TSP system in 2013 on
five buses and at seven Intersections. The results
were encouraging, Boudreau said.
"The time savings were between 8 and 1 0
percent for the morning peaks, so we anticipate
good results with the current project," he said.
Picard said that after testing the system, the
agency looked to expand the solution to the rest
of the service area.
"So we then analyzed every main Intersection in
the city and Identified 227 where the TSP system
was deemed to be effective, and so the Optlcom
system was subsequently Installed at each
of these," Picard said. "That's more than 90
percent of the intersections In Laval. It's a huge
implementation."
Today, TSP equipment has been Installed on 306
buses and 23 para transit vehicles.
CONDITIONAL AND RELATIVE
PRIORITY
When developing a TSP solution for Laval, GTT
was asked to provide a system that considered
some key aspects of the transit network, such as
the fact that Laval's buses can change roles -
from local to express or vice versa -as demand
requires. And with so many vehicles in the system,
there was a need to Implement a means of
deciding which buses receive priority and when,
Boudreau said.
The solution was to send priority levels derived from
the buses' m-board computers to the Opticom
system. The different priority levels are determined
by passenger counts and schedule data.
Relative Priority: If two buses approach an Intersection and request a green light, the bus with more
passengers will have have a higher priority over a less crowded bus.
"If several buses approach an intersection
at the same time, the one carrying the most
passengers will have priority OIJer those that are
less crowded." he said.
The Optlcom system also provides conditional
priority, where buses only request priority If they
are behind schedule.
'On top of being able to better respect our
schedule, we'll also be able to reduce the
variability of our travel times and ultimately
Improve our service," Boudreau said.
Passengers get a better experierce wilen relative
and conditional priority are used In tandem.
"Rela~ve priority helps to maximize time savings
for our clients. by using live passenger counts
and schedule delays to datem1lne which vehicle
has the highest priority when two or more
late buses approach the same intersection
simultaneously." Boudreau said. 'So the system
takes Into account both lateness and passenger
load when It allocates priority at an Intersection. •
In total, STL uses 10 different levels or classes
of priority to optimize perfom1ance and ridership
experience.
DATA ANALYfJCS
The TSP system Is managed using Optlcom
Central Management Software (CMS), which
Boudreau said is proving invaluable In helping to
optimize performance.
'The CMS data is very useful as it allows us to
evaluate how the TSP system is performing,"
he said. "The CMS records ail communications
between buses and traffic lights, including
check-in and check-out times across the
intersection zone, as well as requested priorities
and green sense Information.'
Green sense Information Includes the total time
a traffic light spent in the green phase and
helps to detenmine TSP effectiveness. In Laval,
there is no direct communication-fiber, WI-R,
cellular-between the management center and
the Intersections. Instead, working wttil STL, GTI
came up with a novel solution: Buses automatically
upload their journey logs vfa Wi-FI to the CMS,
syncing all relevant data when they return to the
bus garage. The Intersection data Is used for both
Improving pertom1ance of the TSP system and to
help notify the Traffic and Operations departments
~ there are issues with intersections.
"GTI developed special firmware that allows
CASE STUDY
In Laval, Optlcom GPS-enabled Transit Signal
Priority (TSP) is Installed at 232 intersections
and on 306 buses and 23 minibuses.
"On top of being able to better
respect our schedule, we'll also
be able to reduce the variability
of our travel times, and
ultimately improve our service."
Sylvain Boudreau
Head of Metwork Development
Societe de transport de Laval
• •••••••••••••••••••••
LIS to retrieve the intersection data from the
buses using the STL Wi-Fi network,' Boudreau
said. "Over the years, STL has built a huge data
warehouse with the information it receives from
embedded systems like fare boxes, passenger
counters and CAD (Computer Aided Dispatch)
and AVL (Automated Vehicle Location) systems.
We keep records of all GPS positions second by
second. That means any information which has
a time can be associated wltil tile position of tile
bus, as Is the case with the Opticom data."
STL linked the CMS database with the
information In the data warehouse to add the
TSP value to Its reports.
Temps de fl'llnchisement complet ( TFC) ffio.ten seloo r11eure
4 o ZOl6JlO/lll20l6/10117 p4rfode 1
tl• 2016/10118 l101$/l0/2G p•rtode 2
Data Anatytics: GPS-enabled systems, like the one in Laval, allow users to create a number of reports that
track the performance of the TSP system. In Laval, data from the buses and intersections are combined with
data from passenger counters, CAD/AVL systems and fare boxes to quantity the impact of the TSP system.
"We use a geo-fenclng system to track all possible
movement at Intersections," Boudreau added. "This
enables us to calculate the crossing times of our
buses over the entire network. By combining that
with our Opticom data, we can accurately quantify
the Impact of the TSP system on our operations and
for our users.'
PERFORMANCE IMPROVEMENT
The combined data allows STL staff to analyze how
the system Is functioning and determine how and
where to make improvements to schedules and
routes.
"For example, In one of our reports we can compare
two time periods to see how TSP affects operations
at different times of the day or days of the week, •
Boudreau explained. "Another report can tell us
how much time Is spent waiting at a traffic light or
boarding people Instead of driving. Implementation of
the TSP system is changing our planning approach."
Boudreau said tile nature of the system means that
it will be able to be tweaked and optimized over the
next few years. The more It is used. the more data
will become available, and the more STL will be
able to make refinements.
"It's still early," he said. "The challenge for us will
be to increase the benefits of TSP year on year
without Impacting the other users tllat share Laval's
Intersections, such as cars. pedestrians and cyclists.
~"' GLOBA L TRAFFi t: TECHNOLO GI E S
~~
A few tlmes a year we'll be meeting with the City of
Laval's transportation engineer to address any Issues
and to try to find solutions together."
MANY BENEFITS
STL believes the Optlcom system can help to
deliver network Improvements that will get more
people out of cars and onto buses.
'All of our surveys said the same thing: people need
punctuality. People need good information. People
need reliability. People need speed," STL general
manager Picard said. 'With TSP, we address all of
these Issues. So, we're very confident that we will be
able to increase our ridership numbers.'
But it's not just network effi ciency and passenger
satisfaction that Optlcom Is helping to provide. The
operational efficiencies TSP delivers mean buses
can be on the road less. Which is good news for the
environment.
"With this project, we expect to decrease our
carbon footprint by more than 30,000 metric ton
(over 10 years)," Picard said. 'That's a huge impact
on our environment. As In many North American
cities, Laval is faced with congestion Issues, and
these are only ln·creasing. The more this happens,
the more the system will help us. So, the system
Is very helpful this year, but we can only see It
becoming more useful and more efficient over the
next five or ten years.·
CASE STUDY
"People need
punctuality. People
need good information.
Peopfe need reliability.
People need speed. With
TSP, we address all of
these issues.''
Guy Picard
· General Manger
Societe de transport de Laval
Global Traffic Technologies, LLC
7800 Third Street ~rth
St. Paul. Minnesota 55128-5441
1-8.00·258-4810
651-789-7333
v.ww.gtt.com
OPilcon"' cYld the GTr logo are 113ttcwnarka of Slob3l
ll'alllc 1bchMIC)(liet, U.C. USOO l.l1dJf -..::en.111
C.lnada. Pleate rec.yelf. PrtWoclln USA~ Gtobat
natfic ltchnologtoa, l.LC zon. M rights rttPOrYBil.
79·1 QOO .. I !fl~
The East San Francisco Bay Area's SMART Corridors
prog ram is cha nging t he way that drivers t hink
about buses
a n early 2003, the Alameda County
Congestion Management Agency
(ACCMA) turned 14 miles of San
Pablo Avenue into a SMART corridor using
an inventive mix of technological tools and
relationship building witl:t stakeholders. "Our
approach was to generate consensus among
jurisdictions so that emergency and transit
services, planning agencies and other govern-
ing bodies would work together because each
could see how the program met their inter-
ests," said Cyrus Minoorar, principal trans-
portation engineer for ACCMA. 'Institutional
trust, along with traffic management tech-
nologies put the SMART Corridor~ Program
on a successful path. •
The results speak for themselves. Bus rid-
ership increased nearly 78 per cent during
peak transit periods. Overall line run time
was reduced 17 per cent. 18 per cent of bus
riders were formerly driving their cars alone.
A vast majority (84 per cent) rnted the service
as "good" or 'excellent. • The solution
supports better incident management and
emergency response.
TECHNOLOGY WITH A TWIST
The SMART Corridors project applied a host
of tools to deliver Rapid Bus service. Key
factors included:
• Transit Signal Priority (TSP) to give desig-
nated buses a green-light advantage;
• Improved signal coordination;
• Pedestrian push buttons to recognize their
presence;
• Loop detectors to efficiently detect traffic
at crossing streets;
• Far side stops and queue jumper lanes;
• Fewer stops at wider intervals;
• Real-tirue 'next bus' infom1ation;
TRAFFIC TECHNOLOGY INTERNATIONAL OCTINOif 2005
• · Low-noor vehicles to accommodate easier,
faster passenger movement.
These technological enhancements, built on
a foundation of stakeholder trust, helped
overcome the institutional barriers that can
dominate ITS (Intelligent Transportation Sys-
tems)-styled rnultijurisdictional endeavors.
"The sum of all these improvements and
refinements produced the final outcome,"
said Minoofar. "The success of the program is
the accumulation of all or them."
PRODUCTIVITY INCREASED
jon Twichell, Transportation Planning Man-
ager for AC Transit and project manager for
Rapid Bus, is pleased with the results. • A 17
per cent reduction in actual traveltime is a
significant improvement in system efficiency
that was produced within the existing infra-
structure," he said. "This boost in productiv-
ity allows us to do more within the estab-
lished urban area."
To be 17 per cent quicker means that AC
Transit can provide that much more service
with the same amount of vehicles, or provide
current service with 17 per cent fewer vehi·
cles. For transit, which is a quite traditional
industry, to have a productivity increase of
this magnitude and attract riders is a head-
turning achievement.
A GREEN-LIGHT ADVANTAGE
The Transit Signal Priority element of the
program uses Opticom TM Priority Control
devices mounted on buses (which are also on
emergency vehicles) to momentarily request
and receive a green light. "Green lights are
extended for approaching buses, allowing
them to efficiently cross to a far-side stop,"
said Twichell, "Or in some cases buses get an
TRAFFIC TECHNOLOGY INTERNATIONAL OCT/NOV 2005
early green. • Sutveys Indicated that bus pas-
sengers felt the travel time seemed even faster
than it was, magnifying their positive experi·
ence. ·we knew, and candidly expressed, that
allowing momentary flexibility to provide
green lights could slightly shift some of the
travel burden to crossing traffic,· said Minco-
far. "But that was more than mitigated by
calibrating better signal timing along the
route. And that helped everyone, private
vehicles as well as buses.•
FROM CAR DRIVERS TO BUS RIDERS
Conventional wisdom bas held that commut·
ers cannot be enticed out of their cars. Sutvey
results showed that attitude can be changed;
18 per cent or bus passengers Left their cars
behind [or the first tlrne to take the Rapid
Bus. "If you make it attractive enough. people
will use the service," says Minoorar. "You
CASESTUDY
BETTER TRAFFIC FLOW MANAGEMENT RESULTS IN A FASTER EMERGENCY RESPONSE
don't have to make them feel guilty or say
that its the cnv!ronrnentally right thing to do.
Make it convenient for them and you reduce
their auto dependency"
Twichell concurred, "I prefer to think in
terms of trends, rather than only in survey
snapshots. Ttrne is Important to people. By
making the ride fast and convenient, you give
commuters a viable choice, and many will
choose the bus over their car.'
BETTER INCIDENT MANAGEMENT
The SMART Corridor program focused on
arterial roadways because all trips start and
end there, not on freeways. Just as buses lev-
erage intersection signals along the route,
emergency services are equipped with Emer-
gency Vehicle Preemption (EVP) technology.
The parallel priority control system helps
emergency response services reach incidents
promptly to mitigate the traffic delays they
cause. According to the FHWA (US Federal
Highway Administration), crashes, disabled
vehicles or road debris cause a quarter (25
per cent) of all congestion problems -more
than any reason except insufficient capacity.
The more quickly emergency servlces reach
an incident, the sooner the recovery. Clearing
a single blocking vehicle from a three-lane
(one-direction) roadway increases capacity
by 50 per cent.
"The Opticom equipment serves a dual
purpose, by not only enhancing rapid bus
transit but to suppon emergency vehicles on
their way to reach and manage incidents and
accidents, • says Minoofar. Fire apparatus
equipped with Mobile Display Terminals
(MDT) receive wireless, real-time informa-
tion to v!ew traffic levels and avoid conges-
tion areas. 'We gather real-time information
from 511, from our own cameras on surface
streets, and from California Highway Patrol
incident data, which is presented on the
SMART Corridors website." This, too, dem-
onstrates how the core strategy of bringing
together technology and relationships for
better efficiency.
"Response is both faster arid safer using
this system," he continued. '•'Faster because
you have a green light changing in your
direction. And safer because responders have
the green light, and other motorists are react-
ing naturally to their green and red signals."
A CASE FOR HOMELAND SECURITY
"1 think this Is also a compelling case for use
in evacuation routes. The interagency rela-
tionshlps nurtured by the SMART Corridors
program are ideally suited for mutual aid
responses during a natural or man-made dis-
aster. • SMART Corridors provides a venue for
this vital capability. One program tool, the
AVL (Automatic Vehicle Location) system,
lets fire departments view the location of all
their emergency vehicle assets whether dis-
patched to another agency or In their own
jurisdiction. "1-lnving the interagency agree-
ment for working together gives us a more
regional perspective for dellling with these
Issues," said Minoofar. "If terrorists strike or
''As buses leverage intersection
signals, emergency services are
equipped with Emergency Vehicle
Preemption technology"
SWAPPING THE CAR FOR THE BUS AND THE BIKE
an earthquake hits, we have the mutual aid
capabilities in place for a more coordinated
and effective response."
MOVING FORWARD
In a 2003 Interview when SMART Corridors
was just getting underway, Minoofar pl-edict-
ed, "This could be a model for the future for
many counties in the Bay Areas ... and, any-
where else ... IIlllking anything possible." His
early confidence is well founded. The success
of Rapid Bus on the San Pablo Avenue corri-
dor has stimulated the start of three more
SMART Corridor-styled projects In the Bay
area, each of equal or greater size.
"Whenever transpottation or business is
disrupted, it has economic Impact. With one
unified Operations and Management agree-
ment we are able to expand into new corri-
dors with better ideas." One would surmise
that as transportation professionals like Cyrus
Minoofar and Jon Twichell continue to
extend the Rapid Bus solution, the communi-
ties served will continue to benefit from
greater transit productivity, emergency
responsiveness and traffic safety.
Building on that success, ACCMA and AC
Transit are currently deploying SMAIU'!Rapid
Bus on the InternationaVfelegraph corridor.
18 miles long, this conidor carries 30,000
riders per day and should be ready for use in
mid 2006. •
TRAFFIC TEOiNOLOGY INTERNATIONAL OCT/NOV 2005
Request for Proposal
June 20, 2017
RFP 613119
CER 8. Other Certifications
CER 8.1 Proposal Form
Proposer shall complete the following form and include it in the price Proposal.
PROPOSAL
By execution below by a duly authorized representative(s) of the Proposer, the Proposer hereby offers to furnish
equipment and services as specified In Its Proposal submitted to Park City Municipal Corporation In response to
Request for Proposal No. RFP 6131191n Its entirety.
Proposer: &(u~~~ rrztf~{_ 'fe thnr.i&>, lt.3 1 UC,.
Street address: "1-¢7 1/tL. Qrttt tJ<X'th . Oc..k:kle. mrJ S~/'2-~
City, state, ZIP:---------------------------
Name and title of Authorized Slgner(s): -~.!....n_._t4tl __ ~_a_ttDe_rJ3.~~-=-tL. ____________ _
Name and title of Authorized Slgner(s): ---------'--------------
Phone~
7-lct-r?
Authorized signature Date
Authorized signature Date
94
CER 7. Federal Certifications
CER 7.1 Buy America Certification
Request for Proposal
June 20,2017
RFP 613119
Thi~ form is to be submitted with an offer exceeding the small purchase threshold for federal assistance
programs, currently set at $100,000.
-Certificate of Compliance
The Proposer hereby certifies that It will comply with the requirements of 49 USC Section 5323UX2){C), Section
165{b)(3) of the Surface Transportation Assistance Act of 1982, as amended, and the regulations of 49 CFR 661.11;
Name and title:
Company:
Date
Certificate of Non-Compliance
The Proposer hereby certifies that it cannot comply with the requirements of 49 USC Section 5323(jX2)(C) and Section
165{b )(3) of the Surface Transportation Assistance Act of 1982, as amended, but may qualify for an exception to the
requirements consistent with 49 USC Sections 5323(j)(2)(B) or QX2XD), Sections 165(b)(2) or (b)(4) of the Surface
Transportation Assistance Act, as amended, and regulations in 49 CFR 661.7.
Name and title:
Company:
Authorized signature Data
83
Request for Proposal
June 20, 2017
RFP 613119
CER 7.2 Debarment and Suspension Certification for Prospective
Contractor
Primary covered transactions must be completed by Proposer for contract value over $25,000.
Choose one alternative:
0
G,itht~. r Trt/fl·'" lt'c~nd'$it->, a.c..,
The Proposer, [Insert name]. certifies to the best of Its knowledge and belief that It and its principals:
1. Are not presently debarred, suspended, proposed for debarment, declared Ineligible, or voluntarily
excluded from covered transactions by any federal department or agency;
2. Have not within a three (3) year period preceding this Proposal been convicted of or had a civil judgment
rendered against them for commission of fraud or a criminal offense In connection with obtaining,
attempting to obtain, or performing a public (federal, state or local) transaction or Contract under a public
transaction; violation of federal or slate antitrust statutes or commission or embezzlement, theft, forgery,
bribery, falsification or destruction of records, making false statements, or receiving stolen property;
3. Are not presently indicted for or otherwise criminally or civilly charged by a governmental entity (federal,
state, or local) with commission of any of the offenses enumerated In Paragraph 2 of this certification;
and
4. Have not within a three (3) year period preceding this Proposal had one (1) or more public transactions
(federal , State or local) terminated for cause or default.
OR
The Proposer is unable to certify to all of the statements in this certification , and attaches Its explanation
to this certification. (In explanation, certify to those statements that can be certified to and explain those
that cannot.)
The Proposer certifies or affirms the truthfulness and accuracy of the contents of the statements submitted
on or with this certification and understands that the provisions of Title 31 USC §Sections 3801 are
applicable thereto.
Executed In Onsert city and state). Jt. Pt'(t,../ 1 fll r.J
Name:
Authorized signature Date
84
Request for Proposal
June20,20l7
RFP 613119
CER 7.3 Debarment and Suspension Certification (Lower-Tier Covered
Transact! on)
This form is to be submitted by each Subcontractor receiving an amount exceeding $25,000.
The prospective lower-tier participant (Proposer) certifies, by submission of this Proposal, that neither it nor its
'principals" as defined at 49 CFR § 29.1 05(p) is presently debarred, suspended, proposed for debarment,
declared ineligible, or voluntarily excluded from participation In this transaction by any federal department or
agency.
If the prospective Proposer Is unable to certify to the statement above, It shall attach an explanation, and indicate
that it has done so by placing an "X' in the following space: __
THE PROPOSER, G(r).,;,j lf"Jlff,',. 'feciwlc.'9."e S Ll..C.. , CERTIFIES OR AFFIRMS THE
TRUTHFULNESS AND ACCURACY OF EACH STATEMENT OF ITS CERTIFICATION AND EXPLANATION, IF
ANY. IN ADDJnON, THE PROPOSER UNDERSTANDS AND AGREES THAT THE PROVISIONS OF 31 USC
§§ 3801 ET SEQ. APPLY TO THIS CERTIFICATION AND EXPLANATION, IF ANY.
Name and tide of the Proposer's authorized official:
Authorized sign ture I Date
85
CER 7.4 Non-Collusion Affidavit
Request for Proposal
June 20,2017
RFP 613119
This affidavit is to be filled out and executed by the Proposer; if a corporation makes the bid, then by its
properly executed agent. The name of the individual swearing to the affidavit should appear on the line
marked "Name of Affiant." The affiant's capacity, when a partner or officer of a corporation, should be
inserted on the line marked "Capacity." The representative of the Proposer should sign his or her
individual name at the end, not a partnership or corporation name, and swear to this affidavit before a
notary public, who must attach his or her seal.
State of County of
w~s~:n~fv,.,
J, ~13.:.--,n,...,.'tc-="'.;__,.,-~-4_11_'Df~r_:B:::.._t:'-=.S_c._:~:..__ _________ , being first duly sworn, do hereby state that
(Name of Affiant)
lam WI £ CFO
(Capacity)
of G{ulr.l /n;(f;, 1cchl'lt>{Pp~.s~ t.LG
(Name of Firm, Partnership or Corporation) '
and who resides at
(Give names of all persons, firms, or corporations lnte
Is/are the only person(s) with me In the profits of the herein contained Contract; that the Contract is made without
any connection or interest in the profits thereof with any persons making any bid or Proposal for said Work; that
the said Contract Is on my part, in all respects, fair and without collusion or fraud, and also that no members of the
Board of Trustees, head of any department or bureau, or employee therein, or any employee of the Authority, is
directly or indirecUy interested therein.
~(t/~--{,-~q--17
Signature of Affiant Date
Sworn to before me this __ f -~ __ day of __ Ji_J...._f,_1 ______ , 20_!1._.
~Jui«• liuok
Notary pub~ My commission expires
Seal
86
Request for Proposal
June 20,2017
RFP 613119
CER 7.5 Certification of Restrictions on Lobbying
This form is to be submitted with an offer exceeding $100,000.
The Proposer certifies, to the best its knowledge and belief, that:
1. No federal appropriated funds have been paid or will be paid, by or on behalf of the undersigned, to any person
for Influencing or attempting to Influence an officer or employee of a federal department or agency, a member of
the U.S. Congress, an officer or employee of the U.S. Congress, or an employee of a member of the U.S.
Congress In connection with the awarding of any federal Contract, the making of any federal grant, the making
of any federal loan, the entering into of any cooperative agreement, and the extension, continuation, renewal,
amendment or modification thereof.
2. If any funds other than federal appropriated funds have been paid or will be paid to any person for making
lobbying contacts to an officer or employee of any agency, a member of Congress, an officer or employee of
Congress, or an employee of a member of Congress In connection with this federal Contract, grant, loan or
cooperative agreement, the undersigned shall complete and submit Standard Form LLL, 'Disclosure Form to
Report Lobbying,' in accordance with Its instruction, as amended by 'Govemmentwide Guidance for New
Restrictions on Lobbying,' 61 Fed. Reg. 1413 (1/19/96}.
3. The undersigned shall require that the language of this certification be included In the award documents for all
subawards at all tiers (including subcontracts, subgrants and contracts under grants, loans and cooperative
agreements) and that all subrecipients shall certify and disclose accordingly. This certification Is a material
representation of fact upon which reliance was placed when this transaction was made or entered into.
Submission of this certification Is a prerequisite for making or entering into this transaction imposed by 31, USC
§ 1352 (as amended by the Lobbying Disclosure Act of 1995). Any person who falls to flle the required
certification shall be subject to a civil penalty of not less than $10,000 and not more than $100,000 for each
such failure.
THE PROPOSER,. &(&(.s,f -rrz.;a;~ 'f(th"'ol(~/e ~, UC.,. , CERTIFIES OR AFFIRMS THE
TRUTHFULNESS AND ACCURACY OF EACH STATEMENT OF ITS CERTIFICATION AND DISCLOSURE, IF
ANY. IN ADDITION, THE PROPOSER UNDERSTANDS AND AGREES THAT THE PROVISIONS OF 31 USC§§
3801 ET SEQ. APPLY TO THIS CERTIFICATION AND DISCLOSURE, IF ANY.
NamBof ,the bl<;lder .Q.r Pr:2,0ose['s authorized official: · n ~,., VAt\Vtr" tw.sefl
Title:
Signature Date
Per paragraph 2 of the included form Lobbying Certification, add Standard Form-LLL, "Disclosure Form
to Report Lobbying," if applicable.
87
Request for Proposal
June 20, 2017
RFP 613119
CER 7.6 DBE Approval Certification
I hereby certify that the Proposer has complied with the requirements of 49 CFR 26, Participation by Disadvantaged
Business Enterprises in DOT Programs, and that Its goals have not been disapproved by the Federal Transit
Administration.
I hereby certify that the Proposer has complied with the requirements of 49 CFR §26.49, Participation by Disadvan-
taged Business Enterprises In DOT Programs, and that its goals have not been disapproved by the Federal Transit
Administration .
Authorized signature Date
Name & Title of Proposer's Authorized signature
88
Request for Proposal
June 20, 2017
RFP 613119
CER 4. Form for Proposal Deviation
This form shall be completed for each condition, exception, reservation, or understanding (i.e., Deviation)
in the Proposal according to IP 9. "Conditions, Exceptions, Reservations or Understandings." One copy
without any price/cost information is to be placed in the Technical Proposal as specified in ''Technical
Proposal Requirements," and a separate copy with any price/cost information placed in the Price Proposal
as specified in "Price Proposal Requirements."
Park City Municipal Corporation
RFP 613119
Deviation No.: Contractor:
tJ//t
Complete description of Deviation:
RFPse~lon: Page:~
G1f 4oes rt~ bti•he t~~ I)~[ ~1~~~n.1~h c.(.>l\+t;.ktellr-. r?.F"P bloll&j
&tJ¥11 +v til(. ptvpv .reel f.rt:t>~~~ ,l fr-lof'•'f-'7 .s v(,.t_/ v(l Slh tc G IT ,'s not dlru+ I~
tl\ldv~J ..._ the 'IYIIrttt.~.fttufvtJ"C J -t~~ +NllrJr,f lie.~ •C:-Iq ~ 1k ft'z'w.!n, s7s+e""
"':ll k ,nsf~/1 <J c.>~~. H<lwe vir, d~.tnh1 c~pfort"'f"t' phc. J~ J ~t's fr9Pc.t1 G"Tf fs .
(:(.(hft\;11,. J fb Ji'/.1-•h.) 'i. "" td ~ r:Jur -lt,m\-t...:l) {v. /fd/ -Jhe D Ff( rfq l-f.''re111uatr ~
Supporting evidence, technical data, testing results, transit revenue experience:
80
CER 7.7 Cargo Preference Certification
Request for Proposal
June 20, 2017
RFP 613119
46 U.S.C. 55305 and 46 CFR Part 381 impose cargo preference requirements In contracts and subcontracts In which
equipment, materials or commodities may be transported by ocean vessel in carrying out the project. If the Contrac-
tor has knowledge of or anticipates any equipment, materials or commodities that may be shipped by ocean vessel,
the Contractor Is obligated to inform Park City Municipal Corporation, so that additional requirements and clauses
may be attached to this Contract.
The proposer hereby certifies that it will meet the requirements of Cargo Preference.
[ ] 2. The proposer hereby certifies that it cannot comply with the requirements of Cargo Preference.
Company name:
Name and title of the Proposer's authorized official:
Authorized signature Date
89
CER 7.8 Fly America Certification
Request for Proposal
June 20,2017
RFP 613119
The Contractor agrees to comply with 49 U.S. C. 401 18 (the "Fly America• Act) In accordance with the General Ser-
vices Administration's regulations at 41 CFR Part 301-10, which provide that recipients and subrectplents of Federal
funds and their contractors are required to use U.S. Flag air carriers for U.S Government-financed International air
travel and transportation of their personal effects or property, to the extent such service is available, unless travel by
foreign air carrier Is a matter of necessity, as defined by the Fly America Act. The Contractor shall submit, If a foreign
air carrier was used, an appropriate certification or memorandum adequately explaining why service by a U.S. flag air
carrier was not available or why it was necessary to use a foreign air carrier and shall, in any event, provide a certifi-
cate of compliance with the Fly America requirements. The Contractor agrees to include the requirements of this sec-
tion in all subcontracts that may Involve lntematlonal air transportation.
r/t'. The proposer hereby certifies that it will meet the requirements of Fly America.
[ ] 2. The proposer hereby certifies that it cannot comply with the requirements of Fly America.
Company name:
Name and title of the Proposer's authorized official:
Date
90
CER 7.9 Dispute Resolution Certification
Request for Proposal
June 20, 2017
RFP 613119
Proposer hereby certifies that it agrees to comply with and be bound by the Dispute Resolution guidelines contained
In SecUon 3: General Conditions GC 9.8 and Section 5: Federal Requirements FR 8.
Company name:
Name and title of the Proposer's authorized official:
Date
91
Request for Proposal
June 20, 2017
RFP 613119
CER 7.10 Conformance with National ITS Architecture and Seismic Safety
Certification
To the extent applicable, the Recipient agrees to conform to the National Intelligent Transportation Systems (ITS)
Architecture and Standards as required by 23 U.S.C. § 5307(c) and, comply with FTA Notice, 'FTA National ITS Ar-
chitecture Polley on Transit Projects" 66 Fed. Reg. 1455 el seq., January 8, 2001 , and the subsequent further Im-
plementing directives, except to the extent FTA determines otherwise In writing.
Seismic Safety
The contractor agrees that eny new building or addition to an existing building will be designed and constructed In
accordance with the standards for Seismic Safety required in Department of Transportation Seismic Safety Regula-
tions 49 CFR Part 41 and will certify to compliance to the extent required by the regulation. The contractor also
agrees to ensure that all work performed under this contract Including work performed by a subcontractor Is in com-
pliance with the standards required by the Seismic Safety Regulations and the certification of compliance issued on
the project.
Company name:
Name and title of tile Proposer's authorized official:
I -1 '1 -1''7
Authorized signature Date
92
Request for Proposal
June 20, 2017
RFP 61311 9
CER 7.11 Additional Federal Contract Clauses Compliance Certification
By signing and submitting a proposal, the bidder or proposer certifies compliance with the following Additional Feder-
al Contract Clauses contained in Section 5: Federal Requirements FR 10:
• 10.1 Federal Funding, Incorporation of FTA Terms and Federal Changes
• 10.2 Federal Energy Conservation Requirements
• 10.3 Clean Water Requirements
• 10.4 Clean Air Requirements
• 10.5 Access to Records
• 10.6 No Government Obligation to Third Parties
• 10.7 Program Fraud and False or Fraudulent Statements or Related Acts
• 10.8 Civil Rights Requirements
• 10.9 Contract Work Hours and Safety Standards Act
• 10.10 Recovered Materials
• 10.11 Access Requirements for Persons with Disabilities (ADA)
Company name:
Name and title of the Proposer's authorized official:
Authorized signature Date
93