MASSACHUSETTS HIGHWAY DEPARTMENT

Calvin Coolidge Bridge Rehabilitation Advanced Traffic Management System

####### Operations Plan {#operations-plan .unnumbered}

######## November 19, 1999 {#november-19-1999 .unnumbered}

1\. Overview of ATMS Operations [3](#overview-of-atms-operations)

1.1 Purpose of the Operations Plan [3](#purpose-of-the-operations-plan)

1.2 Objectives of the ATMS [3](#objectives-of-the-atms)

1.3 Components of the ATMS [4](#components-of-the-atms)

1.4 ATMS Traffic Intervention Capabilities
[7](#atms-traffic-intervention-capabilities)

1.5 Position Descriptions and Personnel Requirements
[7](#position-descriptions-and-personnel-requirements)

2\. ATMS Organizational Framework [11](#atms-organizational-framework)

2.1 Roles of Agencies and Organizations
[11](#roles-of-agencies-and-organizations)

2.2 Decision-Making Authority in Situations Affecting Public Safety
[14](#decision-making-authority-in-situations-affecting-public-safety)

2.3 Communications Protocol [14](#communications-protocol)

2.4 List of Contacts [18](#list-of-contacts)

3\. Overview and Operation of ATMS Equipment
[19](#overview-and-operation-of-atms-equipment)

3.1 Overview [19](#overview-1)

3.2 Control Center Equipment [19](#control-center-equipment)

3.3 Field Equipment [20](#field-equipment)

3.4 INTEGRATION Planning Simulation Model
[21](#integration-planning-simulation-model)

4\. Daily Operations Procedures [25](#daily-operations-procedures)

4.1 Overview [25](#overview-4)

4.2 Hours of Control Center Operations
[25](#hours-of-control-center-operations)

4.3 Daily Start-Up Checklist [25](#daily-start-up-checklist)

4.4 Daily Operation Logging Requirements and Procedures
[26](#daily-operation-logging-requirements-and-procedures)

4.5 Transfer of Control between Control Centers
[27](#transfer-of-control-between-control-centers)

4.6 Daily and Emergency Shut-Down Requirements
[28](#daily-and-emergency-shut-down-requirements)

5\. Traffic Incident Management Procedures
[29](#traffic-incident-management-procedures)

5.1 Overview [29](#overview-5)

5.2 ATMS Traffic Intervention Capabilities
[29](#atms-traffic-intervention-capabilities-1)

5.3 Detours and Traveler Information
[29](#detours-and-traveler-information)

5.4 Signal Preemption [34](#signal-preemption)

5.5 Management of Probable Traffic Scenarios
[35](#management-of-probable-traffic-scenarios)

5.6 Equipment Failure and Malfunction Procedures
[41](#equipment-failure-and-malfunction-procedures)

6\. Maintenance Procedures [43](#maintenance-procedures)

6.1 Overview of Maintenance Requirements
[43](#overview-of-maintenance-requirements)

6.2 Maintenance Schedule and Logging Requirements
[43](#maintenance-schedule-and-logging-requirements)

6.3 Maintenance Roles and Responsibilities
[43](#maintenance-roles-and-responsibilities)

6.4 Routine and Preventative Maintenance Procedures
[43](#routine-and-preventative-maintenance-procedures)

index of FIGURES

Figure 1: Location of Key ATMS Equipment -- Northampton and Hadley
[5](#__RefHeading___Toc472838290)

Figure 2: Location of Key ATMS Equipment -- Hadley and Amherst
[6](#__RefHeading___Toc472838291)

Figure 3: ATMS Communications Protocol
[16](#__RefHeading___Toc472838292)

Figure 4: Integration Model Network -- Schematic Representation of
Link/Node Network [22](#__RefHeading___Toc472838293)

Figure 5: Recurring Congestion [37](#__RefHeading___Toc472838294)

Figure 6: Bridge Blockage [39](#__RefHeading___Toc472838295)

Figure 7: Ambulance Westbound [42](#__RefHeading___Toc472838296)

Index of Tables

Table 1: Radio Post Call Signs and Locations
[15](#__RefHeading___Toc472838297)

Table 2: Primary Traffic Flows and Detour Designations
[30](#__RefHeading___Toc472838298)

Table 3: Name, Location, and Functionality of ATMS Signs
[31](#__RefHeading___Toc472838299)

Table 4: Suggested Messages for VMS/PVMS Signs
[32](#__RefHeading___Toc472838300)

# Overview of ATMS Operations

## Purpose of the Operations Plan

This Operations Plan provides an outline for the implementation and
operation of the Coolidge Bridge Rehabilitation Advanced Traffic
Management System (ATMS). The objectives of the Operations Plans are as
follows:

-   Provide an overview of ATMS Operations;

-   Define the roles of agencies and personnel involved with the ATMS;

-   Outline the staffing and capital requirements of the ATMS;

-   Provide guidelines for routine ATMS operation;

-   Provide guidelines for incident response procedures utilizing the
    ATMS;

-   Outline the functional capabilities and operations of ATMS Field and
    Control Center Equipment;

-   Define procedures for coordination and communication among agencies
    and personnel during routine and emergency operations;

-   Outline ATMS maintenance requirements and procedures;

-   Provide troubleshooting guidance for the Operator and Maintenance
    Personnel; and

-   Provide quick reference materials for use by the ATMS operator.

## Objectives of the ATMS

The ATMS is intended to mitigate the traffic impacts of the Coolidge
Bridge Reconstruction Project. This includes congestion impacts as well
as impacts on emergency vehicles:

### Congestion Impacts:

Because of the loss of one eastbound travel lane on the Coolidge Bridge,
a lower work zone speed limit, and other construction impacts, the
Project is expected to increase the likelihood of severe traffic
congestion on Route 9. Congestion impacts may result from:

-   Rush Hour Traffic ("Recurring Congestion")

-   Congestion from Special Events (e.g. UMass Commencement Ceremony)

-   Incidents on the Bridge (e.g., accidents)

-   Partial or Full Closures of the Bridge

The ATMS system will monitor the Coolidge and Sunderland Bridges, and
use Variable Message Signs and/or Police intervention to inform
motorists when an alternate to Route 9 is advisable. The information
will assist motorists in avoiding the work area during periods of high
congestion or during blockages on the bridge and provide regional
information on traffic conditions to allow for advance trip planning.

### Emergency Vehicle Access to Cooley-Dickenson Hospital:

During the rehabilitation, travel lanes on the Bridge will be reduced to
one channelized lane in each direction, preventing emergency vehicles
from bypassing stalled traffic queues when necessary. Approximately ten
(10) trauma center trips pass across the Coolidge Bridge each day en
route to the Cooley-Dickenson hospital trauma center. It is imperative
that congestion on Route 9 does not prevent rapid crossing of the Bridge
by emergency vehicles, or emergency medical response capabilities for
communities on the eastern side of the Connecticut River may be
jeopardized.

The ATMS will permit the Operator to flush stalled traffic off of the
Coolidge Bridge and critical sections of Damon Road in advance of
ambulance arrivals by overriding key traffic signals. This permits
unimpeded ambulance crossings in both directions across the bridge.

## Components of the ATMS

The two primary elements of the Advanced Traffic Management System are
the Field Equipment and the ATMS Operations and Control Centers.
**Figures 1 and 2** show the locations of the Control Centers and Field
Equipment.

***1.3.1. Field Equipment*** refers to the traffic monitoring and
control devices placed in the vicinity of the Coolidge Bridge and on
important approach roads and highways. The primary field traffic control
devices are:

-   **Variable Message Signs (VMSs)**, which are electric changeable
    message sign used to communicate detour and special information to
    motorists;

-   **Closed-Circuit Television (CCTV) Cameras**, used to monitor
    traffic conditions in the vicinity of the Coolidge and Sunderland
    Bridges, and;

-   **Traffic Signals with Preemption Capability**, which are used
    primarily to flush traffic off of the Coolidge Bridge when an
    ambulance approaches. While the traffic signals are being preempted,
    a series of flashing beacons will inform motorists that they may
    experience longer than normal red phases.

***1.3.2. The ATMS Operations and Control Center (OCC)*** is located in
the Mass Highway District 2 Offices in Northampton, with a backup and
off-hours facility in the Massachusetts State Police Barracks in
Northampton. The Control Center is staffed with an Operator who controls
the Field Equipment described above. The Operator can also monitor
traffic conditions using the CCTV cameras or by communicating with
Police, Fire, EMS, Construction Personnel, or others. The Operator with
use this ATMS Operations Plan as a guide for managing the system and
responding to congestion and emergency situations.

[]{#__RefHeading___Toc472838290 .anchor}Figure 1: Location of Key ATMS
Equipment -- Northampton and Hadley

[]{#__RefHeading___Toc472838291 .anchor}Figure 2: Location of Key ATMS
Equipment -- Hadley and Amherst

## ATMS Traffic Intervention Capabilities

The ATMS will assist in the maintaining the flow of traffic during the
Bridge reconstruction through a number of traffic interventions
implemented by the Operator. These interventions take two predominant
forms: 1) Display of Detour and Motorist Information to manage traffic
congestion, and 2.) Overriding Traffic Signals to permit unhindered
emergency vehicle crossings over the Bridge.

***1.4.1. Display of Detours and Motorist Information:*** The Variable
Message Signs can be used to provide real-time traveler information and
also to provide information about suggested detours for Route 9. The
official detour around the Coolidge Bridge is to use the Sunderland
Bridge via MA Route 116 and I-91.

There are two types of detours used by the ATMS, Advisory Detours and
Mandatory Detours.

-   **Advisory Detours** are used during periods of high congestion on
    Route 9 when an alternate route is advisable to avoid congested
    areas, but is not required;

-   **Mandatory Detours** are used when Coolidge Bridge is temporarily
    blocked and impassable, and traffic *must* use an alternate route
    (i.e., the Sunderland Bridge).

***1.4.2. Override of Traffic Signals:*** The ATMS allows the Operator
to override the normal traffic signal controls at three intersections.
This technique is used to flush stopped traffic off of the Coolidge
Bridge and an adjacent segment of Damon Road when an ambulance
approaches Coolidge Bridge in either direction, especially when en route
to the Cooley-Dickenson Hospital Trauma Center.

The signal override capability will be provided at the following three
intersections:

-   Damon Rd. and Route 5, Northampton

-   Damon Rd. and Route 9, Northampton

-   Route 9 and Bay Road, Hadley

## Position Descriptions and Personnel Requirements

The ATMS is a tool that interfaces with the existing emergency response
and traffic control procedures of the state and local police
departments, local fire departments, the emergency medical dispatch
system, and the Massachusetts Highway Department. Therefore many of the
personnel to be involved with the ATMS are already in place, and must
only receive training about the operation of the ATMS. Nonetheless,
additional personnel are required to operate the system from the Control
Center (ATMS Control Center Operators) and to control traffic and
incidents at the construction site (Police Details). A description of
the roles of all personnel [*with respect to the ATMS*]{.underline} and
the manpower requirements of each position are provided below:

### ATMS Control Center Operator

#### Position Description

The ATMS Control Center Operator shall be responsible for the control of
the ATMS field devices, traffic monitoring, and implementation of
traffic interventions using ATMS equipment. The Operator shall control
the System from a console located in the MHD District 2 Offices or the
MSP Barracks, depending on the time of day and day of week. The Operator
shall have the capability to control all field devices, including
control of CCTV cameras, Variable Message Signs, Signal Overrides, and
Flashing Beacons, and shall also manage the 800 MHz ATMS radio
talkgroup.

The operator shall have training in Civil Engineering or Traffic Law
Enforcement, and shall collect and analyze traffic observations to
determine when it is prudent to implement a traffic intervention. The
Operator shall, upon request, provide the Emergency Medical Dispatcher
with traffic information from cameras and field reports, and, if
requested by the Dispatcher, initiate a traffic signal override. The
Operator shall coordinate communications among personnel in the talk
group, and shall provide traffic information to emergency authorities
when requested.

#### Staffing Requirements: 

Control Center at Massachusetts Highway Department:

One (1) Operator during the following period:

-   **6:00am to 6:00pm** Weekdays

Control Center at Massachusetts State Police Barracks, Northampton

> One (1) Operator during the following periods:

-   All other weekday construction hours;

-   During all weekend construction hours;

-   On-call Dispatcher to operate ATMS as needed during off-hours

### Mass. Highway Department Field Engineer

#### Position Description

The Field Engineer shall oversee technical and logistical aspects of the
ATMS in the vicinity of the Construction site, including the
distribution and collection of 800 MHz radios to field personnel at the
beginning and end of each shift; providing a short briefing on the day's
construction and traffic procedures to police details at the beginning
of each shift; providing traffic reports to the Operator as necessary
from the construction site; and investigating equipment malfunctions or
other technical problems in the vicinity of the Construction site.

#### Staffing Requirements

Massachusetts Highway Department:

One Field Engineer per Construction Shift

### Construction Site Police Details 

#### Position Description

Three (3) Police Officers shall be assigned to the Construction Site
during each construction shift in order to ensure safety and assist with
traffic management. Local police officers from Hadley and Northampton
shall be stationed on their respective sides of the Bridge, and one
Massachusetts State Trooper shall oversee the entire construction area.
In the event of traffic congestion, incidents, or emergencies, the
Police Details shall communicate information to the ATMS and assist in
construction-area construction management and incident response. Each
Police Officer shall receive an 800 MHz talkgroup radio, through which
all communications with the Operator and others ATMS personnel shall
occur.

#### Staffing Requirements

The following is a preferred list of police details. However, this
number can vary depending on the availability and requirements during
construction.

Massachusetts State Police:

-   One Trooper per Construction Shift

Hadley Police Department:

-   One Officer per Construction Shift

Northampton Police Department:

-   One Officer per Construction Shift

### Emergency Response Personnel

#### Position Description

Emergency Response Personnel may utilize the ATMS system when it can be
of assistance for protecting life and property, or for mitigating the
traffic impacts of emergency incidents. Emergency personnel shall
communicate to the ATMS operator through their Dispatchers (who have 800
MHz talkgroup radios) to request traffic information or traffic
interventions.

#### Staffing Requirements

Local and State Police, Fire, Emergency Medical, and Other Emergency
agencies:

-   Response as needed to manage incidents and emergencies.

### Maintenance Personnel

#### Position Description

The Contractor shall provide all equipment maintenance and repair
agreements for at least three (3) years following the installation of
the System, as stipulated by the Contract. When equipment malfunctions
or failures occur, the Operator shall contact the designated Maintenance
Personnel to request repairs or adjustments necessary to restore full
functionality of the System.

#### Staffing Requirements

As required to oversee resolution of equipment maintenance and repair

# ATMS Organizational Framework 

The Coolidge Bridge Rehabilitation impacts a wide physical area and an
important link in the regional transportation system. Therefore, the
Advance Traffic Management System requires coordination and cooperation
among numerous state and local agencies, as well as several
municipalities, to ensure a successful deployment. The roles and
responsibilities of each of the participants in the ATMS are described
below:

## Roles of Agencies and Organizations

### Massachusetts Highway Department

The Massachusetts Highway Department is the "Owner" of the Coolidge
Bridge ATMS and is overseeing the Rehabilitation of the Bridge. MHD has
final authority on the design and operation of the system. Specific
roles and responsibilities of the Agencies are as follows:

-   Operator of the Primary ATMS Control Center at MHD District 2
    Offices, Northampton;

-   Coordinator of traffic aspects of incident response when ATMS
    Control is at the District 2 Offices;

-   Primary disseminator of Coolidge Bridge related traffic information
    to the public using Variable Message Signs (VMS);

-   Primary disseminator of Coolidge Bridge related traffic information
    to the media and other Information Service Providers when ATMS
    Control is at the District 2 Offices;

-   Oversight of Equipment and Systems Installation, Maintenance and
    Repair;

-   Oversight of ATMS Planning Activity;

-   Provides Field Engineer support at Construction Site; and

-   Owns and Controls the Distribution of 800 MHz Talkgroup Radios.

### Massachusetts State Police

The Massachusetts State Police have final authority over traffic control
and oversee safety at the construction site. During off-hours, control
of the ATMS will transfer to the MSP Barracks in Northampton. The State
Police also play a major role in coordinating incident response and
emergencies in the construction area. A Memorandum of Understanding
between the Massachusetts Highway Department and the Massachusetts State
Police was signed on [XXXX, 1999]{.mark}, outlining a commitment by the
State Police to provide necessary resources (**Appendix F**). Specific
Roles and Responsibilities of the Massachusetts State Police are the
following:

-   Provision of Space and Personnel for Backup Control Center;

-   Off-Hours Control Center Operation from MSP Barracks;

-   Trooper Presence at the Construction Site with 800 MHz Radio;

-   Incident Response;

-   Provision of Traffic Information to Control Center and Field
    Personnel;

-   Dissemination of Traffic Information to Public During Off-Hours; and

-   Provision of 800 MHz Talkgroup Frequency for Use by ATMS.

### Local Police Departments

Local police departments for each jurisdiction included in the ATMS
(Northampton, Hadley, Amherst, Deerfield, Sunderland, and Whately) will
provide varying degrees of support to the ATMS by responding to
incidents and providing traffic reports to the Control Center. In
addition, the Hadley and Northampton Police Departments, whose
jurisdictions include the Coolidge Bridge, will provide police details
during Construction Hours on their respective sides of the bridge. Local
Police Roles and Responsibilities are:

-   Detail Officers Present at Construction Site (Hadley and Northampton
    Police);

-   Recipients of 800 MHz Talkgroup Radios (Hadley and Northampton
    Police);

-   Provision of Traffic Information to Control Center;

-   Incident Response; and

-   Lead Agencies for Traffic Accident Response on Bridge.

### Local Fire Departments

Local Fire Departments of municipalities within the ATMS area of
influence will perform Incident Response duties in and around the
Bridge. Specific Roles and Responsibilities are:

-   Incident Response;

-   Lead Incident Response Agency when Involved;

-   Recipient of 800 MHz Talkgroup Radio (Hadley, Northampton, and
    Amherst); and

-   Provision of Traffic Information to Control Center.

### Emergency Medical Agencies

EMS personnel will respond to incidents on the and around the Bridge,
and may also request flushing of traffic off of the Bridge when
travelling between eastern bank communities and the Cooley-Dickenson
Hospital. Specific Roles and Responsibilities are:

-   Incident Response;

-   Requesting Bridge Flushing through Signal Override;

-   Ambulance Communication with Talkgroup through EMS Dispatchers; and

-   Provision of Traffic Information to Control Center.

### Cooley-Dickenson Hospital

The Cooley-Dickenson Hospital is the primary destination of westbound
ambulances crossing the Coolidge Bridge, and medical personnel there
must be kept abreast of the status of arriving ambulances and Bridge
incidents that may impact Emergency Medical Transportation. Specific
Roles and Responsibilities are:

-   Incident response; and

-   Communication with Control Center through EMS Dispatcher or
    Talkgroup.

### Other Emergency Management Agencies

Other Emergency Management Agencies, such as Hazardous Materials Units
responding to chemical spills on the Bridge, may be involved with the
ATMS on some occasions. Coordination with these agencies will likely
occur through state police or emergency medical communication channels.
Roles and Responsibilities of these Agencies include:

-   Incident Response.

### Construction Contractors

Contractors and Subcontractors are responsible for minimizing traffic
impacts of their work, and must obtain approval from the Mass. Highway
Department for any planned traffic disruptions. In the event of an
incident on the Bridge, such as construction accidents or
construction-related lane blockages, the Contractors may play a role in
the management or resolution of traffic impacts. Specific Roles and
Responsibilities are:

-   Incident Response; and

-   Notifying MHD/ATMS of Forthcoming Construction Impacts on Traffic.

### Pioneer Valley Planning Commission

The Pioneer Valley Planning Commission (PVPC) will provide technical
support to MHD, including the maintenance and updating of the
Integration traffic simulation model used to analyze traffic diversions.
In addition, PVPC will evaluate the feasibility of disseminating
relevant traveler information to the public.

Specific Roles and Responsibilities are:

-   Update and maintain the INTEGRATION traffic simulation model.

-   Evaluate the feasibility of disseminating Coolidge Bridge related
    traffic information to the public or Information Service Providers,
    such as the University of Massachusetts, using the internet or cable
    TV.

### ATMS Equipment Manufacturers and Contractors

Per the stipulations of the Contract, the Construction Contractors and
the Manufacturers, Installers, or Distributors of ATMS Equipment will be
required to provide warranty-period repairs and maintenance for the life
of the Project. In the event of an equipment malfunction, the Operator
shall contact the designated maintenance contacts in order to restore
the system to full working order. Specific Roles and Responsibilities
include:

-   Warranty-Period Equipment Maintenance and Repair; and

-   On-Call Emergency Maintenance Response.

## Decision-Making Authority in Situations Affecting Public Safety

[*It is of paramount concern that the operation of the Advance Traffic
Management System does not interfere with the lifesaving activities of
Emergency Medical, Fire, or Police Personnel*.]{.underline} The ATMS
Operator must not be put in a position where he or she is making
emergency response decisions that should be made by trained and
qualified emergency professional. Rather, the ATMS should be viewed as a
tool that can assist emergency personnel in responding faster and more
effectively to emergency situations.

The final authority for safety and traffic decisions shall lie with the
Massachusetts State or Local Police, Local Fire Departments, or
Emergency Medical Agencies, as appropriate to the situation and as
mandated by existing protocol. For example, the ATMS Operator will not
dictate the route that an ambulance should take (a decision that rests
with the ambulance driver and dispatcher), but the Operator does have
the capability to provide traffic information and engage a signal
override if requested by EMS personnel. Public Safety agencies should be
fully aware of the capabilities of the ATMS and use the system to their
advantage to ease traffic impacts of incidents or to speed emergency
responses.

## Communications Protocol

### Overview

Communications are the key to a successful ATMS system. It is imperative
that the communications network and procedures allow rapid, reliable,
and accurate communications among the numerous personnel and agencies
involved in ATMS operations. This Section outlines the basic
communications protocol for the Coolidge Bridge ATMS.

Again, it is of paramount concern that the operation of the Advance
Traffic Management System does not interfere with the lifesaving
activities of Emergency Medical, Fire, or Police Personnel. The ATMS
traffic operations should not become another link in the communication
chain between a victim and the emergency response.

### Communications Capabilities

The ATMS provides three primary inter-personnel communications
capabilities: an 800 MHz Talkgroup, conventional telephone lines, and a
voice and data hotline between Mass. Highway and the Mass. State Police.
**Figure 3** shows a schematic diagram of the ATMS communications links.

#### 800 MHz Radio Talkgroup

The ATMS will have fifteen (19) hand-held radios (includes 5 spares)
tuned to a dedicated talkgroup channel provided by the Massachusetts
State Police. The radios will be the primary method of communication
among the Control Centers, Field Personnel, and Emergency Dispatch
Centers. Each radio will be assigned a call sign based on a post number.
These post numbers shall be used when identifying the speaker and
querying for information. Posts denoted "As Needed" shall be assigned
daily by the Mass Highway Field Engineer or the Control Center when
required. **Table 1** lists the call sign and location of each radio
post:

[]{#__RefHeading___Toc472838297 .anchor}Table 1: Radio Post Call Signs
and Locations

  ------------------------ ----------------------------------------------
  **Post Call Sign**       **Post Location**

  Post 1                   Mass. Highway Dist. 2. Control Center

  Post 2                   Mass. State Police Control Center/Dispatch

  Post 3                   Mass. Highway Field Engineer

  Post 4                   State Trooper at Construction Site

  Post 5                   Construction Police Detail-Northampton

  Post 6                   Construction Police Detail-Hadley

  Post 7                   Construction Site Radio-As Needed

  Post 8                   Construction Site Radio-As Needed

  Post 9                   Northampton Police Dispatch

  Post 10                  Hadley Police Dispatch

  Post 11                  Cooley-Dickenson Hospital Dispatch

  Post 12                  Northampton EMS Dispatch

  Post 13                  Hadley EMS Dispatch

  Post 14                  Amherst EMS Dispatch

  Post 15                  Spare Radio-Deployed As Needed
  ------------------------ ----------------------------------------------

[]{#__RefHeading___Toc472838292 .anchor}Figure 3: ATMS Communications
Protocol

#### Telephone Communications

The Control Center and fixed radio locations (e.g. Dispatch Centers,
Hospital, etc.) will also have the option of conventional telephone
communications. This is best used for non-emergency communications
because the conversations cannot be monitored by other members of the
talk-group. The telephone communication link also gives the Operator
access to personnel who are not members of the talkgroup, such as
maintenance representatives.

#### Control Center Voice and Data Hotline

A permanent fiber optic cable will link the Massachusetts Highway
Department District 2 Offices and the Massachusetts State Police
Barracks in Northampton. This link may be used for direct data and
"hotline" voice communications between the Control Centers (or the
Control Center MSP Dispatch) as is needed.

### General Communications Guidelines

As a basic principle, all ATMS communications should occur as openly as
possible, so that passive third-party listeners may keep informed about
events affecting other parts of the ATMS and can offer assistance or
information if pertinent. To avoid confusion and promote clear and
accurate dissemination of information, all members of the Talkgroup
shall identify themselves by Post call sign when speaking over the
800MHz radio channel. Commands should be repeated before execution,
especially during the implementation or withdraw of an ATMS traffic
intervention.

#### Role of Operator

The Operator shall be responsible for coordinating communications over
the radio talkgroup when necessary, and shall be the primary recorder of
information. Because the operator has access to video monitoring and
outside sources of traffic information, the Operator will play a major
role in assessing regional traffic conditions. Unless specifically
delegated otherwise by the Operator, the Operator shall be responsible
for providing traffic reports to emergency Dispatchers. The Operator
shall not interfere unduly with the communications of Dispatchers with
Emergency Vehicles.

#### Role of the Dispatcher

The Dispatchers shall be responsible for providing commands to emergency
response authority. Under no circumstances should the Operator assume
this authority, unless also acting as the State Police Dispatcher out of
the MSP Dispatch Center. The Dispatcher may request traffic updates or
signal overrides from the Operator, who shall perform such request upon
verification of field conditions at other radio Posts.

### Interface with Regional Traffic Management Systems

The Operator shall provide, when granted the authority by the Mass.
Highway Department and the Mass. State Police, traffic information to
outside sources such as: public information sources (call-in services,
websites, or other traveler information services), outside agencies, or
the media. The Operator shall act only within existing channels for
public information dissemination according to the policies of the
agencies involved, unless explicitly delegated the authority to act
otherwise.

## List of Contacts

In the event of an incident of regional significance, key personnel will
be automatically notified (by fax, pager or phone) informing them of the
incident and on-going response. A call down list will be compiled prior
to the implementation of the system and kept accurate and up to date
thereafter. The List shall include primary agency contacts, as well as
alternate contacts and 24-hour emergency contacts. The notification list
will also be associated with the type of incident (minor, significant,
major) and the type of response required. [The following Contact Lists
are located in **Appendix G**:]{.mark}

-   Master List of Primary Contacts for all Agencies

-   Contacts when Implementing an ATMS Traffic Intervention

-   Advisory Detour

-   Mandatory Detour

-   Display of Motorist Advisory Information

-   Traffic Signal Override

-   Identification of a Traffic Impact that may impact EMS operations

-   Equipment Failure or Malfunction

# Overview and Operation of ATMS Equipment

## Overview

This Section provides an overview of the operation of ATMS Equipment
both in the Control Centers and in the Field. The functional
capabilities of each piece of equipment and instructions for operating
the equipment are described.

The equipment is divided into three categories:

-   Control Center Equipment

-   Field Equipment

-   INTEGRATION Simulation

[\[This section shall be supplemented by information from the Contractor
pending final system configuration\]]{.mark}

## Control Center Equipment

### Overview

The Control Centers, located in the Massachusetts Highway Department
District 2 Offices and the Massachusetts State Police Barracks in
Northampton, are the heart of ATMS operations where communications are
coordinated, traffic data and observations are compiled, and Field
Equipment is operated. One of the Control Centers is staffed at all
times during the two construction shifts, and standby capability is
available during off-hours should traffic intervention become necessary.
The Operator will sit at a console featuring:

-   Telephone and Radio communication equipment;

-   Monitors for each of the three CCTV Cameras;

-   A Joystick for operating the cameras;

-   A Video Cassette Recorder for videotaping camera images;

-   A Desktop Computer with software to control the Field Equipment;

-   A Logbook for recording information; and

-   A writing surface.

The function and operation of the major Control Center systems are
described in the following Sections. Additional equipment documentation
is provided as Appendix E.

### Computer Terminals and Software

#### Functionality

The Control Center Computer is the Operator's interface with many of the
field devices and, as a standard personal computer, is also a tool to
record and analyze ATMS performance and perform routine tasks.

#### Operation

[\[Completion of this section pending final system configuration by
Contractor\]]{.mark}

### CCTV Camera Joystick

#### Functionality

The CCTV Camera Joystick is used to maneuver the three field CCTV
cameras, permitting the operator to see a panoramic view and to focus on
incidents and roadways of interest. The images from the CCTV cameras are
displayed on three monitors located in front of the Operator console.

#### Operation

[\[Completion of this section pending final system configuration by
Contractor\]]{.mark}

### Video Cassette Recorder (VCR)

#### Functionality

The VCR allows recording of CCTV camera images, as well as playback of
tapes recorded elsewhere for training or analysis purposes.

#### Operation

### Communications Equipment

#### Functionality

The Telephone and 800 MHz Radio permit communication among constituent
members of the ATMS. More information on the functionality of the
Communications Equipment is provided in Section 2.3.

#### Operation

[\[Completion of this section pending final system configuration by
Contractor\]]{.mark}

## Field Equipment 

### Functionality

The Field Equipment (Variable Message Signs, Portable Variable Message
Signs, CCTV Cameras, Signal Override Equipment, and Flashing Beacons)
and supporting equipment are the means by which the ATMS collects
information about traffic conditions and implements traffic
interventions. The function of the Field Equipment is discussed at
length in Section 5.2, "Traffic Management Capabilities and Criteria for
Use."

### Operation

#### Variable Message Signs

[\[Completion of this section pending final system configuration by
Contractor\]]{.mark}

#### CCTV Cameras

[\[Completion of this section pending final system configuration by
Contractor\]]{.mark}

#### Signal Override System (Includes Flashing Beacon)

[\[Completion of this section pending final system configuration by
Contractor\]]{.mark}

## INTEGRATION Planning Simulation Model

### Overview

Integration^©^ is a microscopic traffic simulation model developed by
the late Dr. M. Van Aerde. It traces individual vehicle movements
through a user-defined network from origin to destination points with a
0.1 second resolution. INTEGRATION also provides a graphic interface
allowing the user to view vehicle movements over the network while the
simulation is running. A model network has been established for the
Northampton/Hadley area to estimate the traffic behavior during the
bridge reconstruction, and to aid the development of ATMS Incident
Management procedures. The Massachusetts Highway Department and the
Pioneer Valley Planning Commission will receive one copy of INTEGRATION
Release 2.20 for Windows, including the Route 9/Coolidge Bridge
Link-Node traffic simulation network and the User's Manual, for use in
future planning activities. This model will be used to estimate the
traffic impact of future changes in roadway geometry or bottlenecks, and
to evaluate the resulting traffic diversions (either planned or
unplanned) that will occur. **Figure 4** presents a schematic
representation of the lind/node network.

### Network

The Coolidge Bridge INTEGRATION Network features approximately 250
monodirectional links connecting approximately 100 nodes. Among these,
19 nodes represent origin and destination points for traffic, where
vehicles enter and exit the network in the approximate locations and
volumes as are found in a real-world network of greater complexity and
infinite resolution. Traffic signal locations and timings, as well as
the location of Variable Message Signs, are included in the network.

[]{#__RefHeading___Toc472838293 .anchor}Figure 4: Integration Model
Network -- Schematic Representation of Link/Node Network

The Network includes the major traffic routes that will be affected by
the Coolidge Bridge Rehabilitation. These include:

-   The Route 9 Corridor from Audubon Road, Northampton, to Maple
    Street, Amherst;

-   Interstate 91 from Exit 24, Whately, to Exit 17, Holyoke;

-   Route 116 from I-91, Whately, to U.S. 202, Holyoke;

-   U.S. 202 from I-91 to Route 116, Holyoke;

-   Bridge Road, Damon Road, and King Street, Northampton;

-   Rocky Hill Road, Roosevelt Road, Hadley;

-   Major cross streets in Hadley, such as Bay Road, East, Middle and
    West Streets; and

-   Other major cross-streets and traffic short cuts.

This network represents three major routes across the Connecticut River:
the Coolidge Bridge/Route 9 in Hadley; the Sumderland Bridge (Route 116
and the official detour) in Sunderland; and the Mueller Bridge (US 202)
in Holyoke. These three bridges that will share the brunt of the traffic
impact resulting from construction-area congestion. The model allows one
to predict the traffic impacts on these three routes due to recurring
congestion or incidents.

### Traffic Data

The model was populated with data from traffic counts collected by the
Pioneer Valley Planning Commission between the years 1988 and 1997, and
reported in the PVPC's *Regional Traffic Counts 1992-1997* (March 1998)
and the *Route 9 Corridor Study* (June 1992). The data was normalized to
a 1999 traffic volume using a 3% annual growth factor.

It is recognized that, due to the age of some of the data and the rapid
growth in regional traffic, newer traffic counts are required to ensure
accurate traffic volumes in the model.

The cordon traffic counts collected by the PVPC were assigned to the
corresponding network links. The *QueensOD* program was used to
calibrate the model and create an O-D matrix that fits the empirical
data.

Traffic signal timings were obtained from signal permits provided by the
District 2 Offices in Northampton.

### Operation of the Model

Instruction on the use of the INTEGRATION model is to be provided to
Mass Highway and PVPC personnel by IBI Group. The User's Manual and
other materials will be submitted separately to the Massachusetts
Highway Department.

### Conclusions

While more current traffic counts are required to confirm the accuracy
of the simulation, it is likely that Bridge reconstruction will cause
severe traffic congestion in the Route 9 corridor. Travel times of over
30 minutes have been estimated between Amherst Center and Northampton
Center. The most severely impacted portions of the network are:

-   The Route 9 Corridor between Northampton Center and Roosevelt Road;

-   Interstate 91 Northbound Off-Ramp at Exit 19, where stopped traffic
    at the Damon Road/Route 9 Intersection can back onto the travel
    lanes of the interstate;

-   Bridge Road Eastbound in Northampton; and

-   Damon Road, Northampton.

# Daily Operations Procedures

## Overview

This Section describes the basic Daily Operating Procedures of the
Coolidge Bridge ATMS, such as:

-   Hours of Operation of the Control Centers;

-   Daily Start-up Procedures;

-   Use of the Communications Equipment;

-   Event Logging Requirements;

-   Transfer of Control from one Control Center to the other; and

-   Daily and Emergency Shut-Down Procedures.

## Hours of Control Center Operations

### Regular Hours of Operation

The Control Centers shall operate during both construction shifts, from
approximately 7:00 am to 11:00 pm. Both the MHD and MSP Control Centers
will be used during different times of the day:

-   The Massachusetts Highway Department District 2 Control Center shall
    operate from approximately **6:00 am to 6:00 pm on weekdays.**

-   The Massachusetts State Police Northampton Barracks Control Center
    shall operate:

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-   **From approximately 6:00 pm to 11:00 pm; AND**

-   **From approximately 7:00 am to 11:00 pm on Weekends.**

### On-Call Hours of Operation 

In addition, the Massachusetts State Police Control Center shall be on
call to intervene if necessary outside of normal ATMS operating hours
(e.g., late night accident).

## Daily Start-Up Checklist

The following activities shall occur at the beginning of each operating
day or work shift.

### Verification of ATMS Equipment Integrity

The operator shall verify that all ATMS subsystems are functioning
properly, through visual inspection, testing, or computer alerts. The
Operator shall correct any problems or notify maintenance contacts if
necessary. Specifically, the Operator examine the following at the
beginning of each shift:

1.  Check for **System Error Messages, Lights, or Warnings** on the
    computer monitor and other pieces of equipment;

2.  Ensure that all **Equipment is** **Powered On** and has not been
    disrupted or reset by power surges or outages;

3.  Ensure that the **VMS Displays** are functioning properly and that
    the correct messages are being displayed for the current traffic
    conditions;

4.  Ensure that **CCTV Cameras** are functioning properly by inspecting
    the video monitors and panning each camera with the joystick; and

5.  Ensure that all **Communication Equipment**, including the telephone
    lines and 800 MHz talkgroup radio, are functioning properly.

### Distribution of 800 MHz Radios to Field Personnel 

The MHD Field Engineer shall, at the beginning of each shift, distribute
radios to the field posts that have been assigned for that shift. The
Engineer shall verify that all radios are in good working order by
calling the Control Center, and shall report any malfunctioning or
inoperable radios, batteries, or accessories to the Operator. The
Engineer shall give the Operator the callsign and location of all radios
that will be distributed during each shift. At the end of each shift,
the Engineer shall collect all radios and inform Operator of the status
of all radios.

### Verification of Talkgroup Communications

The Operator should next verify that the communications network has been
established and is in good working order by contacting all individuals
in the 800 MHz talkgroup. The Operator should send a request for all
communications posts to sound off, and the MHD field Engineer shall
inform the Operator which radios have not been distributed for that
shift. Radios that are missing or turned off should be accounted for by
contacting the appropriate Field Personnel or Dispatcher.

## Daily Operation Logging Requirements and Procedures

The Operations Log is an important resource for keeping track of
personnel and equipment, reconstructing events, and evaluating the
effectiveness of traffic interventions. The Operators should thus
maintain a neat, complete, and accurate log of events. An Operations Log
shall be kept in each of the two control centers.

The following information shall be recorded in the Logbook:

-   **Daily Startup Information**---Begin each shift by entering the
    date, operator's name, and the talkgroup radio posts in use, and the
    personnel and affiliation of individuals assigned to those posts.
    Record any problems or unusual circumstances that have occurred
    during start-up. Record the time that control was transferred from
    the other Control Center, if appropriate.

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-   **Time and Purpose of ATMS Traffic Interventions**---Record the time
    and purpose of any ATMS traffic intervention, either using equipment
    (i.e., VMS or signal preemption) or dispatch of traffic control
    officer. If feasible, note the impacts of the intervention on
    traffic flow and the time to return traffic to a normal state.

-   **Time and Details of Major Traffic Incidents**---Similarly, record
    the time and nature of any major traffic incidents, and, if
    appropriate, the ATMS intervention used to counteract the incident.

-   **Equipment Malfunctions**---Record the time and nature of any
    equipment malfunctions in the Control Center or in the field. Make
    note of steps taken to correct the situation.

-   **Maintenance and Repairs**---Record the time and nature of any
    maintenance or repair requests or activities. Note the name of the
    individual(s) and agencies involved with the repair. Note the length
    of time that the equipment is out of service.

-   **Shut-Down Procedure**---Record the time that the Control Center is
    taken off line, and if appropriate, the name of the operator to whom
    control was transferred. Note any irregular occurrences during
    shutdown.

-   **Unusual Events**---Note the time, duration, and nature of any
    other unusual events not described above.

## Transfer of Control between Control Centers

The transfer of control shall take place at the scheduled time, except
when the response to a traffic incident would be disrupted by the
transfer process. The transfer procedure shall begin only after
verification that the traffic incident is under control. The following
procedure shall be followed when ATMS control is transferred between the
MHD and MSP control centers:

1.  Begin implementing Start-Up procedures in Control Center coming
    on-line;

2.  Outgoing Operator should communicate all important and relevant
    information about current ATMS operations (intervention in progress,
    ID's of talkgroup radios, etc.) to the new Operator;

3.  If no critical problems emerge during start up, notify the talkgroup
    that ATMS control is being transferred;

4.  Transfer control of equipment and computer interfaces to new Control
    Center;

5.  Verify that control had been successfully transferred; test all
    equipment and systems as stipulated in the Start-Up Guidelines;

6.  Finish implementing Start-up Procedures;

7.  Notify talkgroup that control has been transferred;

8.  Commence shut-down of Control Center coming off-line; and

9.  Update the logbooks in both Control Centers with start-up and
    shut-down information.

## Daily and Emergency Shut-Down Requirements

When a Control Center is taken off line, the following procedures shall
be followed. If the shutdown occurs because of an emergency or equipment
failure that compromises the ATMS system, it may be necessary to deploy
traffic police officers to take the place of ATMS guidance and control
equipment.

1.  Notify Field Personnel that the Control Center is being taken
    off-line;

2.  Begin Transfer of Control (Section 4.5) if appropriate;

3.  Deploy Traffic Officers if Necessary;

4.  Shut down Control Center Equipment or place it in standby mode;

5.  Notification Field Personnel that Control Center is off-line;

6.  Place loose items in lockable storage cabinets; and

7.  Dim lights and lock Control Center room securely.

# Traffic Incident Management Procedures

## Overview

The ATMS allows the Operator to perform traffic interventions to
counteract the impacts of construction-related recurring congestion or
other incidents in the Route 9 corridor that affect its capacity. This
Section details the Traffic Intervention capabilities of the ATMS and
the criteria for their Implementation.

The ATMS Traffic Interventions seek to minimize or eliminate the
negative traffic impacts of the Coolidge Bridge Reconstruction by:

-   Reducing the severity of recurring congestion on Route 9 through
    motorists advisories and dynamic guidance information to divert
    traffic away from Route 9;

-   Providing faster incident detection and response to incidents in the
    construction area, and mitigating the congestion affect of those
    incidents by rerouting traffic; and

-   Flushing traffic from the constricted sections of the Coolidge
    Bridge and Damon Road to prevent emergency vehicle delays in the
    construction area.

## ATMS Traffic Intervention Capabilities

The ATMS system will use two forms of traffic intervention to mitigate
the effects of the reconstruction. These are:

-   **Detours** **and Traveler Information** are implemented with
    Variable Message Signs (VMS), Portable Variable Message Signs
    (PVMS), fixed signs, and Field Police Officers. These detours guide
    traffic away from Coolidge Bridge and the Route 9 corridor during
    periods of heavy congestion or when the Bridge is blocked, easing
    the congestion on this stretch of roadway. Detours and Traveler
    information are discussed in greater detail in Section 5.3.

-   **Signal Preemption**, allowing emergency vehicles to pass through
    the construction area without delay by overriding existing signal
    timing schemes. This flushes traffic from the Bridge and Damon Road,
    allowing EMS vehicles to pass unimpeded. Detours and Traveler
    information are discussed in greater detail in Section 5.4.

## Detours and Traveler Information

A northerly detour route, utilizing MA Route 116 and I-91 via the
Sunderland Bridge, is the only viable alternate route to the Coolidge
Bridge for alleviating congestion or in the event of Bridge closures.
However, because this route involves an approximate 25-minute travel
time, it is only prudent to direct traffic to this detour when the
travel time along Route 9 between Route 119 and I-91 (due to congestion
or incidents) exceeds 25 minutes as well. The ATMS Operator must
determine when this condition exists, using visual observations, field
reports, and the guidelines contained within this Operations Plan.

There are two types of detours that may be implemented:

-   **Advisory Detours** are used during periods of high congestion on
    Route 9 when an alternate route is advisable to avoid problems, but
    is not required; and

-   **Mandatory Detours** are used when Coolidge Bridge is temporarily
    blocked and impassable, and traffic must use an alternate route
    (i.e., the Sunderland Bridge).

Other forms of **Traveler Information** aside from detours may be
displayed on the Variable Message Signs. These messages can provide
advisory information to motorists, and may be either pre-programmed or
entered manually by the Operator as conditions warrant.

There are four primary traffic flows addressed by the ATMS, which have
been assigned letters for reference, as indicated in **Table 2** below:

[]{#__RefHeading___Toc472838298 .anchor}Table 2: Primary Traffic Flows
and Detour Designations

+--------------+-----------------+-----------------+-----------------+
| > **Detour   | > **            | > **Deployment  | > **Deployment  |
| > Name**     | Functionality** | > Criteria:**   | > Criteria:**   |
|              |                 | >               | >               |
|              |                 | > **Advisory    | > **Mandatory   |
|              |                 | > Detour**      | > Detour**      |
+--------------+-----------------+-----------------+-----------------+
| > **Detour   | > Guides WB     | > Travel time   | > WB lane of    |
| > A:**       | > Bridge        | > WB between    | > Coolidge      |
| >            | > traffic from  | > Routes 9 &    | > Bridge is     |
| > UMass &    | > UMass,        | > 116 and       | > blocked due   |
| > Amherst    | > Amherst, and  | > Coolidge      | > to an         |
| > Westbound  | > points East   | > Bridge-Damon  | > incident.     |
|              | > to MA 116 and | > Road exceeds  |                 |
|              | > I-91          | > 25 minutes    |                 |
+--------------+-----------------+-----------------+-----------------+
| > **Detour   | > Guides NB     | > Travel time   | > EB lane of    |
| > B:**       | > traffic from  | > EB between    | > Coolidge      |
| >            | > I-91 headed   | > Coolidge      | > Bridge is     |
| > I-91       | > to UMass,     | > Bridge-Damon  | > blocked due   |
| > Northbound | > Amherst, and  | > Road & Routes | > to an         |
|              | > points east   | > 9 & 116       | > incident      |
|              | > further up    | > exceeds 25    |                 |
|              | > I-91 to MA    | > minutes       |                 |
|              | > 116.          |                 |                 |
+--------------+-----------------+-----------------+-----------------+
| > **Detour   | > Guides EB     | > Travel time   | > EB lane of    |
| > C:**       | > traffic from  | > EB between    | > Coolidge      |
| >            | > Bridge Road,  | > Coolidge      | > Bridge is     |
| >            | > Northampton,  | > Bridge-Damon  | > blocked due   |
|  Northampton | > and points    | > Road & Routes | > to an         |
| > Eastbound  | > west headed   | > 9 & 116       | > incident      |
|              | > to UMass,     | > exceeds 25    |                 |
|              | > Amherst, and  | > minutes       |                 |
|              | > points east   |                 |                 |
|              | > up I-91 to MA |                 |                 |
|              | > 116.          |                 |                 |
+--------------+-----------------+-----------------+-----------------+
| > **Detour   | > Permanently   | > Permanent     | > Permanent     |
| > D:**       | > guides SB     | > fixed sign;   | > fixed sign;   |
| >            | > traffic from  | >               | >               |
| > I-91       | > I-91 headed   | > always active | > always active |
| > Southbound | > to UMass,     |                 |                 |
|              | > Amherst and   |                 |                 |
|              | > points east   |                 |                 |
|              | > to MA 116.    |                 |                 |
+--------------+-----------------+-----------------+-----------------+

### Variable Message Sign Location and Functionality

Detours and Traveler Information are provided by way of 1 Variable
Message Sign (VMS), 4 Portable Variable Message Signs, as well as 1 new
permanent fixed sign. These devices have been selected and placed to
provide alternate rotes for the major traffic flows A through D, listed
above. The signs shall be operated to achieve the necessary detours and
advisories as dictated by traffic conditions. **Table 3** below lists
the equipment name designations and functionality of the ATMS signs:

> []{#__RefHeading___Toc472838299 .anchor}Table 3: Name, Location, and
> Functionality of ATMS Signs

+------------+---------------------+---------------------+------------+
| *          | **Location**        | **Functionality**   | **C        |
| *Equipment |                     |                     | onstituent |
| Name**     |                     | **when**            | of**       |
|            |                     |                     |            |
|            |                     | **Activated**       |            |
+============+=====================+=====================+============+
| **VMS 1**  | NB Side of I-91,    | Alerts WB Route 9   | Detour B   |
|            | North of            | Traffic to stay on  |            |
|            | Interchange 18,     | I-91 N to MA 116    |            |
|            | Northampton         | for Amherst,        |            |
|            |                     | Hadley, and points  |            |
|            |                     | east.               |            |
+------------+---------------------+---------------------+------------+
| **PVMS 1** | EB Side of Bridge   | Alerts WB Route 9   | Detour C   |
|            | Road, Northampton,  | traffic on Bridge   |            |
|            | Before Intersection | road to detour to   |            |
|            | with MA 10          | I-91 N to MA 116    |            |
|            |                     | for Amherst,        |            |
|            |                     | Hadley, and points  |            |
|            |                     | east.               |            |
+------------+---------------------+---------------------+------------+
| **PVMS 2** | WB Side of Route 9, | Alerts WB Route 9   | Detour A   |
|            | Between MA 116 and  | Traffic from        |            |
|            | N. Maple Street,    | Amherst, UMass, and |            |
|            | Hadley              | points east to      |            |
|            |                     | detour onto MA 116  |            |
|            |                     | N to I-91.          |            |
+------------+---------------------+---------------------+------------+
| **PVMS 3** | WB Side of Rocky    | Alerts WB traffic   | Detour A   |
|            | Hill Road, Between  | attempting to       |            |
|            | MA 116 and N. Maple | bypass Route 9 via  |            |
|            | Street, Hadley      | Rocky Hill Road to  |            |
|            |                     | use MA 116 to I-91. |            |
+------------+---------------------+---------------------+------------+
| **PVMS 4** | WB Side of Route 9, | Alerts WB Route 9   | Detour A   |
|            | Between University  | traffic from        |            |
|            | Drive, Amherst, and | Amherst, UMass, and |            |
|            | MA 116, Hadley      | points east to      |            |
|            |                     | detour onto MA 116  |            |
|            |                     | to I-91.            |            |
+------------+---------------------+---------------------+------------+
| **Fixed    | SB Side of I-91, N  | Advises WB          | Detour D   |
| Sign       | of Interchange 25   | motorists to use    |            |
| (perm.)**  |                     | Exit 25 MA 116 for  |            |
|            |                     | UMass and Amherst   |            |
|            |                     | instead of Exit 19  |            |
|            |                     | to Route 9          |            |
+------------+---------------------+---------------------+------------+

#######  {#section .unnumbered}

### Variable Message Sign Message Library 

The four Portable Variable Message Signs and one Variable Message Sign
have default messages that are to be displayed under each of three
conditions:

-   **Default Status**: The messages on the signs when no Traffic
    Intervention is being deployed (Passive Intervention Status);

-   **Advisory Detour Status**: The messages on the signs when the an
    Advisory Detour is in effect; and

-   **Mandatory Detour Status**: The message on the signs when a
    Mandatory Detour is in effect.

Note that it is possible for one lettered Detour to have one status
(e.g. Default) while another lettered Detour to have a different status
(e.g., Advisory). **Table 4** lists suggested default messages for each
of the VMS/PVMSs. In addition, the Operator may display custom messages
on the VMS sign to address other circumstances not included in this
message library.

[]{#__RefHeading___Toc472838300 .anchor}Table 4: Suggested Messages for
VMS/PVMS Signs

+--------+-------------------+------------------+---------------------+
| **     | **Default         | **Advisory       | **Mandatory         |
| Sign** | Message**         | Detour**         | Detour**            |
|        |                   |                  |                     |
| **     | **(Delay \< 25    | **(Delay \> 25   | **(Bridge           |
| Name** | Min.)**           | Min.)**          | Blocked)**          |
+--------+-------------------+------------------+---------------------+
| **PVMS | RTE 9 E           | RTE 9 E          | RTE 9 E             |
| 1**    |                   |                  |                     |
|        | CONST-            | BRIDGE           | BRIDGE              |
|        |                   |                  |                     |
|        | UCTION/           | DELAYS/          | CLOSED/             |
|        |                   |                  |                     |
|        | DELAYS            | DETOUR           | DETOUR              |
|        |                   |                  |                     |
|        | POSSIBLE          | I-91N TO         | I-91N TO            |
|        |                   |                  |                     |
|        |                   | RTE 116          | RTE 116             |
+--------+-------------------+------------------+---------------------+
| **PVMS | RTE 9 W           | RTE 9 W          | RTE 9 W             |
| 2**    |                   |                  |                     |
|        | DELAYS            | BRIDGE           | BRIDGE              |
|        |                   |                  |                     |
|        | LIKELY/           | DELAYS/          | CLOSED/             |
|        |                   |                  |                     |
|        | USE RTE           | DETOUR           | DETOUR              |
|        |                   |                  |                     |
|        | 116 N             | N MAPLE          | N MAPLE             |
|        |                   |                  |                     |
|        | TO I-91N          | TO 116 N         | TO 116 N            |
+--------+-------------------+------------------+---------------------+
| **PVMS | RTE 9 W           | RTE 9 W          | RTE 9 W             |
| 3**    |                   |                  |                     |
|        | DELAYS            | BRIDGE           | BRIDGE              |
|        |                   |                  |                     |
|        | LIKELY/           | DELAYS/          | CLOSED/             |
|        |                   |                  |                     |
|        | USE RTE           | DETOUR           | DETOUR              |
|        |                   |                  |                     |
|        | 116 N             | 116 N            | 116 N               |
|        |                   |                  |                     |
|        | TO I-91N          | TO I-91          | TO I-91             |
+--------+-------------------+------------------+---------------------+
| **PVMS | RTE 9 W           | RTE 9 W          | RTE 9 W             |
| 4**    |                   |                  |                     |
|        | DELAYS            | BRIDGE           | BRIDGE              |
|        |                   |                  |                     |
|        | LIKELY/           | DELAYS/          | CLOSED/             |
|        |                   |                  |                     |
|        | USE RTE           | DETOUR           | DETOUR              |
|        |                   |                  |                     |
|        | 116 N             | 116 N            | 116 N               |
|        |                   |                  |                     |
|        | TO I-91N          | TO I-91          | TO I-91             |
+--------+-------------------+------------------+---------------------+
| *      | RTE 9 E BRIDGE    | RTE 9 E BRIDGE   | RTE 9 E BRIDGE      |
| *VMS** |                   | DELAYS/          | CLOSED/             |
|        | CONSTRUCTION/     |                  |                     |
|        |                   | DETOUR EXIT 24   | DETOUR EXIT 24      |
|        | DELAYS            |                  |                     |
|        |                   | TO 116 S         | TO 116 S            |
|        | LIKELY            |                  |                     |
+--------+-------------------+------------------+---------------------+

### Implementation Criteria for Detours and Traveler Information

The operator is responsible both for determining the need for ATMS
interventions and also implementation of those interventions. The
decision to intervene is based on three primary sources of information
available to the operator. First, the operator has the capability to
observe the Coolidge and Sunderland Bridges using three CCTV cameras,
allowing a visual assessment of traffic conditions in the vicinity.
Second, through the 800 MHz talkgroup, the operator can communicate with
field construction personnel, local and state police, EMS personnel, and
fire personnel. These personnel can provide additional traffic
information about conditions outside the viewing range of the cameras,
including recurring congestion or incidents. Third, the operator will be
assisted by decision guidelines generated through the INTEGRATION
network simulation model (Section 3.4).

Because of variations in traffic flow by time of day, day of week, and
month of year, and because of the traffic influences of special events,
the decision guidelines of the INTEGRATION simulation should be
supplemented by field observations when possible. Most traffic events
requiring intervention by the ATMS operator will occur during
construction hours or in the presence of emergency response personnel in
the field. Thus it is usually possible for the operator to verify
simulation decision guidelines with CCTV camera observations and field
input.

As with any complex traffic and emergency response system, it is
anticipated that there will be an adjustment phase in the early weeks of
ATMS operation. Mass Highway, with the assistance of ATMS operators and
field personnel, can gauge the effectiveness of specific intervention
procedures (e.g., bridge flush times, degree of field officer
assistance, etc.), and continually refine and optimize ATMS operations
based on empirical observations.

The decision rule that triggers ATMS interventions is based on a
comparison of the travel time in the Route 9 corridor (with recurrent
and construction-related congestion), and the travel time on the longer
but more free-flowing Route 116/I-91 detour. The operator can use a
combination of visual observations, field reports, and model predictions
to determine these travel times. If the travel time on Route 9 equals or
exceeds the travel time on the detour, the operator shall implement an
advisory detour.

The development of decision guidelines through the INTEGRATION traffic
simulation model require a more complete and up-to-date set of traffic
counts than was available during the preliminary traffic simulation
analysis. These traffic counts should be collected for all major roadway
segments represented in the INTEGRATION network, during representative
peak and off-peak traffic conditions. When INTEGRATION has been
calibrated with more current traffic data, the simulation can be used to
determine the expected travel time on Route 9 and the official detour
under numerous traffic scenarios. It can also be used to predict the
time threshold at which temporary bridge closures (due to construction,
incidents, or ambulance crossings) justify diversion of traffic onto the
detour. These results can be used to construct a more precise set of
decision guidelines to supplement the other decision-making inputs.

The preliminary INTEGRATION simulation, while impeded by the quality of
the traffic data, does predict that intervention will be necessary
during the heaviest conditions. During the construction phase, routine
AM and PM peak traffic delays on Route 9 are expected to exceed the
travel time of the Route 116/I-91 detour, justifying an advisory detour.
The Ambulance bridge flush intervention, or any directional bridge
blockage of more than approximately 5 minutes, will induce traffic
backups that also necessitate an advisory detour. Additional analysis
with more complete and representative traffic data is necessary to
confirm these preliminary predictions. Furthermore, changes to the
geometry of the construction area or network at large (changes in lane
capacity, new or remove traffic signals, etc.) will require additional
modeling to determine the impacts of these changes, if any, on the
intervention guidelines.

#### Advisory Detour

Because the official detour requires a 25-minute travel time, the
**Advisory Detour shall be deployed when the travel time between Route 9
and Route 116 N, Amherst, and Route 9 and Route 5, Northampton, exceeds
25 minutes.** This condition should be verified based on visual
observations, Field Personnel reports, and additional INTEGRATION
modeling.

#### Mandatory Detour

The Mandatory Detour shall be deployed in a given direction when there
is a blockage on the Coolidge Bridge in either or both directions.
Implementation shall be based on visual observations, Field personnel
reports, and additional INTEGRATION modeling.

#### Other Traveler Information

The Operator should use his/her discretion and the traffic information
provided by others in the field when deploying custom messages.

## Signal Preemption

The ATMS allows the Operator to override the normal traffic signal
controls at three intersections. This technique is used to flush stopped
traffic off of the Coolidge Bridge and an adjacent critical segment of
Damon Road when emergency vehicles approach. Signal Preemption allows
emergency vehicle to bypass stalled traffic in the channelized lanes of
the construction area without delay.

The signal override capability is provided at the following three
intersections in the Route 9 Corridor, on either side of the Coolidge
Bridge:

-   Damon Rd. and Route 5, Northampton

-   Damon Rd. and Route 9, Northampton

-   Route 9 and Bay Road, Hadley

When a signal preemption is in effect, flashing beacons indicate to
stopped drivers that they may encounter a longer than usual red cycle.
Signal Preemption must be used with care, however, because implementing
the override too soon can cause inordinate traffic backups with severe
traffic flow repercussions. On the other hand, a signal preemption
deployed too late will not flush the Bridge before the emergency vehicle
arrives.

## Management of Probable Traffic Scenarios

### Overview

This Section provides a step-by-step Operator guide for responding to
common traffic scenarios that are likely to arise, and for which the
ATMS can provide a method of mitigating traffic impacts or improving
public safety. These scenarios are:

-   Recurring or Special Event Congestion;

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-   Lane Blockages on the Coolidge Bridge or its Approaches; and

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-   An Emergency Vehicle Crossing the Coolidge Bridge.

### Management of Recurring or Special Event Congestion

#### Overview

During peak travel hours or special events (e.g., UMass Commencement),
the traffic volumes on Route 9 may exceed the roadway's capacity,
causing unacceptable traffic delays. It may become advantageous for
motorists to use the alternate route via the Sunderland Bridge if their
destination is not within the Route 9 corridor. During severe recurrent
congestion, the Operator shall evaluate the need for an Advisory Detour,
and shall implement this Detour if conditions warrant.

#### Recurring Congestion Intervention Criteria

**Figure 4** illustrates the ATMS intervention plan for Recurring
Congestion. The steps of the process are as follows:

1.  The operator observes or receives a radio or telephone call that
    congestion delays on Route 9 are causing a travel time of more than
    25 minutes;

2.  The Operator determined the direction(s) affected;

3.  The Operator contacts Police, Cooley-Dickenson Hospital, EMS
    Dispatchers, and the talkgroup to inform all parties of the severe
    congestion;

4.  The Operator logs the starting time and nature of the congestion;

5.  The Operator intervenes with an ATMS Advisory Detour when the
    following conditions are met:

-   If the **Westbound Delay Exceeds 25 Minutes**, implement **Advisory
    Detour A**

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-   If the **Eastbound Delay Exceeds 25 Minutes**, implement **Advisory
    Detours B and C**

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-   If the **Delay in Both Directions Exceeds 25 Minutes**, implement
    **Advisory** **Detours A, B, and C**

6.  When the delay falls again below 25 minutes, the Operator shall
    return the VMS Signs to their **Default Messages**; and

7.  The Operator shall log the event end time and duration, as well as
    any unusual occurrences during the event.

[]{#__RefHeading___Toc472838294 .anchor}Figure 5: Recurring Congestion

### Management of Incidents On or Near the Coolidge Bridge

#### Overview

Incidents such as accidents, construction blockages, chemical spills,
fires, etc., on the Coolidge Bridge or its approaches have the potential
to seriously disrupt the regional transportation system if blocked or
bottlenecked lanes are not cleared quickly. The ATMS Operator is
responsible for implementing a traffic management intervention and, if
necessary, an emergency response, once an incident is recognized either
by CCTV camera observation or radio/telephone call in.

#### Bridge Blockage Intervention Procedure 

**Figure 5** illustrates the emergency response plan for Bridge
Blockages. The steps of the process are as follows:

1.  An Incident is observed or a telephone or radio call is received;

2.  The Operator determines the direction(s) affected (EB, WB, Both);

3.  Operator contacts emergency response and field personnel;

4.  Operator logs the event starting time;

5.  The Operator intervenes with an ATMS Mandatory Detour when the
    following conditions are met:

-   If there is a **Westbound Blockage**, implement **Mandatory Detour
    A**

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-   If there is an **Eastbound Blockage**, implement **Mandatory Detours
    B and C**

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-   If there is a **Blockage in Both Directions**, implement **Detours
    A, B, and C**

6.  The Operator receives an "all clear" signal from emergency personnel
    when the incident has been removed and the lane(s) are reopened;

7.  If the residual delays are over 25 minutes, the Operator shall
    switch to an Advisory Detour in the direction(s) affected;

> 8\. When the delay is under 25 minutes, the operator shall switch to
> the **Default VMS Messages;** and
>
> 9\. The Operator shall log event end time, duration, traffic impacts,
> and any unusual occurrences during the intervention.

[]{#__RefHeading___Toc472838295 .anchor}Figure 6: Bridge Blockage

### Emergency Vehicle Bridge Crossing

#### Overview

The presence of an emergency vehicle en route to an incident of the
Cooley Dickenson Hospital requires prompt and careful action by the
Operator. This Section describes the ATMS signal override intervention
procedure for use when an emergency vehicle is en route to the Coolidge
Bridge.

#### Emergency Vehicle Intervention Procedures

Figure 6 illustrates the emergency response plan for Emergency Vehicle
Bridge Crossings. The steps of the process are as follows:

1.  The Operator receives a call from the emergency Dispatcher that an
    emergency vehicle is approaching the Bridge;

2.  The Operator requests and receives the estimated arrival time of the
    emergency vehicle at the bridge;

3.  Notify the Talkgroup and Construction personnel of the emergency
    vehicle crossing and estimated arrival time. Instruct police to
    enforce the signal override at the three key intersections;

4.  Assuming a 5-minute Bridge Flush time, the Operator shall begin the
    Signal preemption procedure five minute prior to the vehicle's
    arrival at the bridge:

-   If the vehicle is approaching Westbound, implement the Westbound
    Signal Flush

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-   If the vehicle is approaching Eastbound, implement the Eastbound
    Signal Flush

5.  If the traffic delays from the signal override exceed 25 minutes,
    the Operator shall implement an Advisory ATMS detour:

-   If the **Westbound Delay Exceeds 25 Minutes**, implement **Advisory
    Detour A**

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-   If the **Eastbound Delay Exceeds 25 Minutes**, implement **Advisory
    Detours B and C**

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-   If the **Delay in Both Directions Exceeds 25 Minutes**, implement
    **Advisory** **Detours A, B, and C**

6.  Confirm visually and through the emergency Dispatcher that the
    emergency vehicle has successfully crossed the Bridge;

7.  When the traffic delay falls below 25 minutes, return VMS signs to
    **Default Status**; and

8.  Log event start time, end time, duration, bridge flush time, and any
    unusual occurrences during the Signal Preemption.

## Equipment Failure and Malfunction Procedures

In the event of an ATMS equipment failure, either in the field or in the
Control Center, the Operator shall:

1.  Assess the nature and extent of the failure using the
    Troubleshooting Guide (**Appendix C**);

2.  Determine the impact of the failure on the ATMS System;

3.  Notify all members in the Talkgroup of the failure and it impact on
    the System;

4.  If necessary and feasible, assign Field Personnel to act as
    substitutes for the failed equipment (e.g., using field observers
    when camera is down, using police officers when signal preemption
    fails, etc.);

5.  Notify Emergency Maintenance Contact of the failure; and

6.  Note the time, nature, and impact of the equipment failure in the
    Logbook, as well as the Maintenance Personnel contacted to remedy
    the failure and the duration until the device is back online.

[]{#__RefHeading___Toc472838296 .anchor}Figure 7: Ambulance Westbound

# Maintenance Procedures

[\[The maintenance requirements and procedures are dependent on the
equipment models installed by the Contractor, the final configuration of
the system, and the maintenance and warranty agreements incorporated
into the ATMS contract. Detailed information about maintenance
requirements and procedures shall be provided by the Contractor before
start-up of the System\]]{.mark}

## Overview of Maintenance Requirements

## Maintenance Schedule and Logging Requirements

## Maintenance Roles and Responsibilities

## Routine and Preventative Maintenance Procedures

**APPENDIXES**

Appendix A: Incident Management Quick Reference

[\[pending equipment selection and final configuration\]]{.mark}

Appendix B: Daily, Event, and Maintenance Log Forms and Quick Reference

> [\[pending equipment selection and final configuration\]]{.mark}

Appendix C: Troubleshooting Quick Reference

Appendix D: Maintenance Schedule

[\[to be provided by the Contractor(s) and Manufacturer(s)\]]{.mark}

Appendix E: Operations and Maintenance Manuals for ATMS Equipment

[\[to be provided by the Contractor(s) and Manufacturer(s)\]]{.mark}

Appendix F: Memoranda of Understanding

Appendix G: List of Contacts

**Appendix A**

**Incident Management Quick Reference**

[\[pending equipment selection and final configuration\]]{.mark}

**Appendix B**

**Daily, Event, and Maintenance Log Forms and Quick Reference**

[\[pending equipment selection and final configuration\]]{.mark}

**Appendix D**

**Maintenance Schedule**

[\[to be provided by the Contractor(s) and Manufacturer(s)\]]{.mark}

**Appendix E**

**Operations and Maintenance Manuals for ATMS Equipment**

[\[to be provided by the Contractor(s) and Manufacturer(s)\]]{.mark}

**Appendix F**

**Memorandum of Understanding**

**Concerning the**

**Coolidge Bridge Advanced Traffic Management System**

This Memorandum of Understanding (hereinafter \"MOU\") is entered into
by and between the **Massachusetts Highway Department** (hereinafter
\"MassHighway\") and the **Massachusetts Department of State Police**
(hereinafter \"MSP\") for the purpose of defining the roles and
responsibilities of each party in implementing and operating an Advanced
Traffic Management System (ATMS) in connection with the Calvin Coolidge
Bridge Rehabilitation Project (the "Project"). The parties acknowledge
and agree to the following:

1\. [General Purpose of ATMS]{.underline}

The ATMS will have the functional capability to monitor the Calvin
Coolidge Bridge and its approaches (the "Bridge") and the Sunderland
Bridge using closed-circuit television (CCTV) cameras, to override the
existing traffic signal timing during emergency operations at three
nearby intersections, and to disseminate advisory information using
variable message signs. The ATMS, including these functional
capabilities, will be implemented by the parties in accordance with this
MOU to manage traffic congestion at the Bridge, to assist in the
movement of emergency vehicles across the Bridge, and to allow for the
proper response to incidents at the Bridge.

2\. [MassHighway Responsibilities]{.underline}

In connection with the implementation and operation of the ATMS,
MassHighway will be responsible for:

> a\. The principal operation of the ATMS from the Operations and
> Control Center (the "OCC") at the MassHighway District 2 Office in
> Northampton during the weekday hours of 6:00 a.m. to 6:00 p.m., unless
> otherwise agreed by the parties;

b.  Providing and installing all the hardware and associated software
    necessary to operate the ATMS as described in [Attachment
    1]{.underline} hereto, which equipment and software shall remain the
    property of MassHighway unless otherwise agreed by the parties;

c.  Providing a fiber optic communication link between the OCC and the
    Dispatch Center at the MSP facility in Northampton (the "MSP
    Dispatch Center");

d.  Providing Radio Equipment required for the MSP 800 MHz trunked radio
    system for use by MassHighway, MSP, local police and EMS personnel;
    and

e.  Maintenance of all ATMS equipment provided by MassHighway, including
    the ATMS equipment located at the MSP facility in Northhampton with
    the exception of the communication equipment to be located on the
    MSP tower which shall be maintained by MSP.

3\. [MSP Responsibilities]{.underline}

In connection with the implementation and operation of the ATMS, MSP
will be responsible for:

a.  Providing MassHighway reasonable access and space at no cost to
    locate and maintain all necessary ATMS equipment at the MSP facility
    in Northampton as described in [Attachment 2]{.underline} hereto;

b.  Operation of the ATMS from the MSP Dispatch Center during the
    weekday hours of 6:00 p.m. to 6:00 a.m., as well as weekends,
    holidays and at such other times as the parties may agree
    (hereinafter referred to as "off-hours") in accordance with the ATMS
    Operations Plan attached hereto as [Attachment 3]{.underline};

c.  Providing a talk group on the MSP 800 MHz trunked radio system for
    use by MassHighway, local police and EMS providers; and

d.  Providing an MSP officer at the Coolidge Bridge during construction
    hours to coordinate ATMS operations on-site at the bridge.

4\. [Duration]{.underline}

This MOU shall be effective when signed by both parties and shall remain
in effect for the duration of the Project, estimated at two years,
unless terminated in accordance with section 7 below or extended by
mutual agreement of the parties. Notwithstanding the completion of the
Project, however, the communication infrastructure to be installed at
the MSP Facility, which will serve as a vital communication link between
the CCTV equipment and the OCC, shall remain at such location until such
time as the parties mutually agree that it is no longer necessary or
desirable, at which time it shall revert to the possession and control
of MassHighway unless otherwise agreed by the parties.

####  {#section-1 .unnumbered}

5\. [Amendment]{.underline}

This MOU may be amended only by a writing signed by both parties.

####  {#section-2 .unnumbered}

6\. [Funding]{.underline}

The respective obligations of MassHighway and MSP hereunder are being
undertaken at no cost to the other party and are subject to the
availability of funds and to such direction and instructions as may have
been or are hereinafter provided by the Governor or the General Court of
the Commonwealth of Massachusetts.

####  {#section-3 .unnumbered}

7\. [Termination]{.underline}

Upon breach of any obligation herein by either party, the non-breaching
party shall have the exclusive option to terminate this MOU upon giving
written notice to the breaching party fifteen (15) days prior to the
date of termination.

####  {#section-4 .unnumbered}

8\. [Disputes]{.underline}

In the event either party disputes the interpretation of this MOU, a
statement of any such dispute shall be submitted to the Commissioner of
MassHighway and the Superintendent of MSP who shall jointly endeavor to
resolve such dispute.

9\. [Assignment and Transfer]{.underline}

No assignment or transfer of the rights contained in this MOU may be
made by either party without the written consent of the other party.

####  {#section-5 .unnumbered}

10\. [Force Majeure]{.underline}

Neither party shall be liable to the other or allowed to be in breach of
this MOU for any failure or delay in rendering performance arising out
of causes beyond its reasonable control and without its fault or
negligence.

11\. [Notice]{.underline}

Unless otherwise specified, any notice hereunder shall be in writing and
shall be deemed given when delivered or mailed, postage prepaid, to the
parties at their respective addresses below:

To MassHighway: To MSP:

Massachusetts Highway Department Massachusetts Department of State
Police

811 North King Street 340 West Brookfield Road

Northampton, MA 01060 New Braintree, MA 01531

Attn: Mr. John Hoey, P.E. Attn: Lt. Robert L. Gosselin

### District Highway Director Incident Management Section {#district-highway-director-incident-management-section .unnumbered}

IN WITNESS WHEREOF, MassHighway and MSP have caused this MOU to be
executed by their duly authorized representatives as of the day and year
indicated below.

Massachusetts Department of State Police Massachusetts Highway
Department

BY: BY: Superintendent Commissioner

Associate Commissioner

Associate Commissioner

Associate Commissioner

Date: Date:

Approved as to form: Approved as to form:

Chief Counsel, MSP Chief Counsel, MassHighway

###### [ATTACHMENT 1]{.underline} {#attachment-1 .unnumbered}

######  {#section-6 .unnumbered}

The physical components of the Advanced Traffic Management System (ATMS)
to be implemented in connection with the Calvin Coolidge Bridge
Rehabilitation Project are as follows:

###### CCTV Subsystem {#cctv-subsystem .unnumbered}

Two closed-circuit television (CCTV) cameras will be used to monitor the
Calvin Coolidge Bridge and one CCTV camera will be used to monitor the
Sunderland Bridge. The two cameras that will be used to monitor the
Coolidge Bridge and its approaches are to be located on the two
approaches to the bridge. The camera that will monitor the Sunderland
Bridge will be located on the Department of Environmental Management
(DEM) Building in Deerfield. The video from the camera on the east side
of the Coolidge Bridge will be transmitted via a fiber optic link to the
camera location on the west side of the bridge. From there, the video
from both cameras, and the video from the third camera located on the
DEM building will be transmitted using microwave (wireless)
communications to the antenna tower located at the MSP Facility in
Northampton. The videos will then be transmitted via a fiber optic link
to the Operations and Control Center (the "OCC") at the MassHighway
District 2 Office in Northampton.

At the OCC, the video images from the three cameras will be displayed to
the OCC Operator on three monitors. The OCC Operator will also have
pan-tilt and zoom capabilities for the three cameras. From there the
images will be transmitted back to the Dispatch Center at the MSP
Facility via the fiber optic link between the two facilities. At the MSP
Dispatch Center, the dispatchers will have the capability to view the
video images on three monitors. The MSP dispatcher will also have
pan-tilt and zoom capabilities when ATMS control is transferred to the
MSP Dispatch Center during off-hours (i.e., during the weekday hours of
6:00 p.m. to 6:00 a.m., weekends, and holidays) or at such other times
as the parties may agree.

**The Electronic Sign Subsystem**

An electronic sign subsystem will consist of one permanent Variable
Message Sign (VMS), located on an overhead structure on I-91 northbound
between exits 18 and 19 in Northampton, and four Portable Variable
Message Signs (PVMS), located at various locations in Northampton,
Hadley and Amherst.

All the electronic signs will be controlled from the OCC using cellular
digital packet data communications. The OCC Operator will have the
capability to display a combination of messages on the signs. The OCC
Operator will also have the capability to provide the MSP dispatcher
during off-hours with limited electronic sign control capability.
Specifically, the MSP dispatcher will be capable of choosing from a
pre-determined set of messages in the message library and displaying a
combination of those messages on the available electronic signs.

**Emergency Traffic Control Signal Subsystem**

The OCC Operator will have the capability to over-ride signal timing and
flush traffic to provide for a clear path for emergency vehicles that
are passing through the following three intersections: Bridge Road and
Route 10 in Northampton, Damon Road and Route 9 in Northampton, and Bay
Road and Route 9 in Hadley. This capability will be transferred to the
MSP Dispatch Center during off-hours.

**Voice Communication**

Voice communication between field personnel and the OCC and the MSP
Dispatch Center will be provided through an 800 MHz talk group to be
provided by the MSP. Hand held two-way radios will be supplied by
MassHighway and programmed by the MSP for operation using the MSP
existing base station. In addition, MassHighway will provide a hotline
telephone circuit between the OCC and the MSP Dispatch Center using the
fiber optic link between the two facilities. This hotline will provide
for continuous and uninterrupted direct voice communication capabilities
between the two centers.

[ATTACHMENT 2]{.underline}

The equipment to be located at the Massachusetts Department of State
Police (MSP) facility in Northampton for the Advanced Traffic Management
System (ATMS) to be implemented in connection with the Calvin Coolidge
Bridge Rehabilitation Project is as follows:

**1. Mounted on the existing antenna tower at MSP:**

2 - Telemetry Transceivers 9.5" x 7.5" x 4.8" (each)

3 - Video Receivers 9.3" x 11.3" x 5.3" (each)

2 - Small Yagi Antennas Approximately 1.5' x 3' (each)

3 - Small Parabolic Antennas 29" diameter, 12" reflector to feed (each)

It will be necessary to mount the antennas at approximately 80 to 100
feet above ground to obtain sufficient clearance above the treetops. The
telemetry transceivers and video receiver enclosures are to be
co-located with the antennas. The expected total weight for all
antenna-mounted equipment is less than 100 pounds as indicated on the
***Plans.***.

**2. Installed in the existing MSP basement/garage:**

A wall mounted Fiber Optic Interconnect Unit, approximately 8.5" x 4.6"
x 9.25".

A 19" Equipment Rack (existing or new) consisting of:

+------------------------------------------------+---------------------+
| -   Fiber Optic Splice Tray                    | 3.5" (2 RU)         |
+------------------------------------------------+---------------------+
| -   Fiber Optic Transmission Equipment         | 7.0" (4 RU)         |
+------------------------------------------------+---------------------+

The fiber optic cable from the antenna tower will connect to the MSP
building along the same cable path currently used by MSP. The fiber
optic interconnect unit will be mounted on a wall in the garage, with
the splice tray and transmission equipment in a nearby equipment
cabinet. From the cabinet, cabling to the video monitor and remote PTZ
control panel will be run to the control/dispatch room. In addition, a
cable from the MSP building to the utility poles will run along Route
5/10 for connection to MassHighway's District 2 Office.

**3. In control room at MSP:**

PTZ Desktop Control Panel 11.5" x 7.5" x 1.8"

3 - Video Monitor(s) 12" Screen (diagonal) -- minimum

Computer workstation Standard size

**Appendix G**

**Lists of Contacts**

[\[to be compiled prior to implementation of the ATMS\]]{.mark}