Pico Rivera City Council
March 11, 2025

The following is a summary of the contract amendments:

Agreement Date Scope Amount
Original Agreement 08/16/23 Initial Design Services $29,995 Amendment 1 01/24/24 Expanded Design Services $43,140
Amendment 2 06/12/24 Contract Documents & Structural $56,840 Amendment 3 09/23/24 Mechanical, Electrical, Plumbing $5,980 Amendment 4 Pending Estimating & Bidding Support $8,540 TOTAL: $144,495
As the project enters the Bid and Award Phase, Ware Malcomb would provide Estimating and Bidding Support Services. Amendment No. 4 would add $8,540 to cover the cost of these services, increasing the total contract amount to $144,495. With this amendment, Ware Malcomb's services now encompass technical support during the three remaining phases: 1) Bid and Award Phase, 2) Construction Phase, and 3) Close-out Phase. At this time, no further amendments are anticipated.

Conclusion:

Staff recommends approval of Amendment No. 4 to Agreement No. 23-2224 with Ware Malcomb for an additional $8,540, bringing the total contract amount not-to-exceed $144,495, and authorizing the City Manager to execute Amendment No. 4.

Steve Carmona
SC:NN:GE:np
Enclosure: 1) Amendment No. 4
AMENDMENT NO. 4
TO AGREEMENT NO. 23-2224

PROFESSIONAL SERVICES AGREEMENT

WITH WARE MALCOMB
THIS AMENDMENT NO. 4 TO AGREEMENT NO. 23-2224 PROFESSIONAL SERVICES WITH WARE MALCOMB (“Amendment No. 4"), effective as of the date specified in Section 4 hereof, is made and entered into by and between the CITY OF PICO RIVERA (“CITY”), and WARE MALCOMB, (“CONSULTANT”).

RECITALS
A. CITY and CONSULTANT (collectively referred to as the “PARTIES”) have previously executed that certain Agreement No. 23-2224 Professional Services Agreement Between the City of Pico Rivera and Ware Malcomb, dated August 16, 2023, as amended by Amendment No. 1 thereto dated January 24, 2024, Amendment No. 2 thereto dated June 12, 2024, and Amendment No. 3 thereto dated September 24, 2024 (collectively, the “Agreement”), relating to interior architectural, mechanical engineering, electrical engineering and cost estimated design services for the City Hall Council Chambers Rehabilitation Improvement Project – CIP 50074 (Project).

B. The PARTIES desire to amend said Agreement as set forth herein, pursuant to Section 5 and 33 of the Agreement.

NOW, THEREFORE, THE PARTIES AGREE AS FOLLOWS:

1. MODIFICATION OF SCOPE OF SERVICES TO BE PERFORMED BY CONSULTANT.

The Scope of Services to be performed by CONSULTANT, as set forth in Exhibit A of the Agreement, Exhibit A-1 of the Amendment No. 1, Exhibit A-2 of Amendment No. 2, and Exhibit A-3 of Amendment No. 3 shall hereby be supplemented by the CONSULTANT’S Proposals dated January 24, 2025, attached hereto and incorporated by reference as Exhibit “A-4” to this Amendment No. 4.

2. MODIFICATION OF CONSULTANT’S COMPENSATION.

The total compensation to be paid by CITY to CONSULTANT under Section 5.1 of the Agreement for the modified Scope of Services identified in Exhibit A-4 shall be increased by an amount of Eight Thousand Five Hundred Forty Dollars ($8,540), to a total amount not-to-exceed One Hundred Forty-Four Thousand Four Hundred Ninety-Five Dollars ($144,495).

Enclosure 1
6a
Amendment No.4 to Professional Services Agreement No. 23-2224

WARE MALCOMB

3. EFFECT OF AMENDMENTS.

Except as modified herein, either expressly or by necessary implication, the terms and provisions of the Agreement between the CITY and CONSULTANT shall remain in full force and effect.

4. EFFECTIVE DATE.

Unless otherwise specified herein, this Amendment No. 4 shall become effective as of the date set forth below on which the last of the Parties, whether CITY or CONSULTANT, executes this Amendment No. 4.

IN WITNESS WHEREOF, the Parties hereto have caused this Amendment No. 4 to be executed and attested by their respective officers hereunto duly authorized. “CITY” “CONSULTANT”

CITY OF PICO RIVERA WARE MALCOMB
______________________________ _________________________________ Steve Carmona, City Manager Tobin Sloane, CFO / EVP
Dated: ________________________ Dated: ____________________________ ATTEST: APPROVED AS TO FORM:
___________________________ _________________________________ Cynthia Ayala, City Clerk Arnold M. Alvarez-Glasman, City Attorney

1.24.2025 Page 1 of 2
Add Service 06 Misc.

Date: January 24, 2025 Project Name: City of Pico Rivera Council Chambers To: Noe Negrete Project No.: IRV23-6073-00
From: Amanda Humphrey Master Agreement Date:

Proposed Add No.: 06 WM Project Manager: Amanda Humphrey Reason for change:

Client request Omitted from original plan
Budgeted item not shown on bid set Other:

General Description of Additional Services:

This Additional Services proposal is intended to amend the above-referenced Master Agreement to include the additional services:

Contract Administration:

1. Contract Administration phase to be changed from fixed fee, to hourly-not-to-exceed. No change to phase fee.

Cost Estimator CD Level:

1. Ware Malcomb to provide final approved contract documents to Cost Estimator for budgetary pricing.

Bidding Assistance & Coordination Phase:

1. After City of Pico Rivera s approval of the Contract Documents, Ware Malcomb shall assist in assembly of bid packages and transmit the documents as requested.

2. Assist in the analysis of cost quotes, bids and/or proposals, and the content, issuance and/or awarding of final contracts and purchase orders.

3. Ware Malcomb shall conduct a one-hour pre-bid meeting to allow contractors and subcontractors the opportunity to request clarification of the Contract Documents. Ware Malcomb shall be available throughout the bidding process, within the allotted hours provided by the Bidding Assistance & Coordination Phase Fee, to answer questions from the bidders.

Exhibit A-1

1.24.2025 Page 2 of 2
Proposed Add Service Fee:

Cost Estimator CD Level $5,040.00
Bidding Assistance & Coordination $3,500.00 (Hourly Not to Exceed) TOTAL INTERIOR ARCHITECTURE & ENGINEERING SERVICES $ 8,540.00 Except as amended by this Additional Services proposal, the Master Agreement remains in full force and effect and is incorporated by reference. The signator represents that he or she are fully authorized to enter into this Additional Services proposal.

WARE MALCOMB
By: ______________________________________________ 01.24.2025________________________ Amanda Humphrey, Project Manager Date

CITY OF PICO RIVERA
By: ______________________________________________ ____________________________ Noe Negrete, Director of Public Works Date
Exhibit A-1
To: Mayor and City Council
From: City Manager
Meeting Date: March 11, 2025
Subject: MAINTENANCE SERVICES AGREEMENT FOR
STREETLIGHT MAINTENANCE AND REPAIRS – AWARD
CONTRACT TO TANKO LIGHTING, INC.

Recommendation:

1. Award a Maintenance Services Agreement to Tanko Lighting Inc. (Tanko), to provide streetlight maintenance and repairs with an initial term of three (3) years and an option to extend for one (1) additional two-year period. The annual cost for the first year of the agreement is $305,000 with subsequent years subject to annual CPI adjustment; and

2. Authorize the City Manager to execute the Agreement in a form approved by the City Attorney, including any amendment to exercise the two-year extension option.

Fiscal Impact:

The fiscal year (FY) 2024-25 Adopted Budget under Account No. 230.40.4990-54500 (Contracted Services) has adequate appropriations to cover the services for the remainder of the FY 2024-25. The proposed FY 2025-26 budget will include the proposed $305,000 annual costs for the maintenance and repairs of streetlights under the Lighting Assessment District Fund (Fund 230) from Account No. 230.40.4990- 54500. There is no fiscal impact to the General Fund. Per the agreement, Tanko may increase its contract amount by the consumer price index annually. Those contract costs will be budgeted accordingly within the subsequent fiscal years.

Background:

In June 2017, the City of Pico Rivera (City) approved a Purchase and Sale Agreement with Southern California Edison (SCE) for the acquisition of 2,937 eligible SCE-owned streetlights. In January 2019, the City issued a Request for Proposal for Streetlight Acquisition, LED Conversion, and ongoing operation and maintenance. On March 26, 2019, the City Council awarded a three (3) year contract with Tanko ending on March 7 CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025

MAINTENANCE SERVICES AGREEEMENT FOR STREETLIGHT MAINTENANCE AND REPAIRS – AWARD CONTRACT TO TANKO LIGHTING, INC.

26, 2022. This contract included a provision to extend the contract for an additional three (3) years upon mutual agreement of the parties. On April 22, 2022, the City Council approved the provision to extend the contract to March 2025.

On February 11, 2025, City Council approved an increase in compensation for Tanko under the current agreement to cover the additional costs of pole knockdowns while staff negotiated with Tanko to implement a contract that would piggyback from a local municipality to extend the streetlight maintenance services.

Discussion:

Tanko has offered the City the same services and rates as their existing services contract with the City of Chino Hills. The existing contract between Tanko. and the City of Chino Hills was entered into agreement on May 28, 2024. The Request for Proposal (RFP) was posted on PlanetBids in accordance with applicable federal, state, and county requirements. The RFP was adequately noticed by the City of Chino Hills beginning on February 29, 2024. Proposals were subsequently received and evaluated according to RFP criteria by an evaluation committee. The contract was awarded to Tanko as the highest-rated, best-priced, apparent responsive, and responsible proposer.

Per the Pico Rivera Municipal Code Subsection (D) of Section 3.20.030 exempts competitive bidding for purchases made “by, through, or in concert with another public agency” if the purchase complies with state laws or local rules. As stated above, the City of Chino Hills’ procurement process for Tanko’s services was done through a competitive RFP process and in compliance with its local rules. Through the City of Chino Hills' bidding and evaluation procedure, Tanko has demonstrated competence and the professional qualifications necessary to continue the City’s streetlight operation and maintenance services. Thus, the City Council may award this Maintenance Services Agreement in accordance with statutory authorities and the Pico Rivera Municipal Code.

Tanko provides streetlight infrastructure maintenance services, including preventative maintenance, troubleshooting of issues, and emergency pole replacement services.

Since these services are specifically maintenance-related, the provisions outlined in the Uniform Public Construction Cost Accounting Act (UPCCAA) are not applicable. The nature of the work—focused on maintaining and repairing existing infrastructure— excludes it from the requirements and processes defined under UPCCAA, which primarily governs public construction projects. As such, Tanko’s maintenance services will be carried out in accordance with the necessary technical standards without the need to adhere to the UPCCAA regulations. Given Tanko's involvement in the LED conversion of streetlights during the transfer from SCE, they possess unique local expertise in the system. This specialized knowledge enables them to optimize the CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025

MAINTENANCE SERVICES AGREEEMENT FOR STREETLIGHT MAINTENANCE AND REPAIRS – AWARD CONTRACT TO TANKO LIGHTING, INC.

operation and maintenance of the streetlights, making them the best-value choice for ensuring safe and reliable roadway and pedestrian lighting.

By extending services with Tanko under the City of Chino Hills’ procurement procedure, the City of Pico Rivera ensures the best possible pricing while avoiding the risks and costs associated with a transition to a new contractor. Tanko's track record of efficiency, cost-effectiveness, and understanding of the City’s needs allows for continued delivery of high-quality streetlight maintenance services at the best value. This makes the decision to extend their services the most cost-effective and prudent for the City. Staff is satisfied with Tanko’s responsiveness, professionalism, and quality of work. The collaborative partnership that has been established between City staff and Tanko allows for the effective management and repairs of the City’s streetlight infrastructure operations.

The yearly expenses for maintaining and operating the City’s streetlight infrastructure are detailed in the chart below:

DELIVERABLES DESCRIPTION ANNUAL COST
Standby Management Cost
per fixture
$1.23 management cost
x 3,694 light fixtures
$55,000
Materials (As-Needed) Routine bulb and wiring
replacements, nonemergency inspections
$25,000
Emergency services
(As-Needed)
Based on an annual
average of 13-15
streetlight knockdowns
due to traffic accidents
$225,000
TOTAL $305,000
Routine maintenance and emergency services will be billed using an established hourly rate for a 12-month period for the preceding 12-months in the Los Angeles, Long Beach-Anaheim region, increasing annually according to the U.S. Bureau of Labor Statistics Consumer Price Index. Emergency services are typically caused by traffic accidents, from which the City may recover residual costs from the respective insurance companies when accidents are reported.

CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025

MAINTENANCE SERVICES AGREEEMENT FOR STREETLIGHT MAINTENANCE AND REPAIRS – AWARD CONTRACT TO TANKO LIGHTING, INC.

Conclusion:

Staff recommend awarding a Maintenance Services Agreement to Tanko Lighting, Inc. to provide streetlight maintenance and repairs with an initial term of three (3) years and an option to extend for one (1) additional two-year period. The annual cost for the first year of the agreement is $305,000 with subsequent years subject to annual CPI adjustment. Also, staff request authorization for the City Manager to execute the Agreement in a form approved by the City Attorney, including any amendments necessary to exercise the two-year extension option.

Steve Carmona
SC:NN:ML:np
Enclosures: 1) Maintenance Services Agreement
2) City of Chino Hills RFP and Agenda Report
3) Letter from Tanko Lighting authorizing Piggyback

CITY OF PICO RIVERA

MAINTENANCE SERVICES AGREEMENT
THIS MAINTENANCE SERVICES AGREEMENT (“Agreement”) is made and entered into as of March 11, 2025, by and between the CITY OF PICO RIVERA, a California municipal corporation (“City”) and Tanko Streetlighting, Inc. dba Tanko Lighting Inc. (“Contractor”).

Contractor’s license number is C-10 License No. 992782. In consideration of the mutual covenants hereinafter set forth, the parties hereto agree as follows:

1. Scope of Services. Contractor shall perform the work and provide all labor, materials, equipment and services in a good and workmanlike manner for the project identified as streetlight maintenance and repair services (“Project”), as described in this Agreement, the Scope of Work attached hereto as Exhibit A, and incorporated herein by this reference, and Contractor’s Proposal dated April 30, 2024, a copy of which is attached hereto as Exhibit B and incorporated herein by this reference. This Agreement was awarded pursuant to Pico Rivera Municipal Code Section 3.20.030(D) through Agreement No. A2024-089 Maintenance Services Agreement for Streetlight Repair and Maintenance Services between the City of Chino Hills and Contractor dated May 30, 2024, which is attached hereto as Exhibit D and hereby incorporated by reference into this Agreement.

In the event of any conflict between the terms of this Agreement and the incorporated documents, the terms of this Agreement shall control.

2. Extra Work. Extra work, when ordered in writing by the Director of Public Works and accepted by Contractor, shall be paid for in accordance with the terms of the written work order. Payment for extra work will be made at the unit price or lump sum previously agreed upon in writing between Contractor and the Director of Public Works. All extra work shall be adjusted daily upon the report sheet furnished by Contractor, prepared by the Director of Public Works, and signed by both parties; and the daily report shall be considered thereafter the true records of extra work done.

3. Term. This Agreement shall become effective on the date first set forth above and shall remain in effect until the tasks described herein are completed to City’s approval, but in no event later than March 11, 2028, unless sooner terminated pursuant to Section 12 of this Agreement. Additionally, there shall be a one two-year option to renew the Agreement with the mutual written consent of both parties. If not renewed prior to the anniversary date, this Agreement may continue on a month-to-month basis under the same terms and conditions as this Agreement for a maximum period not to exceed six months or until renewed or awarded to a new contractor, whichever is less.

4. Time of Performance.

A. Contractor will not perform any work under this Agreement until:
1) Contractor furnishes proof of insurance as required under Section 14 of this Agreement; and
2) City gives Contractor a written notice to proceed.

Enclosure 1
7a
Maintenance Services Agreement
TANKO LIGHTING INC.

B. Should Contractor begin work in advance of receiving written authorization to proceed, any such professional services are at Contractor’s own risk.

5. Time. Time is of the essence in this Agreement.

6. Force Majeure. Neither City nor Contractor shall be responsible for delays in performance under this Agreement due to causes beyond its control, including but not limited to acts of God, acts of public enemies, acts of the Government, fires, floods or other casualty, epidemics, earthquakes, labor stoppages or slowdowns, freight embargoes, unusually severe weather, and supplier delays due to such causes. Neither economic nor market conditions nor the financial condition of either party shall be considered a cause to excuse delay pursuant to this Section. Each party shall notify the other promptly in writing of each such excusable delay, its cause and its expected delay, and shall upon request update such notice.

7. Compensation. In consideration of the services rendered hereunder, City shall pay Contractor a fee not to exceed Three Hundred Five Thousand Dollars ($305,000.00) per year, in accordance with the prices as submitted in Exhibit B.

8. Payments. Contractor shall submit to City an invoice on a monthly basis for the services performed pursuant to this Agreement. Each invoice shall itemize the services rendered during the billing period, hourly rates charged, if applicable, and the amount due. City shall review each invoice and notify Contractor in writing within ten business days of receipt of any disputed invoice amounts.

City shall make payments within 30 days after receipt of an undisputed and properly submitted payment request from Contractor. City shall return to Contractor any payment request determined not to be a proper payment request as soon as practicable, but not later than seven days after receipt, and shall explain in writing the reason(s) why the payment request is not proper.

9. Taxes. Contractor shall calculate payment for all sales, unemployment, and other taxes imposed by local, State of California and federal law. These payments are included in the total amounts in Exhibit B.

10. Audit. City or its representative shall have the option of inspecting and/or auditing all records and other written materials used by Contractor in preparing its billings to City as a condition precedent to any payment to Contractor. Contractor will promptly furnish documents requested by City. Additionally, Contractor shall be subject to State Auditor examination and audit at the request of City or as part of any audit of City, for a period of three years after final payment under this Agreement.

11. Unresolved Disputes. In the event of any dispute or controversy with City over any matter whatsoever, Contractor shall not cause any delay or cessation in or of work, but shall proceed with the performance of the work in dispute. Contractor shall retain any and all rights provided that pertain to the resolution of disputes and protests between the Maintenance Services Agreement
TANKO LIGHTING INC.

parties. The Disputed Work will be categorized as an “unresolved dispute” and payment, if any, shall be as later determined by mutual agreement or a court of law. The Contractor shall keep accurate, detailed records of all Disputed Work, claims and other disputed matters.

All claims arising out of or related to this Agreement, and the consideration and payment of such clams, are subject to the Government Claims Act (Government Code Section 810 et seq.) with regard to filing claims. All such claims are also subject to Public Contract Code Section 9204 and Public Contract Code Section 20104 et seq. (Article 1.5), where applicable. This Agreement hereby incorporates those provisions as though fully set forth herein.

Thus, the Contractor or any Subcontractor must file a claim in accordance with the Government Claims Act as a prerequisite to filing a construction claim in compliance with Section 904 and Article 1.5 (if applicable), and must then adhere to Article 1.5 and Section 9204, as applicable.

12. Termination. This Agreement may be canceled by City at any time with or without cause and without penalty upon 30 days’ written notice. In the event of termination without fault of Contractor, City shall pay Contractor for all services satisfactorily rendered prior to date of termination, and such payment shall be in full satisfaction of all services rendered hereunder.

If at any time the Contractor is determined to be in material breach of the Contract, a Notice of Potential Breach of Contract shall be prepared by the City, and will be served upon the Contractor and its sureties. If the Contractor continues to neglect or refuses to comply with the Contract or with the Notice of Potential Breach of Contract to the satisfaction of the City within the time specified in such Notice, the City shall have the authority to terminate the Contract for this Project.

In the event that City elects to waive its remedies for any breach by Contractor of any covenant, term or condition of this Contract, such waiver by City shall not limit City’s remedies for any succeeding breach of that or of any other term, covenant, or condition of the Contract.

13. Indemnification.

A. Indemnities for Third Party Claims.
1) To the fullest extent permitted by law, Contractor shall, at its sole cost and expense, defend, hold harmless and indemnify City and its elected officials, officers, attorneys, agents, employees, designated volunteers, successors, assigns and those City agents serving as independent contractors in the role of City officials (collectively “Indemnitees”), from and against any and all damages, costs, expenses, liabilities, claims, demands, causes of action, proceedings, expenses, judgments, penalties, liens, and losses of any nature whatsoever, including fees of accountants, attorneys, or other Maintenance Services Agreement
TANKO LIGHTING INC.

professionals and all costs associated therewith and the payment of all consequential damages (collectively “Liabilities”), in law or equity, whether actual, alleged or threatened, which arise out of, are claimed to arise out of, pertain to, or relate to the acts or omissions of Contractor, its officers, agents, servants, employees, subcontractors, materialmen, contractors or their officers, agents, servants or employees (or any entity or individual that Contractor shall bear the legal liability thereof) in the performance of this Agreement, including the Indemnitees’ active or passive negligence, except for Liabilities arising from the sole negligence or willful misconduct of the Indemnitees, as determined by or court decision or by the agreement of the Parties. Contractor shall defend the Indemnitees in any action or actions filed in connection with any Liabilities with counsel of the Indemnitees’ choice, and shall pay all costs and expenses, including all attorneys’ fees and experts’ costs actually incurred in connection with such defense. Contractor shall reimburse the Indemnitees for any and all legal expenses and costs incurred by Indemnitees in connection therewith.
2) Contractor shall pay all required taxes on amounts paid to Contractor under this Agreement and indemnify and hold City harmless from any and all taxes, assessments, penalties, and interest asserted against City by reason of the independent contractor relationship created by this Agreement. Contractor shall fully comply with the workers’ compensation law regarding Contractor and Contractor’s employees.

Contractor shall indemnify and hold City harmless from any failure of Contractor to comply with applicable workers’ compensation laws. City may offset against the amount of any fees due to Contractor under this Agreement any amount due to City from Contractor as a result of Contractor’s failure to promptly pay to City any reimbursement or indemnification arising under this subparagraph A.2.
3) Contractor shall obtain executed indemnity agreements with provisions identical to those in this Section 13 from each and every subcontractor or any other person or entity involved by, for, with or on behalf of Contractor in the performance of this Agreement. If Contractor fails to obtain such indemnity obligations, Contractor shall be fully responsible and indemnify, hold harmless and defend the Indemnitees from and against any and all Liabilities at law or in equity, whether actual, alleged or threatened, which arise out of, are claimed to arise out of, pertain to, or relate to the acts or omissions of Contractor’s subcontractor, its officers, agents, servants, employees, subcontractors, materialmen, contractors or their officers, agents, servants or employees (or any entity or individual that Contractor’s subcontractor shall bear the legal liability thereof) in the performance of this Agreement, including the Indemnitees’ active or passive negligence, except for Liabilities arising from the sole negligence or willful misconduct of the Indemnitees, as determined by court decision or by the agreement of the Parties.

B. Workers’ Compensation Acts Not Limiting. Contractor’s indemnifications and obligations under this Section 13, or any other provision of this Agreement, shall not be limited by the provisions of any workers’ compensation act or similar act. Contractor Maintenance Services Agreement
TANKO LIGHTING INC.

expressly waives its statutory immunity under such statutes or laws as to City, its officers, agents, employees and volunteers.

C. Insurance Requirements Not Limiting. City does not, and shall not, waive any rights that it may possess against Contractor because of the acceptance by City, or the deposit with City, of any insurance policy or certificate required pursuant to this Agreement. The indemnities in this Section 13 shall apply regardless of whether or not any insurance policies are determined to be applicable to the Liabilities, tax, assessment, penalty or interest asserted against City.

D. Survival of Terms. Contractor’s indemnifications and obligations under this Section 13 shall survive the expiration or termination of this Agreement.

E. Nonwaiver of Rights. Indemnities do not and shall not waive any rights that they may possess against the Contractor because the acceptance by the City, or the deposit with the City, of any insurance policy or certificate required pursuant to this Agreement. The indemnity provision is effective regardless of any prior, concurrent, or subsequent active or passive negligence by Indemnitees and shall operate to fully indemnify against any such negligence.

F. Waiver of Right of Subrogation. Contractor, on behalf of itself and all parties claiming under or through it, hereby waives all rights of subrogation and contribution against the Indemnitees, while acting within the scope of their duties, from all Claims arising out of or incident to the activities or operations performed by or on behalf of the Contractor regardless of any prior, concurrent or subsequent active or passive negligence by Indemnities.

14. Insurance Requirements for City of Pico Rivera Public Works Contract.

A. Minimum Scope and Limits of Insurance. Contractor shall procure and at all times during the term of this Agreement carry, maintain, and keep in full force and effect, insurance as follows:
1) Commercial General Liability Insurance with a minimum limit of Two Million Dollars ($2,000,000.00) per occurrence for bodily injury, personal injury and property damage and a general aggregate limit of Two Million Dollars $(2,000,000.00) per project or location, and Five Million Dollars ($5,000,000) umbrella or excess liability.

If Contractor is a limited liability company, the commercial general liability coverage shall be amended so that Contractor and its managers, affiliates, employees, agents and other persons necessary or incidental to its operation are insureds. 2) Automobile Liability Insurance for any owned, non-owned or hired vehicle used in connection with the performance of this Agreement with a combined single limit of Two Million Dollars ($2,000,000.00) per accident for bodily injury and property damage. If Contractor does not use any owned, non-owned or hired vehicles in the performance of Services under this Agreement, Contractor shall obtain a non-owned auto Maintenance Services Agreement
TANKO LIGHTING INC.

endorsement to the Commercial General Liability policy required under subparagraph A.1) of this Section 14.
3) Workers’ Compensation Insurance as required by the State of California and Employer’s Liability Insurance with a minimum limit of One Million ($1,000,000.00) per accident for bodily injury or disease. If Contractor has no employees while performing Services under this Agreement, a workers’ compensation policy is not required, but Contractor shall execute a declaration that it has no employees.

B. Acceptability of Insurers. The insurance policies required under this Section 15 shall be issued by an insurer admitted to write insurance in the State of California with a rating of A:VII or better in the latest edition of the A.M. Best Insurance Rating Guide.

Self-insurance shall not be considered to comply with the insurance requirements under this Section 14.

C. Additional Insured. The City, its elected and appointed officials, officers, employees, attorneys, agents, designated volunteers, and independent contractors in the role of City officials, shall be the insured or named as additional insureds covering the Project, regardless of any inconsistent statement in the policy or an subsequent endorsement, whether liability is attributable to the Contractor or the City. The commercial general and automobile liability policies shall contain an endorsement naming City, its officers, employees, agents and volunteers as additional insureds.

D. Primary and Non-Contributing. The insurance policies required under this Section 14 shall apply on a primary non-contributing basis in relation to any other insurance or self-insurance available to City. Any insurance or self-insurance maintained by City, its officers, employees, agents or volunteers, shall be in excess of Contractor’s insurance and shall not contribute with it.

E. Contractor’s Waiver of Subrogation. The insurance policies required under this Section 14 shall not prohibit Contractor and Contractor’s employees, agents or subcontractors from waiving the right of subrogation prior to a loss. Contractor hereby waives all rights of subrogation against City.

F. Deductibles and Self-Insured Retentions. Any deductibles or self-insured retentions must be declared to and approved by City. At City’s option, Contractor shall either reduce or eliminate the deductibles or self-insured retentions with respect to City, or Contractor shall procure a bond guaranteeing payment of losses and expenses.

G. Cancellations or Modifications to Coverage. Contractor shall not cancel, reduce or otherwise modify the insurance policies required by this Section 14 during the term of this Agreement. The commercial general and automobile liability policies required under this Agreement shall be endorsed to state that should the issuing insurer cancel the policy before the expiration date, the issuing insurer will endeavor to mail 30 days’ prior written notice to City. If any insurance policy required under this Section 14 is canceled or reduced in coverage or limits, Contractor shall, within two business days of Maintenance Services Agreement
TANKO LIGHTING INC.

notice from the insurer, phone, fax or notify City via certified mail, return receipt requested, of the cancellation of or changes to the policy.

H. City Remedy for Noncompliance. If Contractor does not maintain the policies of insurance required under this Section 14 in full force and effect during the term of this Agreement, or in the event any of Contractor’s policies do not comply with the requirements under this Section 14, City may either immediately terminate this Agreement or, if insurance is available at a reasonable cost, City may, but has no duty to, take out the necessary insurance and pay, at Contractor’s expense, the premium thereon.

Contractor shall promptly reimburse City for any premium paid by City or City may withhold amounts sufficient to pay the premiums from payments due to Contractor.

I. Evidence of Insurance. Prior to the performance of Services under this Agreement, Contractor shall furnish City’s Risk Manager with a certificate or certificates of insurance and all original endorsements evidencing and effecting the coverages required under this Section 14. The endorsements are subject to City’s approval.

Contractor may provide complete, certified copies of all required insurance policies to City. Contractor shall maintain current insurance certificates and endorsements on file with City’s Risk Manager at all times during the term of this Agreement. Contractor shall provide proof to City’s Risk Manager that insurance policies expiring during the term of this Agreement have been renewed or replaced with other policies providing at least the same coverage. Contractor shall furnish such proof at least two weeks prior to the expiration of the coverages.

The endorsements are to be signed by a person authorized by that insurer to bind coverage on its behalf. The endorsements must specifically name the CITY OF PICO RIVERA and its elected and appointed officials, officers, employees, attorneys, agents, designated volunteers, and independent contractors in the role of City officials as insureds or additional insureds. The City reserves the right to require complete, certified copies of all required insurance policies at any time.

J. Indemnity Requirements not Limiting. Procurement of insurance by Contractor shall not be construed as a limitation of Contractor’s liability or as full performance of Contractor’s duty to indemnify City under Section 13 of this Agreement.

K. Subcontractor Insurance Requirements. Contractor shall require each of its subcontractors that perform Services under this Agreement to maintain insurance coverage that meets all of the requirements of this Section 14.

L. Replacement Insurance. Contractor agrees that it will not cancel, reduce or otherwise modify the insurance coverage. Contractor agrees that if it does not keep the required insurance in full force and effect, and such insurance is available at a reasonable cost, the City may take out the necessary insurance and pay the premium thereon, and the repayment thereof shall be deemed an obligation of the Contractor and the cost of such insurance may be deducted, at the option of the City, from payments due to the Maintenance Services Agreement
TANKO LIGHTING INC.

Contractor. This shall be in addition to all other legal options available to the City to enforce the insurance requirements.

M. Subcontractors. Contractor shall ensure all Subcontractors and their employees are listed as additional insureds on all of the Contractor’s insurance.

15. Antitrust Claims. Contractor offers and agrees to assign to City all rights, title, and interest in and to all causes of action it may have under Section 4 of the Clayton Act (15 U.S.C. Section 15) or under the Cartwright Act (Chapter 2 (commencing with Section 16700) of Part 2 of Division 7 of the California Business and Professions Code) arising from purchases of goods, services, or materials pursuant to this Agreement. This assignment shall be made and become effective at the time City tenders final payment to Contractor without further acknowledgment by the parties.

16. Familiarity with Work.

A. By executing this Agreement, Contractor represents that it has 1) Thoroughly investigated and considered the scope of services to be performed;
2) Carefully considered how the services should be performed; and 3) Understands the facilities, difficulties, and restrictions attending performance of the services under this Agreement.

B. If services involve work upon any site, Contractor warrants that it has or will investigate the site and is or will be fully acquainted with the conditions there existing, before commencing the services hereunder. Should Contractor discover any latent or unknown conditions that may materially affect the performance of the services, Contractor will immediately inform City of such fact and will not proceed except at Contractor’s own risk until written instructions are received from City.

17. Hazardous Materials and Unknown Conditions. Contractor shall notify City in writing of the discovery of any of the following conditions, without disturbing the condition, as soon as Contractor, or any of Contractor’s subcontractors, agents or employees have knowledge and reporting is possible:

A. The presence of any materials that the Contractor believes is hazardous waste, as defined in Section 25117 of the Health and Safety Code; B. Subsurface or latent physical conditions at the site differing from those indicated in the Scope of Services;
C. Unknown physical conditions at the site of any unusual nature, different materially from those ordinarily encountered and generally recognized as inherent in work of this character provided for in this Agreement.

Maintenance Services Agreement
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Pending determination by City of appropriate action to be taken, Contractor shall provide security measures (e.g., fences) adequate to prevent the hazardous waste or physical conditions from causing bodily injury to any person.

City shall promptly investigate the reported conditions. If City, through its Director of Community Development and Public Works, or his or her designee, and in the exercise of its sole discretion, determines that the conditions do materially differ, or do involve hazardous waste, and will cause a decrease or increase in the Contractor’s cost of, or time required for, performance of any part of the work, then City shall issue a change order.

In the event of a dispute between City and Contractor as to whether the conditions materially differ, or involve hazardous waste, or cause a decrease or increase in the Contractor’s cost of, or time required for, performance of any part of the work, Contractor shall not be excused from any scheduled completion date, and shall proceed with all work to be performed under the Contract. Contractor shall retain any and all rights which pertain to the resolution of disputes and protests between the parties.

18. Utilities Relocation. City is responsible for removal, relocation, or protection of existing main or trunkline utilities to the extent such utilities were not identified in the Scope of Work. City shall reimburse contractor for any costs incurred in locating, repairing damage not caused by contractor and removing or relocating such unidentified utility facilities, including equipment idled during such work. Contractor shall not be assessed damages for delay arising from the removal or relocation of such unidentified utility facilities.

19. Independent Contractor. Contractor is and shall at all times remain, as to City, a wholly independent contractor. Neither City nor any of its agents shall have control over the conduct of Contractor or any of Contractor’s employees, except as herein set forth; and Contractor is free to dispose of all portions of its time and activities which it is not obligated to devote to City in such a manner and to such persons, firms, or corporations as Contractor wishes except as expressly provided in this Agreement. Contractor shall have no power to incur any debt, obligation, or liability on behalf of City, bind City in any manner, or otherwise act on behalf of City as an agent. Contractor shall not, at any time or in any manner, represent that it or any of its agents, servants or employees, are in any manner agents, servants or employees of City. Contractor agrees to pay all required taxes on amounts paid to Contractor under this Agreement, and to indemnify and hold City harmless from any and all taxes, assessments, penalties, and interest asserted against City by reason of the independent contractor relationship created by this Agreement. Contractor shall fully comply with the workers’ compensation law regarding Contractor and its employees. Contractor further agrees to indemnify and hold City harmless from any failure of Contractor to comply with applicable workers’ compensation laws. City shall have the right to offset against the amount of any compensation due to Contractor under this Agreement any amount due to City from Contractor as a result of its failure to promptly pay to City any reimbursement or indemnification arising under this Section.

Maintenance Services Agreement
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20. Workers’ Compensation Insurance. California Labor Code Sections 1860 and 3700 provide that every contractor will be required to secure the payment of compensation to its employees. In accordance with the provisions of California Labor Code Section 1861, Contractor hereby certifies as follows:
“I am aware of the provisions of Section 3700 of the Labor Code which require every employer to be insured against liability for workers’ compensation or to undertake selfinsurance in accordance with the provisions of that code, and I will comply with such provisions before commencing the performance of the work of this contract.”

21. Nondiscriminatory Employment. Contractor shall not unlawfully discriminate against any individual based on race, color, religion, nationality, gender, sex, sexual orientation, age or condition of disability. Contractor understands and agrees that it is bound by and will comply with the nondiscrimination mandates of all statutes and local ordinances and regulations.

22. Debarred, Suspended or Ineligible Contractors. Contractor shall not be debarred throughout the duration of this Agreement. Contractor shall not perform work with debarred subcontractors pursuant to California Labor Code Section 1777.1 or 1777.7 or any other federal of State law providing for the debarment of contractors from public works. If the Contractor of any Subcontractor becomes debarred or suspended during the duration of the Project, the Contractor shall immediately notify the City.

23. Compliance with Laws. Contractor shall comply with all applicable federal, state and local laws, ordinances, codes and regulations in force at the time Contractor performs pursuant to this Agreement.

24. Payment Bond. Contractor shall obtain a payment bond in an amount that is not less than the total compensation amount of this Agreement, and nothing in this Agreement shall be read to excuse this requirement. The required form entitled Payment Bond (Labor and Materials) is attached hereto as Exhibit E and incorporated herein by this reference.

25. Substitution of Securities. Pursuant to Public Contracts Code Section 22300, Contractor shall be allowed to substitute securities for any moneys withheld by the City to ensure performance under the Agreement, unless, federal regulations or policies, or both, do not allow the substitution of securities. At the request and expense of the Contractor, securities equivalent to the amount withheld shall be deposited with the City, or with a state or federally chartered bank in this state as the escrow agent, who shall then pay those moneys to the Contractor. Upon satisfactory completion of the Agreement, the securities shall be returned to the Contractor.

26. Contractor’s Representations. Contractor represents, covenants and agrees that:
a) Contractor is licensed, qualified, and capable of furnishing the labor, materials, and Maintenance Services Agreement
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expertise necessary to perform the services in accordance with the terms and conditions set forth in this Agreement; b) there are no obligations, commitments, or impediments of any kind that will limit or prevent its full performance under this Agreement; c) there is no litigation pending against Contractor, and Contractor is not the subject of any criminal investigation or proceeding; and d) to Contractor’s actual knowledge, neither Contractor nor its personnel have been convicted of a felony.

27. Conflicts of Interest. Contractor agrees not to accept any employment or representation during the term of this Agreement or within 12 months after completion of the work under this Agreement which is or may likely make Contractor “financially interested,” as provided in Government Code Sections 1090 and 87100, in any decisions made by City on any matter in connection with which Contractor has been retained pursuant to this Agreement.

28. Third Party Claims. City shall have full authority to compromise or otherwise settle any claim relating to this Agreement at any time. City shall timely notify Contractor of the receipt of any third-party claim relating to the Agreement. City shall be entitled to recover its reasonable costs incurred in providing this notice.

29. Non-Assignability; Subcontracting. The experience, knowledge, capability and reputation of Contractor, its principals and employees were a substantial inducement for the City to enter into this Agreement. Contractor shall not assign or transfer any interest in this Agreement nor any part thereof, whether by assignment or novation, without City’s prior written consent. Transfers restricted hereunder shall include the transfer to any person or group of persons acting in concert of more than twenty-five percent (25%) of present ownership and/or control of Contractor. In the event of any such unapproved transfer, including any bankruptcy proceeding, this Agreement shall be void. Any purported assignment without written consent shall be null, void, and of no effect; and Contractor shall hold harmless, defend and indemnify City and its officers, officials, employees, agents and representatives with respect to any claim, demand or action arising from or relating to any unauthorized assignment. No approved transfer shall release the Contractor or any surety of Contractor of any liability hereunder with the express consent of the City.

30. Applicable Law. The validity, interpretation, and performance of this Agreement shall be controlled by and construed under the laws of the State of California, excluding California’s choice of law rules. Venue for any such action relating to this Agreement shall be in the Los Angeles County Superior Court.

31. Attorneys’ Fees and Costs. If either party to this Contract is required to initiate or defend or made a party to any action or proceeding in any way connected with this Contract, the prevailing party in such action or proceeding, in addition to any other relief which may be granted, whether legal or equitable, shall be entitled to reasonable attorney's fees. Attorney's fees shall include attorney's fees on any appeal, and in addition a party entitled to attorney's fees shall be entitled to all other reasonable costs for investigating such action, taking depositions and discovery and all other necessary Maintenance Services Agreement
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costs the court allows which are incurred in such litigation. All such fees shall be deemed to have accrued on commencement of such action and shall be enforceable whether or not such action is prosecuted to judgment.

32. Titles. The titles used in this Agreement are for convenience only and shall in no way define, limit or describe the scope or intent of this Agreement or any part of it.

33. Authority. The persons executing this Agreement on behalf of Contractor warrants and represents that they have the authority to execute this Agreement on behalf of Contractor and have the authority to bind Contractor to the performance of its obligations hereunder.

34. Integration; Amendment. It is understood that there are no oral agreements between the Parties hereto affecting this Agreement and this Agreement supersedes and cancels any and all previous negotiations, arrangements, agreements and understandings, if any, between the Parties, and none shall be used to interpret this Agreement. This Agreement may be amended at any time by the mutual consent of the Parties by an instrument in writing.

35. Incorporation by Reference. All Exhibits attached hereto are incorporated herein by reference. The documents, payment and performance bonds, City insurance requirements, Community Workforce Agreement, together with this written Agreement (and all Exhibits, documents and laws referenced therein), shall constitute the entire agreement between the parties as to the subject matter of this Agreement. In the event of any conflict between this Agreement and any Exhibit hereto, the provisions of this Agreement shall control.

36. Entire Agreement. This Agreement, including any other documents incorporated herein by specific reference, represents the entire and integrated agreement between City and Contractor. This Agreement supersedes all prior oral or written negotiations, representations or agreements. This Agreement may not be modified or amended, nor any provision or breach waived, except in a writing signed by both parties which expressly refers to this Agreement.

37. Construction. In the event of any asserted ambiguity in, or dispute regarding the interpretation of any matter herein, the interpretation of this Agreement shall not be resolved by any rules of interpretation providing for interpretation against the party who causes the uncertainty to exist or against the party who drafted this Agreement or who drafted that portion of this Agreement.

38. Non-waiver of Terms, Rights and Remedies. Waiver by either party of any one or more of the conditions of performance under this Agreement shall not be a waiver of any other condition of performance under this Agreement. In no event shall the making by City of any payment to Contractor constitute or be construed as a waiver by City of any breach of covenant, or any default which may then exist on the part of Contractor, and Maintenance Services Agreement
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the making of any such payment by City shall in no way impair or prejudice any right or remedy available to City with regard to such breach or default.

39. Notice. Except as otherwise required by law, any notice or other communication authorized or required by this Agreement shall be in writing and shall be deemed received on (a) the day of delivery if delivered by hand or overnight courier service during Contractor’s or City’s regular business hours or (b) on the third business day following deposit in the United States mail, postage prepaid, to the addresses listed below, or at such other address as one party may notify the other:

To City:

Noe Negrete, P.E.

Public Works Director
City of Pico Rivera
6615 Passons Blvd
Pico Rivera, CA 90660
To Contractor:

Jason Tanko
Tanko Street Lighting, Inc. dba Tanko Lighting
220 Bay Shore Blvd
San Francisco, CA 94124

40. Counterparts. This Agreement may be executed in counterpart originals, duplicate originals, or both, each of which is deemed to be an original for all purposes.

41. Severability. If any term or portion of this Agreement is held to be invalid, illegal, or otherwise unenforceable by a court of competent jurisdiction, the remaining provisions of this Agreement shall continue in full force and effect. [signatures begin on next page]
Maintenance Services Agreement
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IN WITNESS WHEREOF, the parties hereto have executed the within Agreement the day and year first above written.

CITY OF PICO RIVERA
By: ____________________________
Steve Carmona, City Manager
ATTEST:

By: ____________________________
Arnold M. Alvarez-Glasman, City
Attorney
APPROVED AS TO FORM:

By: ____________________________
Cynthia Ayala, City Clerk

CONTRACTOR
TANKO STREETLIGHTING INC., dba

TANKO LIGHTING
By: ____________________________
Printed Name: Jason Tanko _________
Title: Chief Executive Officer ________

EXHIBIT A – MAINTENANCE SERVICES
Task 1: Pre-LED Conversion Maintenance Services
Given that it is not in the City’s best interest to invest significantly in the maintenance of the system prior to the LED conversion, the Pre-LED Conversion Maintenance Services period, prior to the completion of the LED conversion, will merely serve as a stopgap for the minimal number of repairs necessary until the LED conversion is complete. As such, Tanko Lighting will perform the administrative functions (including operation of the Call Center, website, tracking outage reports, reporting, and dispatch per the descriptions below) for the price outlined in our Cost Proposal Sheets in Appendix C. Any actual on-site routine and/or emergency repairs for this phase (as further described below) will be invoiced on a time and materials basis.

Coordinate Repair Requests
Tanko Lighting will coordinate repair requests through the following mechanisms:
• Online Repair Requests: Tanko Lighting will provide the City with a link to a website that will allow a user to interface with an online form. The form will require the user to submit information about the location and observed issue(s). We will review any online form submissions each working day. If an emergency is reported, we will immediately dispatch an installer to respond to the location within two (2) hours of the received report (please note that the actual remedy may require a longer duration to complete and that response times only include the time to first arrive on scene, address any immediate obstructions/hazards, identify issues and develop either a temporary or permanent remediation). For any issues reported, we will compile the daily submissions and provide an online work order management system that allows the City and general public to review the status of their service requests, view reports and the GIS data on a secure website portal. City staff will need to provide direction to our team on any locations for which it approves routine maintenance. For any location in which the City approves routine maintenance, we will dispatch an installer to respond to the location within seventy-two (72) hours (unless the degree of repair dictates an alternative schedule to be coordinated and approved by the City on a case-by-case basis). • Call Center Repair Requests: Tanko Lighting will provide the City with a toll-free phone number by which callers can reach a live operator at a Call Center twenty-four hours per day, seven days per week. Call Center staff will have access to the Online Repair Form and will guide each caller through the questions and submit the responses via the Online Form to our team. We will review any online form submissions each working day. If an emergency is reported, we will dispatch an installer to respond to the location within two (2) hours of the received report (please note that the actual remedy may require a longer duration to complete and that response times only include the time to first arrive on scene, address any immediate obstructions/hazards, identify issues and develop either a temporary or permanent remediation).

For any issues reported, we will compile the daily submissions and provide an online work order management system that allows the City and general public to review the status of their service requests, view reports and the GIS data on a secure website portal. City staff will need to provide direction to Tanko Lighting on any locations for which it approves routine maintenance via a response to the Weekly Report. For any location in which the City approves routine maintenance, Tanko Lighting will dispatch an installer to respond to the location within seventy-two (72) hours.

Remedy of Routine Repair Requests
The following characteristics will define a Routine Repair:
• Replacement of a failed photocell
• Replacement of a failed lamp (Note that any failed High Pressure Sodium lamps will be replaced a temporary stopgap LED fixture – note that the manufacturer and wattage will be dependent upon material availability – until the location is converted to its permanent LED fixture. When possible, we will attempt to utilize the same LED fixture as per the design of the LED conversion, to mitigate the need to return to the location.) Upon receipt of the City’s approval of a routine repair request, Tanko Lighting will:
• Dispatch the installer to respond to the location within seventy-two (72) hours of receipt of the City’s approved request and remedy the fixture issue with the appropriate parts and materials • Ensure that any time a fixture is serviced, it is cleaned as necessary, broken lenses and covers replaced, and the entire fixture assembly left in a clean, fully serviceable condition • Ensure that all waste materials generated from the maintenance services are properly disposed of in accordance with all applicable laws and regulations

EXHIBIT A

• Provide a record of the location, date of the visit, identified issue, remedy, date of remedy completion, and any additional notes
• Respond to and abate graffiti on all streetlight components • Replace missing pole hand hole covers and repair damaged hand hole covers as needed • Replace pole identification tags as needed and provide any updated information to the City’s GIS mapping system of new assigned tags
• Submit request for house side shields to the City for review; and furnish and install shields as authorized by the City (assumed 50 per year)
• Provide annual painting of a portion of the steel poles (assumed 30 per year), based on City-approved priority • Provide quarterly streetlight system reviews and reports, including a summary of all system activities and night checks
• Format data and update the City’s GIS mapping system as maintenance is completed It should be noted that when required to perform service, the making and breaking of the electrical connection to the electrical distribution network (whether for routine or emergency service) must be performed by the utility. Tanko Lighting will ensure that its subcontractor is responsible for all coordination with the utility if repair of a streetlight outage requires involvement by the utility.

Our subcontractor shall be responsible for providing notes to our team, which will send the work request to the utility. If our subcontractor is unable to complete a repair as the result of action or inaction by the utility, our team will so note on its monthly report and include the date and time of all verbal and written communication with the utility.

Remedy of Emergency Repair Requests
The following characteristics will define an Emergency Repair:
• Establishment of a safe and secure scene in the event of a pole knockdown or any electrical or other potential hazard resulting from the streetlighting equipment, including exposed or damaged wires that constitute a danger to the public (as determined by responding emergency personnel – e.g. Sheriff), equipment damage that may pose an immediate public danger (e.g. broken and hanging luminaire/mast arm).

Upon receipt of an emergency repair request, Tanko Lighting will:
• Dispatch installer to respond to the location within two (2) hours of receipt of the request (please note that the actual remedy may require a longer duration to complete and that response times only include the time to first arrive on scene, address any immediate obstructions/hazards, make the area safe, identify issues and develop either a temporary or permanent remediation)
• Ensure that the subcontractor de-energizes streetlight fixtures that have been knocked down or conductors that have been severed; makes repairs or alterations to streetlight structural components to protect the immediate safety of the public
• If possible, ensure the subcontractor remedies the fixture issue with the appropriate parts and materials • Ensure that anytime a fixture is serviced, it is cleaned as necessary, broken lenses and covers replaced, and the entire fixture assembly left in a clean, fully operational condition • Ensure that all waste materials generated from the maintenance services are properly disposed of in accordance with all applicable laws and regulations
• Provide a record of the location, date of the visit, identified issue, remedy, date of remedy completion, and any additional notes
• In the event of a knockdown of a pole, we will ensure that our subcontractor coordinates with the utility regarding disconnection of power, removes and disposes of the pole and lighting fixture, retaining any salvageable components, and ensures the site is secured in a safe manner. We will ensure that our subcontractor coordinates with the utility regarding the emergency cleanup and the retrieval of City-owned lighting components • When applicable, the Subcontractor shall have pre-approved authorization to install a replacement pole, without delay, if the following requirements are met:
▪ The total for the work (emergency response, site clean-up, materials, preparation and installation) is less than $15,000.00 in charges
▪ The foundation and anchor bolts are in good condition and can be used as-is ▪ The Subcontractor has material (pole, mast arm, luminaire, wire and incidentals) on hand to complete the installation

EXHIBIT A

If the pre-approved authorization requirements are not met, the contractor shall provide an estimate to be approved by the City for replacement within seven (7) days
• Once any hazardous conditions are remedied, if additional work is needed to properly restore function to the fixture, within seven (7) working days following the date of emergency response, we will supply to the City a detailed written quotation of the cost and time required to restore the affected light fixture to fully operable condition, including reinstallation of the pole where applicable. We will commence such repairs following approval and notification to proceed from the City
It should be noted that when required to perform service, the making and breaking of the electrical connection to the electrical distribution network (whether for routine or emergency service) must be performed by the utility. Tanko Lighting will ensure that its subcontractor is responsible for all coordination with the utility if repair of a streetlight outage requires involvement by the utility.

Our subcontractor shall be responsible for providing notes to our team, which will send the work request to the utility. If our subcontractor is unable to complete a repair as the result of action or inaction by the utility, our team will so note on its monthly report and include the date and time of all verbal and written communication with the utility.

Traffic Control
Tanko Lighting will ensure that the following traffic control activities are properly coordinated by the subcontractor:
• Conduct operations to cause the least possible obstruction and inconvenience to public traffic. To the extent possible, all traffic will be permitted to pass through the work area. The subcontractor will furnish, erect, and maintain sufficient warning and directional signs, barricades and lights and furnish adequate warning to the public at all times of any dangerous condition to be encountered. The subcontractor’s vehicles and equipment will be equipped with suitable warning lights and reflective markings for working in daylight and dark.

Reporting
Tanko Lighting will utilize the same live, online work order management system that tracks repair requests to include updates of the locations visited and remedies completed. The management system will be updated daily as feedback is received and will provide a record of the location, date of the visit, identified issue, remedy, date of remedy completion, and any additional notes.

The advantage of the online work order management format is that it serves as virtually a snapshot of the activities in progress and will be available for the City to access at any time. Further, this system will allow us to make ongoing updates to the City’s GIS mapping system.

Task 2: Post-LED Conversion Maintenance Services
Once the City accepts the final completion of the LED conversion, Tanko Lighting will commence this task, which will include the services outlined below. Tanko Lighting will perform the administrative functions (including operation of the Call Center, website, tracking outage reports, reporting, and dispatch per the descriptions below) for the price outlined in our Appendix C. Any actual on-site routine and/or emergency repairs for this phase (as further described below) will be invoiced on a time and materials basis.

Note that our proposed fees do not include any activities listed in the Additional Services section below.

Coordinate Repair Requests
Coordination of repair requests will be handled the same way as in the Pre-LED Conversion phase, with the exception that the City will not need to pre-approve any routine maintenance reports, as Tanko Lighting will respond to all reports per the response times as outlined in the Pre-LED Conversion phase above.

Remedy of Routine Repair Requests
Routine repair will be defined in the same way as in the Pre-LED Conversion phase and routine repair requests will be handled per the same protocols and response times as outlined in the Pre-LED Conversion phase above.

Remedy of Emergency Repair Requests
Emergency Repair will be defined in the same way as in the Pre-LED Conversion phase and emergency repair requests will be handled per the same protocols and response times as outlined in the Pre-LED Conversion phase above.

Remedy of Warranty Repairs
Tanko Lighting will serve as the First Responder and, if the repair issue is identified because of a warranty issue (related to the LED conversion, such as a fixture or photocell failure and issues related to the installation, such as incorrect mounting or wiring of

EXHIBIT A

fixture), Tanko Lighting will work with the manufacturer and installer to remedy the warranty issue. If a dispatch results in a location experiencing a warranty-related issue, and the remedy can be applied during the initial visit, the initial visit will be at no charge to the City. Any/all other issues will be handled the same way as in the Pre-LED Conversion phase and the City will be charged on a time-and-materials basis for the dispatch services to the field.

Traffic Control
Traffic control will be handled in the same way as outlined in the Pre-LED Conversion Phase above.

Additional Work
For any special and additional work not covered above by routine or emergency maintenance of fixture (including but not limited to arm transfer service on utility poles, pole knockdown replacements, foundation replacements, starting aids, wire inside pole, access hole covers, underground/overhead conductors and cables, tree trimming, loose anchor bolts, remedies related to acts of vandalism, leaning poles, fuse replacements, repair/replacements of streetlight equipment due to storm damage, police detail), Tanko Lighting will provide a detailed written quotation of the cost and time required to restore the affected light fixture to fully operable condition, including re-installation of the pole where applicable. We will commence such repairs following approval and notification to proceed from the City.

Materials Management
Tanko Lighting will purchase and maintain a fixture inventory of sufficient quantity to be able to perform the routine service work described herein. Tanko Lighting warrants that products furnished conform to the requirements specified, are of good merchantable quality and suitable for the purpose intended.

Tanko Lighting will access and store (if requested) the City-purchased inventory of spare fixtures to facilitate expedient fixture replacement in case of failure. Tanko Lighting will monitor spare fixture inventory and recommend that the City consider purchasing additional fixture stock as needed to maintain a sufficient fixture inventory.

Administrative Support
Tanko Lighting will provide supporting documentation to assist the City with its pursuit of third parties for any insurance claims, including an itemized list of all relevant information regarding damages and repair costs as needed to process claims.

Reporting
Tanko Lighting will utilize the same reporting strategy as in the Pre-LED Conversion phase.

EXHIBIT A
Street Light
Maintenance
3/27/2025 -
3/26/2026
Regular Hours:

Streetlight Maintenance Worker $ 155.18
Foreman $ 155.18
Laborer $ 97.70
After Hours
Streetlight Maintenance Worker $ 173.57
Foreman $ 173.57
Laborer $ 132.19
Holiday Hours
Streetlight Maintenance Worker $ 237.21
Foreman $ 237.21
Laborer $ 175.87
Sierra Pacific Standby Monthly (per pole) $ 0.34
Tanko Management Monthly (per pole) $ 0.89
Subsequent year pricing (years 2 4) will be increased
annually based on the U.S. Bureau of Labor Statistics
Consumer Price Index for the Los Angeles Area - 12-month period for the preceding 12-months period. (per, Los AngelesLong Beach-Anaheim CA, CPI-U 2 month and 12 month percent changes, all items index, not seasonally adjusted)

EXHIBIT B

Exhibit C

EXHIBIT C
Terms for Compliance with California Labor Law Requirements

1. Contractor acknowledges that the project as defined in this Agreement between Contractor and City, to which this Agreement to Comply with California Labor Law Requirements is attached and incorporated by reference, is a “public work” as defined in Division 2, Part 7, Chapter 1 (commencing with Section 1720) of the California Labor Code (“Chapter 1”), and that this Agreement is subject to (a) Chapter 1, including without limitation Labor Code Section 1771 and (b) the rules and regulations established by the Director of Industrial Relations (“DIR”) implementing such statutes. Contractor shall perform all work on the project as a public work.

2. California law requires the inclusion of specific Labor Code provisions in certain contracts. The inclusion of such specific provisions below, whether or not required by California law, does not alter the meaning or scope of Section 1 above.

3. Contractor shall be registered with the Department of Industrial Relations in accordance with California Labor Code Section 1725.5, and has provided proof of registration to City prior to the effective date of this Agreement. Contractor shall not perform work with any subcontractor that is not registered with DIR pursuant to Section 1725.5. Contractor and subcontractors shall maintain their registration with the DIR in effect throughout the duration of this Agreement. If Contractor or any subcontractor cease to be registered with DIR at any time during the duration of the project, Contractor shall immediately notify City.

4. Pursuant to Labor Code Section 1771.4, Contractor’s services are subject to compliance monitoring and enforcement by DIR. Contractor shall post job site notices, as prescribed by DIR regulations.

5. Pursuant to Labor Code Section 1773.2, copies of the prevailing rate of per diem wages for each craft, classification, or type of worker needed to perform the Agreement are on file at City Hall and will be made available to any interested party on request.

Contractor acknowledges receipt of a copy of the DIR determination of such prevailing rate of per diem wages, and Contractor shall post such rates at each job site covered by this Agreement.

6. Contractor shall comply with and be bound by the provisions of Labor Code Sections 1774 and 1775 concerning the payment of prevailing rates of wages to workers and the penalties for failure to pay prevailing wages. Contractor shall, as a penalty to the City, forfeit two hundred dollars ($200) for each calendar day, or portion thereof, for each worker paid less than the prevailing rates as determined by the DIR for the work or craft in which the worker is employed for any public work done pursuant to this Agreement by Contractor or by any subcontractor.

Exhibit C

7. Contractor shall comply with and be bound by the provisions of Labor Code Section 1776, which requires Contractor and each subcontractor to (1) keep accurate payroll records and verify such records in writing under penalty of perjury, as specified in Section 1776, (2) certify and make such payroll records available for inspection as provided by Section 1776, and (3) inform the City of the location of the records. The Contractor has ten days in which to comply subsequent to receipt of a written notice requesting these records, or as a penalty to the City, the Contractor shall forfeit $100.00 for each Day, or portion thereof, for each worker, until strict compliance is effectuated.

8. Contractor shall comply with and be bound by the provisions of Labor Code Sections 1777.5, 1777.6 and 1777.7 and California Administrative Code title 8, section 200 et seq. concerning the employment of apprentices on public works projects.

Contractor shall be responsible for compliance with these aforementioned Sections for all apprenticeable occupations. Prior to commencing work under this Agreement, Contractor shall provide City with a copy of the information submitted to any applicable apprenticeship program. Within 60 days after concluding work pursuant to this Agreement, Contractor and each of its subcontractors shall submit to the City a verified statement of the journeyman and apprentice hours performed under this Agreement.

9. Contractor acknowledges that eight hours labor constitutes a legal day’s work.

Contractor shall comply with and be bound by Labor Code Section 1810. Contractor shall comply with and be bound by the provisions of Labor Code Section 1813 concerning penalties for workers who work excess hours. Contractor shall, as a penalty to the City, forfeit twenty-five dollars ($25) for each worker employed in the performance of this Agreement by Contractor or by any subcontractor for each calendar day during which such worker is required or permitted to work more than eight hours in any one calendar day and 40 hours in any one calendar week in violation of the provisions of Division 2, Part 7, Chapter 1, Article 3 of the Labor Code. Pursuant to Labor Code section 1815, work performed by employees of Contractor in excess of eight hours per day, and 40 hours during any one week shall be permitted upon public work upon compensation for all hours worked in excess of eight hours per day at not less than one and one-half times the basic rate of pay.

10. California Labor Code Sections 1860 and 3700 provide that every employer will be required to secure the payment of compensation to its employees. In accordance with the provisions of California Labor Code Section 1861, Contractor hereby certifies as follows:
“I am aware of the provisions of Section 3700 of the Labor Code which require every employer to be insured against liability for workers’ compensation or to undertake selfinsurance in accordance with the provisions of that code, and I will comply with such provisions before commencing the performance of the work of this contract.”

11. For every subcontractor who will perform work on the project, Contractor shall be responsible for such subcontractor’s compliance with Chapter 1 and Labor Code Sections 1860 and 3700, and Contractor shall include in the written contract between it and each subcontractor a copy of those statutory provisions and a requirement that each subcontractor shall comply with those statutory provisions. Contractor shall be required to take all actions necessary to enforce such contractual provisions and ensure subcontractor’s compliance, including without limitation, conducting a periodic review of the certified payroll records of the subcontractor and upon becoming aware of the failure of the subcontractor to pay his or her workers the specified prevailing rate of wages.

Contractor shall diligently take corrective action to halt or rectify any failure.

12. To the maximum extent permitted by law, Contractor shall indemnify, hold harmless and defend (at Contractor’s expense with counsel reasonably acceptable to the City) the City, its officials, officers, employees, agents and independent contractors serving in the role of City officials, and volunteers from and against any demand or claim for damages, compensation, fines, penalties or other amounts arising out of or incidental to any acts or omissions listed above by any person or entity (including Contractor, its subcontractors, and each of their officials, officers, employees and agents) in connection with any work undertaken or in connection with the Agreement, including without limitation the payment of all consequential damages, attorneys’ fees, and other related costs and expenses. All duties of Contractor under this Section shall survive termination of the Agreement.

Exhibit C

EXHIBIT D
Prior Agreement
AGREEMENT NO. [DS.AGNU]]

MAINTENANCE SERVICES AGREEMENT

FOR STREETLIGHT REPAIR AND MAINTENANCE SERVICES
This Maintenance Services Agreement is made and entered into as of the date last signed below (“Effective Date”) (“Agreement”)
BETWEEN: The CITY OF CHINO HILLS, a California municipal corporation and general law city ("City”), located at 14000 City Center Drive, Chino Hills, CA 91709
AND: TANKO STREETLIGHTING, INC. dba TANKO LIGHTING (“Contractor”), a California Corporation located at 220 Bay Shore Boulevard, San Francisco, CA 94124.

NOW, THEREFORE, in consideration of the mutual covenants and conditions set forth herein, the parties agree as follows:

1. TERM AND SCOPE OF SERVICES.

1.1 Contractor agrees to perform the services set forth in EXHIBIT A "SCOPE OF SERVICES/PROPOSAL", attached hereto and incorporated into this Agreement by reference. Contractor will, in a workmanlike manner, furnish all of the labor, technical, administrative, professional and other personnel, all supplies and materials, equipment, printing, vehicles, transportation, office space and facilities, and all tests, testing and analyses, calculation, and all other means whatsoever, except as herein otherwise expressly specified to be furnished by City, necessary or proper to perform and complete the work and provide the services required of Contractor by this Agreement.

1.2 The term of this Agreement shall commence on July 1, 2024 and shall terminate on June 30, 2029. This Agreement may be terminated with or without cause immediately upon written notice by City or by Contractor upon providing written notice at least 30 days before the effective termination. In the event of such termination, Contractor shall be compensated for non-disputed fees under the terms of this Agreement up to the date of termination.

1.3 Contractor shall not be compensated for any services rendered in connection with its performance of this Agreement which are in addition to those set forth herein or listed in Exhibit A, unless such additional services are authorized in advance and in writing by the City Manager. Contractor shall be compensated for any additional services in the amounts and in the manner as agreed to by the City Manager and Contractor at the time City's written authorization is given to Contractor for the performance of said services.

1.4 Contractor shall keep itself informed of applicable local, state, and federal laws and regulations which may affect those employed by it or in any way affect the performance of its services pursuant to this Agreement. Contractor shall observe and comply with all such laws and regulations. The City, its officers, employees, and volunteers shall not be liable at law or in equity as a result of any failure of Contractor to comply with this section.

2. COMPENSATION. Compensation to the Contractor will be made as set forth in EXHIBIT B (“COMPENSATION”), attached hereto and incorporated into this Agreement. Total compensation shall not exceed $2,100,000.00. Payments may take up to 45 days after receipt DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 A2024-089
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of each invoice as to all undisputed fees. If the City disputes any of the Contractor’s fees, it shall give written notice to Contractor within 30 days of receipt of an invoice of any disputed fees set forth on the invoice.

3. BUSINESS LICENSE. If required by the Chino Hills Municipal Code, Contractor must obtain a valid business license for doing business with the City of Chino Hills prior to performing services under this Agreement.

4. INSURANCE. Prior to commencing work, Contractor must provide the insurance required below. The Contractor shall provide certificates and required endorsements to the City as evidence of the insurance coverage required herein. Contractor's insurance coverage must be primary insurance and/or primary source of recovery with respect to City, its elected and appointed officers, agents, officials, employees, and volunteers with respect to all claims, losses or liability arising directly or indirectly from the Contractor's operations or Service provided to the City. Any insurance or self-insurance maintained by City, its officers, officials, employees, and volunteers shall be in excess of the Contractor's insurance and shall not contribute with it. Coverage must have the policy limits described below and be provided by an insurance carrier with A.M. Best's Insurance Guide Rating of A- or higher, and Financial Size Category Class of VII or larger. Said policies must also require a written 30 day notice of cancellation to the City of Chino Hills, City Clerk, at the following address: 14000 City Center Drive, Chino Hills, CA 91709. All insurance coverage maintained or procured pursuant to this Agreement must be endorsed to waive subrogation against the City, its elected or appointed officers, agents, officials, employees, and volunteers or must specifically allow Contractor or others providing insurance evidence in compliance with these specifications to waive their right of recovery prior to a loss. The Contractor hereby waives its own right of recovery against the City and shall require similar written express waivers and insurance clauses from each of its subcontractors.

The items checked-off below are mandatory.

Comprehensive General Liability: Contractor must maintain commercial general liability insurance with coverage at least as broad as Insurance Services Offices form CG 00 01, in an amount not less than $2,000,000 per occurrence, $4,000,000 general aggregate, for bodily injury, personal injury, and property damage, including coverage for premises, products and completed operations, independent contractors, personal injury and contractual obligations. The City of Chino Hills, its officers, officials, employees, and volunteers are to be listed as additionally insured.

Workers’ Compensation Insurance: Contractor shall maintain Workers’ Compensation Insurance (Statutory Limits) and Employer’s Liability Insurance (with limits of at least $1,000,000).

Workers’ Compensation Insurance (Self Employed): Contractor certifies that, in the performance of the work for which this Agreement is entered into, will not employ any person in any manner so as to become subject to the Worker’s Compensation Laws of the State of California.

Auto Liability Insurance: Contractor shall maintain automobile insurance at least as broad as Insurance Services Office form CA 00 01 covering bodily injury and property damage for all activities of the Contractor arising out of or in connection with Services to be performed under this Agreement, including coverage for any owned, hired, nonowned, or rented vehicles, in an amount not less than $2,000,000 combined single limit DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 Maintenance Services Agreement Page 3 of 7 Tanko Streetlighting, Inc. dba Tanko Lighting
for each accident. The City of Chino Hills, its officers, officials, employees, and volunteers, are to be listed as additionally insured.

Cyber Liability Insurance: Contractor shall procure and maintain Cyber Liability insurance with limits of $1,000,000 per occurrence/loss, $2,000,000 general aggregate, which shall include the following coverage: (1) Liability arising from the unauthorized release of information for which an entity has the legal obligation to keep private, such as personally identifiable information and protected health information; (2) Network security liability arising from the unauthorized use of, access to, or tampering with computer systems, including hacker or denial of service attacks; (3) Liability arising from the failure of technology products (software and hardware) required under this Agreement to properly perform the intended services; (4) Claims alleging the failure of computer security that result in the transmission of malicious code, deletion, destruction or alteration of data, or the denial of services; (5) Electronic Media Liability arising from personal injury, plagiarism or misappropriation of ideas, domain name infringement or improper deep-thinking or framing, and infringement or violation or intellectual property rights; (6) Liability arising from the rendering, or failure to render, services; (7) Defense costs in regulatory proceedings (state and federal) involving a violation of privacy laws or intellectual property rights; and (8) Crisis management and other expert services. If coverage is maintained on a claims-made basis, Consultant/Contractor shall maintain such coverage for an additional period of three years following termination of the contract.

Pollution Liability Insurance: Coverage shall provide for liability arising out of sudden, accidental, and gradual pollution, and remediation. The policy limit shall be no less than $1,000,000 per claim and in the aggregate. All services performed in this Agreement shall be specifically scheduled on the policy as “covered operations.” The policy shall provide coverage for the remediation of the site in the event of an environmental contamination event arising out of the materials, supplies, products, work, operations, or workmanship.

Commercial Auto or Transportation Pollution Liability Insurance: Coverage shall be in an amount not less than $5,000,000 combined single limit per accident and shall include Pollution Liability (CA9948) and MCS-90 Endorsements. The policy shall provide coverage for transportation of pollutants/contaminants to and from the job site and the hailing of waste from the project site to the final disposal location, including non-owned disposal sites.

Umbrella or Excess Liability Insurance: Should Contractor obtain and maintain an excess liability policy, such policy shall be excess over commercial general liability, automobile liability, and employer’s liability policies. Such policy or policies shall include wording that the excess liability policy follows the terms and conditions of the underlying policies.

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5. ADDITIONAL TERMS AND CONDITIONS.

5.1 GENERALLY. The terms of any proposal referred to in this Agreement are included and made a part of the Agreement only to the extent they specify the services to be provided, the price, and the delivery, and then only to the extent that such terms are consistent with the terms and conditions of this Agreement.

5.2 TIME EXTENSION. City may extend the time for completion if, in City's sole determination, Contractor was delayed because of causes beyond Contractor's control and without Contractor's fault or negligence. In the event of an unreasonable delay caused by City, Contractor's sole remedy is limited to recovering money actually and necessarily expended by Contractor because of the delay; there is no right to recover anticipated profit.

5.3 REMEDIES CUMULATIVE. City’s rights and remedies under this Agreement are not exclusive and are in addition to any rights and remedies provided by law.

5.4 INDEMNIFICATION. Contractor agrees to indemnify and hold City harmless from and against any claim, action, damages, costs (including, without limitation, attorney’s fees), injuries, or liability, arising out of the Agreement, or its performance, regardless of City’s passive negligence, but excepting such loss or damage which is caused by the sole active negligence or willful misconduct of the City. Should City be named in any suit, or should any claim be brought against it by suit or otherwise, whether the same be groundless or not, arising out of this Agreement or its performance, Contractor will defend City (at City’s request and with counsel satisfactory to City) and indemnify City for any judgment rendered against it or any sums paid out in settlement or otherwise.

For purposes of this section “City” includes City’s officers, elected officials, employees, and volunteers. It is expressly understood and agreed that the foregoing provisions will survive termination of this Agreement. The requirements as to the types and limits of insurance coverage to be maintained by Contractor, and any approval of such insurance by City, are not intended to and will not in any manner limit or qualify the liabilities and obligations otherwise assumed by Contractor pursuant to this Agreement, including, without limitation, to the provisions concerning indemnification.

5.5 POLLUTION INDEMNIFICATION. Contractor must defend with counsel reasonably acceptable to the City, indemnify, protect, and hold harmless the City, its officers, officials, employees, and volunteers (hereinafter “Indemnitees”) from and against all claims, damages (including but not limited to special, consequential, natural resources, and punitive damages), injuries, costs, (including without limitation all response, remediation, and removal costs), losses, demands, claims, debts, liens, liabilities, causes of action, suits, legal or administrative proceedings, interest, fines, charges, penalties, attorneys’ fees for the adverse party, and expenses (including without limitation attorneys’ and expert witness fees and costs incurred in connection with defending against any of the foregoing or in enforcing this indemnity), (collectively, “Damages”) of any kind whatsoever paid, incurred or suffered by, or asserted against, the Indemnitees arising from or attributable to the acts or omissions of Contractor, its officers, directors, employees, subsidiaries, or agents, whether or not negligent or otherwise culpable, in connection with or related to the performance of this Agreement, including without limit Damages arising from or attributable to any repair, cleanup, or detoxification, or preparation and implementation of any removal, remedial, response, closure, or other plan (regardless of whether undertaken due to governmental action) DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 Maintenance Services Agreement Page 5 of 7 Tanko Streetlighting, Inc. dba Tanko Lighting
concerning any Pollutant, Contaminant, Hazardous Substance, Hazardous Waste, Household Hazardous Waste, Solid Waste, or other waste that Contractor has generated, collected, stored, transported, or disposed, arising out of or in connection with Contractor's performance of work. The foregoing indemnity is intended to operate as an agreement pursuant to Section 107(e) of the Comprehensive Environmental Response, Compensation and Liability Act (“CERCLA”), 42 U.S.C. § 9607(e); Resource Conservation and Recovery Act (“RCRA”), 42 U.S.C. §§ 6901 et seq.; and California Health and Safety Code Section 25364, to defend, protect, hold harmless, and indemnify the Indemnitees from liability. This provision is in addition to all other provisions in this Agreement and will survive the end of the term of this Agreement. The liability of the Contractor is not limited to the limits of the policies of insurance provided.

5.6 WARRANTY. Contractor agrees that the Agreement is covered by the most favorable commercial warranties the Contractor gives to any customer for the same or substantially similar services, or such other more favorable warranties as is specified in this Agreement. Warranties will be effective notwithstanding any inspection or acceptance of the work by City.

5.7 ASSIGNMENT. Except as to any payment due under this Agreement, Contractor may not assign or subcontract any part of the Agreement without City’s written approval.

Should City give consent, it will not relieve Contractor from any obligations under this Agreement and any transferee or subcontractor will be considered Contractor’s agent.

5.8 PERMITS. Contractor must procure all necessary permits and licenses, and abide by all federal, state, and local laws, in the performance of this Agreement.

5.9 INDEPENDENT CONTRACTOR. City and Contractor agree that Contractor will act as an independent contractor and will have control of all work and the manner in which is it performed. Contractor will be free to contract for similar services to be performed for other employers while under contract with City. Contractor is not an agent or employee of City and is not entitled to participate in any pension plan, insurance, bonus, or similar benefits City provides for its employees. Any provision in this Agreement that may appear to give City the right to direct Contractor as to the details of doing the work or to exercise a measure of control over the work means that Contractor will follow the direction of the City as to end results of the work only.

5.10 COMPLIANCE WITH STATE LABOR CODE/PREVAILING WAGE. CONTRACTOR acknowledges that this project is a “public work” as defined in Division 2, Part 7, Chapter 1 (commencing with Section 1720) of the California Labor Code (“Chapter 1”), and that CONTRACTOR must comply with Chapter 1 and the regulations promulgated by the Department of Industrial Relations pursuant thereto (8 California Code of Regulations § 16000, et seq.) as though fully set forth herein.

5.10.1 Pursuant to Labor Code § 1720, and as specified in 8 California Code of Regulations § 16000, CONTRACTOR must pay its workers prevailing wages.

It is CONTRACTOR’s responsibility to interpret and implement any prevailing wage requirements and CONTRACTOR agrees to pay any penalty or civil damages resulting from a violation of the prevailing wage laws.

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5.10.2 In accordance with Labor Code § 1773.2, copies of the prevailing rate of per diem wages are available upon request from CITY’s Engineering Division or the website for State of California Prevailing wage determination at http://www.dir.ca.gov/DLSR/PWD. CONTRACTOR must post a copy of the prevailing rate of per diem wages at the job site.

5.10.3 CITY directs CONTRACTOR’s attention to Labor Code §§ 1777.5, 1777.6 and 3080.5 concerning the employment of apprentices by CONTRACTOR or any subcontractor. CONTRACTOR and any subcontractor must comply with Labor Code §§ 1777.5 and 1777.6 in the employment of apprentices.

5.10.4 For every subcontractor that will perform work on the project, CONTRACTOR shall be responsible for such subcontractor’s compliance with Chapter 1 and Labor Code Sections 1860 and 3700, and CONTRACTOR shall include in the written contract between it and each subcontractor a copy of those statutory provisions and a requirement that each subcontractor shall comply with those statutory provisions. CONTRACTOR shall be required to take all actions necessary to enforce such contractual provisions and ensure subcontractor’s compliance, including, without limitation, conducting a periodic review of the certified payroll records of the subcontractor and diligently taking corrective action upon becoming aware of the failure of the subcontractor to pay its workers the specified prevailing rate of wages.

5.10.5 CONTRACTOR and its subcontractors must keep an accurate certified payroll records showing the name, occupation, and the actual per diem wages paid to each worker employed in connection with this Agreement. The record will be kept open at all reasonable hours to the inspection of the body awarding the contract and to the Division of Labor Law Enforcement. If requested by CITY, CONTRACTOR must provide copies of the records at its cost.

5.10.6 CONTRACTOR and its subcontractors must be registered and remain registered with the California Department of Industrial Relations (DIR) throughout the term of this Agreement in accordance with the California Labor Code, including Labor Code Section 1771.1, and any successor or replacement provision thereto.

5.11 LEGAL HOURS OF WORK. Eight hours of labor shall constitute a legal day’s work for all workers employed in the execution of this Agreement, and CONTRACTOR and any subcontractor under it shall comply with and be governed by the laws of the State of California having to do with working hours set forth in Division 2, Part 7, Chapter 1, Article 3 of the Labor Code of the State of California as amended. CONTRACTOR shall forfeit, as a penalty to City, $25.00 for each laborer, worker or mechanic employed in the execution of the Agreement, by him or any subcontractor under it, upon any of the work hereinabove mentioned, for each calendar day during which the laborer, worker or mechanic is required or permitted to labor more than eight hours in any one calendar day and 40 hours in any one calendar week in violation of the Labor Code. Pursuant to Labor Code section 1815, work performed by employees of CONTRACTOR in excess of eight hours per day, and 40 hours during any one week, shall be permitted upon public work upon compensation for all hours worked in excess of eight hours per day at not less than 1.5 times the basic rate of pay.

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5.12 WAIVER. City’s review or acceptance of, or payment for, work product prepared by Contractor under this Agreement will not be construed to operate as a waiver of any rights City may have under this Agreement or of any cause of action arising from Contractor’s performance. A waiver by City of any breach of any term, covenant, or condition contained in this Agreement will not be deemed to be a waiver of any subsequent breach of the same or any other term, covenant, or condition contained in this Agreement, whether of the same or different character.

5.13 INTERPRETATION/EFFECT OF CONFLICT. This Agreement was drafted in, and will be construed in accordance with, the laws of the State of California, and exclusive venue for any action involving this agreement will be in San Bernardino County. In interpreting this Agreement, the main body of this Agreement takes precedence over the attached exhibits and supersedes any conflicting provisions in the exhibits. In the event of any inconsistency between the exhibits, the terms of Exhibit B (Compensation) shall take precedence over the terms of Exhibit A (Scope of Services/Proposal).

5.14 SEVERABLE. If any portion of this Agreement is declared by a court of competent jurisdiction to be invalid or unenforceable, then such portion will be deemed modified to the extent necessary in the opinion of the court to render such portion enforceable and, as so modified, such portion and the balance of this Agreement will continue in full force and effect.

5.15 ENTIRE AGREEMENT. This Agreement and its exhibits constitute the sole agreement between Contractor and City respecting provision of the services contemplated herein.

5.16 AUTHORIZED SIGNATORY: The person signing this Agreement on behalf of Contractor warrants that he/she is duly authorized to do so and to bind Contractor hereto.

6. NOTICES. Any notices which either party may desire to give to the other party under this Agreement must be in writing and may be given either by (i) personal delivery, (ii) delivery by a reputable document delivery service, such as, but not limited to, Federal Express, which provides a receipt showing date and time of delivery, or (iii) mailing in the United States Mail, certified mail, postage prepaid, return receipt requested, addressed to the address of the party as set forth below or at any other address as that party may later designate by notice. All notices, demands, requests or approvals from Contractor to City shall be addressed to City at: City of Chino Hills, Attn: City Clerk, 14000 City Center Drive, Chino Hills, CA 91709 and emailed to [email protected]. All notices, demands, requests or approvals from City to Contractor shall be addressed to Contractor at the contact information provided on the signature page of this Agreement.

7. FORM OF AGREEMENT; EXECUTION IN COUNTERPARTS. This Agreement may be executed in duplicate originals, each of which is deemed to be an original, and may be executed in counterparts. Electronically signed copies of this Agreement utilizing technology which conforms to the requirements in both Government Code Section 16.5 and 2 California Code of Regulations Section 22003 shall legally bind the parties to the same extent as original documents.

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IN WITNESS WHEREOF, the parties hereto have executed this Agreement as of the last date signed below.

CITY OF CHINO HILLS
[DS.MAYOR.SIG]
Cynthia Moran
Mayor
TANKO STREETLIGHTING, INC dba

TANKO LIGHTING
[DS.VEN1.SIG]
(Signature)
ATTEST:
[DS.VEN1.NAME]
(Printed Name/Title)
[DS.CC.SIG]
Cheryl Balz
City Clerk
[DS.VEN1.DATE]
(Date)
[DS.CC.DATE]
(Date)
APPROVED AS TO FORM:
[DS.ATTNY.SIG]
Mark D. Hensley
City Attorney
DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 Jason Tanko
4/30/2024
5/30/2024

EXHIBIT A

SCOPE OF SERVICES
Project scope shall include, but are not necessarily limited to, those items noted below.

1. Streetlights
For the purpose of this contract, “Streetlights” shall be understood to mean the complete pole and mast arm assembly, luminary, including lamp, reflector, refractor, leads, contacts, socket, and housing, and in addition thereto, the ballast, photocells, the wiring within, and any aerial wiring between poles, including underground wiring for park lights. There are approximately 5,558 such lights in the City, including park lights. Park lights will be collectively referred to as streetlights. (See Attachment No. 1 – Park Facility Lights for a facility list that includes the various pole types.)

2. Contractor’s Response for Routine Maintenance
Within 48 business hours of notification by the City, contractor shall diagnose the source of a malfunction within said light or lighting system and/or series circuits. If the malfunction is due to any of the above-mentioned components, the contractor shall immediately repair or replace the malfunctioning component. The contractor shall remove all debris associated with maintenance activities. If the Contractor discovers that the inoperability of a streetlight is due to the lack of sufficient voltage, or other related issues concerning electricity delivery; the Contractor shall be responsible for reporting such failures to SCE and providing the necessary follow up until resolution is made.

3. Contractor’s Response for Emergency Service Calls
When an emergency arises, the City will notify the Contractor directly. The Contractor shall respond and be at the location within two hours following the notification of a street light failure (typically a knockdown) from a City of Chino Hills representative.

It is understood and agreed that a failure on a part of the Contractor to respond within two hours to any emergency service call as provided will cause the City to suffer an unascertainable amount of damage. Therefore, the contract will stipulate that the Contractor will pay to the City, not as a penalty but as liquidated damages, the amount of $100 per hour. The time for such liquidated damages shall commence from the first hour after the previously mentioned response time. The total amount of liquidated damages will be totaled and deducted from the invoice payment.

In the event of a knockdown, the contractor shall remove all debris associated with the knockdown and safely isolate the electrical feed. The Contractor shall isolate the electrical feed in a manner that prevents “readily accessible” (per the current version of the California Electrical Code) access from the general public.

The following business day after a knockdown, the contractor shall provide the City detailed notes of their response, corrective actions, and a plan and timeline for replacement. All knockdowns that occur shall be invoiced separately so the City can properly seek appropriate restitution from the responsible party.

Over the term of this contract, the City expects multiple small-cell installments to occur.

The Contractor will be notified when these changes happen so the maintenance may be updated.

DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 - Outage maintenance will remain the responsibility of the Contractor. - Emergency knockdowns will be the primary responsibility of the respective cell service provider. In the event the cell provider is unresponsive, the Contractor will be required to respond. Contractor shall retain any small-cell equipment for later pickup by the cell carrier.
- These poles will typically be powered by an adjacent meter pedestal which the contractor can access to turn off power. If the pedestal is damaged, then the contractor will need to coordinate with SCE to make the area safe, as typical with any metered installation. The City will bill the respective cell carrier if our maintenance contractor ever needs to respond to these issues.

4. Traffic Control
The Contractor shall provide safe and continuous passage for pedestrian and vehicular traffic at all times. All warning lights, signs, flares, barricades, delineators, detours, and other facilities for the sole convenience and direction of public traffic shall be furnished and maintained by the Contractor. All traffic control shall conform to, and be placed in accordance with, the current Work Area Traffic Control Handbook (WATCH), and CA MUTCD. Flashing arrow board(s) shall be furnished and maintained as directed by the City. When work is completed, all traffic control signs, barricades, delineators, etc., shall be removed from the site.

5. Inventory
The Contractor shall procure, manage, and maintain a sufficient stock of light heads, mast arms, photo cells, poles and pole tags. Proposals shall include the contractor’s strategy for managing the inventory.

The proposed materials include:
• *Ameron 1C123 Street light Poles
• *Ameron 1C128 Street light Poles
• *Ameron: 4 foot, 6 foot, 8 foot, single and double mast arms. • Philips Lumec 81-watt fixtures in type 3 configuration (RFM-80W48LED3K-G2- R3M-UNV-DMG-API-RCD7-GY3)
• Philips Lumec 54-watt fixtures in type 3 configuration (RFM-55W32LED3K-G2- R2M-UNV-DMG-API-RCD8-GY3)
• Philips Lumec 24-watt fixtures in type 2 and 4 configurations (RFS-25W16LED3KG2-R2M-UNV-DMG-API-RCD7-GY3) (RFS-25W16LED3K-G2-4-UNV-DMG-APIRCD7-GY3) • Torc Long Life 7 Pin Photocells
• Pole Tags
• Various poles and heads for park lights (See Attachment No. 1 – Park Facility Lights)
*Substitutions shall be preapproved by the City and meet the minimum standards achieved by Ameron poles.

DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00

6. Materials and Response
The Contractor shall have or establish, within 90 days of award of contract, adequate shop and storage facilities within a 30-mile radius to the intersection of Chino Hills Parkway and Pipeline Avenue. The facility shall house the necessary staff and equipment for the lighting maintenance program as described in this document.

The Contractor shall maintain a primary contact telephone number and two backup telephone numbers during the entire term of the contract where a designated representative can be reached 24 hours a day, 365 days a year.

The Contractor shall also maintain and provide direct phone numbers and email addresses of various pertinent staff/employees with which the City can maintain regular and direct contact regarding billing, estimating, service calls, status reports, scheduling, testing, and other related issues.

7. Warranty Services
During the warranty period for any street lighting component, the Contractor shall be responsible for making contact between the equipment manufacturer, distributor, the installing contractor, and the City regarding any required service determined to be under warranty. The current Philips fixtures have a 10-year warranty from the manufacturer. The Contractor shall notify the City of any undue delays in response due to the manufacturer or installing contractor and provide details of each incident. Contractor shall clearly describe in their proposal their methodology for managing warranty claims.

8. Lighting Upgrades, Modifications, and Installations
The Contractor shall install, modify, and/or upgrade streetlights and all associated hardware or traffic safety devices as requested by the City. All such work shall be considered extra work and shall be performed to the satisfaction of the City.

No additional or extra work shall be commenced or undertaken by the Contractor unless authorized in advance in writing by the City. Said authorization is a condition precedent to the Contractor’s entitlement to reimbursement or remuneration for such services. This work shall be performed within an agreed upon time limit established by the City and for a mutually agreed upon price. The City shall retain discretionary right to perform any additional work through the use of City forces, by negotiated agreement, or to advertise such work for construction by others.

9. Inspections
The Contractor shall propose their methodology for conducting evening inspections of the streetlights. At the City’s discretion, the City may opt to have the contractor perform night audits on the City’s arterials and commercial areas twice per year. The City requests that the Contractor provide a distinguished price for this service in order to quantify the impact of any future changes to inspection frequency.

10. Database Management
The City will expect the Contractor to maintain its own GIS database for all streetlights.

The raw data for this database will be turned over to the Contractor via geodatabase or shapefile. The database shall be updated monthly, by the fifth day of the month, and DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 include details of all services provided to reported outages, emergency knockdowns, warranty claims, small cell conversions, and relocations.

Any new data points must accurately represent the location of the streetlight within one foot. A GPS device rated for the desired accuracy must be used, for example EOS or Trimble. Standardized data entry protocols shall be established to ensure consistency across all data points. Regular data validation and quality control checks shall be performed to ensure accuracy. Comprehensive measures aimed at preventing data loss, corruption, or unauthorized access should be implemented for data integrity and security.

Upon the end of, or termination of the contract, all updated data shall be provided to the City in geodatabase format.

11. Meetings
The Contractor and any of its staff shall be available to meet, monthly, or as necessary, with City staff at a mutually agreed upon time and place to review maintenance activities, operational and timing activities, pending work, estimates, work quality, and any items related to the Contractor’s work under the contract. Virtual meetings are acceptable.

12. Invoices
The Contractor shall submit an invoice for each month of routine maintenance. Invoices for additional work must be separate from routine maintenance. Invoices for additional work must be line itemed by each individual pole and/or funding zone. All knockdowns that occur shall be invoiced separately. A summary of invoices related to a knockdown shall be provided, as the City will be seeking restitution from the responsible party.

13. License Requirements
Contractor shall possess and maintain C-10 – Electrical Contractors License.

DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00

EXHIBIT B

COMPENSATION
Rates are valid through June 30, 2025. Subsequent years will be increased based on the U.S.

Bureau of Labor Statistics Consumer Price Index for the Riverside Area July 12-month period for the preceding 12-months period. (per, Riverside-San Bernardino-Ontario, CA, CPI-U 2 month and 12-month percent changes, all items index, not seasonally adjusted).

DocuSign Envelope ID: DB3BA5B8-0069-47FA-AB50-B6CA421B1A00 Exhibit E

EXHIBIT E

PAYMENT BOND
(LABOR AND MATERIALS)
Bond No. __________
KNOW ALL PERSONS BY THESE PRESENTS that:

WHEREAS the City of PICO RIVERA (“Public Agency”), State of California, has awarded to
(“Principal”)
(Name and address of Contractor)
a contract (the “Contract”) for the Work described as follows:

PROJECT DESCRIPTION
WHEREAS, under the terms of the Contract, the Principal is required before entering upon the performance of the work, to file a good and sufficient payment bond with the City to secure the claims to which reference is made in Title 3 (commencing with Section 9000) of Part 6 of Division 4 of the Civil Code.

NOW, THEREFORE, we, the undersigned Principal, and
(Name and address of Surety)
(“Surety”) a duly admitted surety insurer under the laws of the State of California, as Surety, are held and firmly bound unto the City and all contractors, subcontractors, laborers, material suppliers, and other persons employed in the performance of the Contract and referred to in Title 3 (commencing with Section 9000) of Part 6 of Division 4 of the Civil Code in the penal sum of ___________________ ($___________), for materials furnished or labor thereon of any kind, or for amounts due under the Unemployment Insurance Act with respect to this work or labor, that the surety will pay the same in an amount not exceeding the amount hereinabove set forth, and also in case suit is brought upon this bond, will pay, in addition to the face amount thereof, costs and reasonable expenses and fees, including reasonable attorneys’ fees, incurred by City in successfully enforcing this obligation, to be awarded and fixed by the court, and to be taxed as costs and to be included in the judgment therein rendered.

It is hereby expressly stipulated and agreed that this Bond shall inure to the benefit of any and all persons, companies, and corporations entitled to file claims under Title 3 (commencing with Section 9000) of Part 6 of Division 4 of the Civil Code, so as to give a right of action to them or their assigns in any suit brought upon this Bond.

Exhibit E

Upon expiration of the time within which the California Labor Commissioner may serve a civil wage and penalty assessment against the principal, any of its subcontractors, or both the principal and its subcontractors pursuant to Labor Code Section 1741, and upon expiration of the time within which a joint labor management committee may commence an action against the principal, any of its subcontractors, or both the principal and its subcontractors pursuant to Labor Code Section 1771.2, if the condition of this Bond be fully performed, then this obligation shall become null and void, otherwise it shall be and remain in full force and effect.

The Surety hereby stipulates and agrees that no change, extension of time, alteration, or addition to the terms of the Contract or the specifications accompanying the same shall in any manner affect its obligations on this Bond, and it does hereby waive notice of any such change, extension, alteration, or addition.

IN WITNESS WHEREOF, two identical counterparts of this instrument, each of which shall for all purposes be deemed an original hereof, have been duly executed by Principal and Surety, on the date set forth below, the name of each corporate party being hereto affixed and these presents duly signed by its undersigned representative(s) pursuant to authority of its governing body.

Dated:
“Principal”
By:

Its:
“Surety”
By:

Its:
(Seal) (Seal)
Note: This Bond must be executed in duplicate and dated, all signatures must be notarized, and evidence of the authority of any person signing as attorney-in-fact must be attached. IF CONTRACTOR IS A PARTNERSHIP, ALL PARTNERS MUST EXECUTE BOND. DATE OF BOND MUST NOT BE PRIOR TO DATE OF CONTRACT. Surety companies executing Bonds must appear on the Treasury Department’s most current list (Circular 570 as amended) and be authorized to transact business in the State where the project is located.

Enclosure 2
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7b
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REQUEST FOR PROPOSALS

STREETLIGHT REPAIR AND MAINTENANCE

PROPOSALS MUST BE RECEIVED BY
2:00 PM ON THURSDAY, APRIL 4, 2024
City of Chino Hills
14000 City Center Drive
Chino Hills, CA 91709
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City of Chino Hills
Request for Proposals
Streetlight Repair and Maintenance
Date: February 29, 2024
Department: Public Works
Project Name: Streetlight Repair and Maintenance
Proposal Due Date: Thursday, April 4, 2024 Time: 2:00 P.M.

Proposals must be submitted to:

City of Chino Hills
City Clerk’s Office
Attn: Alexis DalPont
14000 City Center Drive
Chino Hills, CA 91709
Due Date and Delivery
Proposals must be for the entire scope of services outlined in this RFP. Incomplete proposals will not be considered. The proposer must submit a package clearly marked on the outside as “Proposal for Streetlight Repair and Maintenance” to the City Clerk’s Office. The package must contain the following:

Four (4) bound copies and one (1) electronic copy (flash drive is preferred method, emails not accepted) of the proposal;
One (1) original and three (3) copies of the cost proposal in a separate sealed envelope clearly marked “Sealed Cost Proposal”; and
A signed W-9.

Proposals must be received by the City Clerk’s Office no later than 2:00 p.m. Thursday, April 4, 2024. Submissions received after this deadline will be rejected. Submissions by facsimile or electronic mail will not be accepted.
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City of Chino Hills

STREETLIGHT REPAIR AND MAINTENANCE RFP
1 A. General Information
The City of Chino Hills (“City”) invites your organization to submit a written proposal to provide streetlight repair and maintenance services. The successful vendor will be awarded a contract for a five-year period. The proposal must clearly demonstrate how your organization would best satisfy the requirements of the City. This written Request for Proposal (RFP) states the scope of the City’s requirements and specifies the general rules for preparing the proposal.

There is no expressed or implied obligation for the City to reimburse responding contractors for any expenses incurred in preparing proposals in response to this request. Materials submitted by respondents are subject to public inspection under the California Public Records Act (Government Code Sec. 6250 et seq.), unless exempt.

B. Description of the Government
The City of Chino Hills is a General Law City in the State of California and is located in the Southwestern portion of San Bernardino County. The City was incorporated on December 1, 1991, and operates under a council-manager form of government. The City is a community consisting of approximately 45 square miles with an estimated population of 77,601. The City operates as a “contract city” utilizing contracts with other government entities, private firms and individuals to provide many traditional municipal services to the community. Contracted services include police, city attorney, animal control, and refuse collection.

C. Background
The City of Chino Hills owns and operates approximately 4,928 streetlights that were originally acquired from Southern California Edison (SCE) and 630 park lights. The streetlights were acquired under the LS2-B rate structure and maintenance responsibility.

D. Addendum
The City may modify, clarify or interpret the RFP by issuing an Addendum. Addendums to the RFP will be published and distributed through the City’s website. All addenda shall become a part of the RFP document requiring acknowledgment by the proposer.

E. Questions
Please direct any questions or concerns to Alexis DalPont at [email protected] by 5:00 p.m. on Thursday, March 14, 2024. Only questions with “STREETLIGHT REPAIR AND MAINTENANCE RFP” in the subject line will be accepted. Answers to submitted questions will be posted on the City’s website.
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STREETLIGHT REPAIR AND MAINTENANCE RFP
2 F. Evaluation and Selection
Proposals will be evaluated on the basis of the response to all provisions of this RFP.

Since this solicitation is an RFP as opposed to a Bid, pricing alone will not constitute the entire selection criteria. The City may use some or all of the following criteria and corresponding percentages in its evaluation and comparison of proposals submitted.

The criteria below are not necessarily an all-inclusive list. The order in which they appear is not intended to indicate their relative importance. The City reserves the right to modify the evaluation criteria and points as deemed appropriate prior to the commencement of evaluation.

POTENTIAL PROPOSAL EVALUATION CRITERIA

EVALUATION CRITERIA POINTS
Qualifications/Related Experience/References 25
Thoroughness and Understanding of the Project 25
Timeline and Available Resources 25
Cost of Services 25
Subtotal 100
Interview/Demo (Optional and TBD) 25
Total Points 125
The City reserves the right to reject any or all proposals, to request additional information concerning any proposal for purposes of clarification, to accept or negotiate any modification to any proposal following the deadline for receipt of all proposals, and to waive any irregularities if such would serve the best interests of the City as determined by the City. The City may cancel this solicitation at any time. All proposals shall comply with current-federal, state, and other laws relative thereto. The City is not liable for any costs incurred by the Proposer before entering into a formal contract. Costs for developing the proposal or any other such expenses incurred by the Proposer in responding to the RFP, are entirely the responsibility of the Proposer, and shall not be reimbursed in any manner by the City. No reimbursable cost may be incurred in anticipation of award.

Submission of a proposal indicates acceptance by the contractor of the conditions contained in this Request for Proposal and attached agreement unless clearly and specifically noted in the proposal submitted and confirmed in the agreement between the City and the contractor selected.
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City of Chino Hills

STREETLIGHT REPAIR AND MAINTENANCE RFP
3 The following is a tentative schedule of this entire RFP process. While the City will attempt to apply the necessary resources to maintain this schedule, the following dates are merely projections and the City reserves the right to modify this schedule as needed to accommodate the completion of this RFP process. The following is a tentative timeline for the evaluation and RFP selection procedure.

TENTATIVE PROJECT SCHEDULE
RFP Published February 29, 2024
Questions from Contractors Due March 14, 2024
Questions and Answers Posted March 21, 2024
Proposals Due April 4, 2024
Initial Review of Proposals by Panel April 16, 2024
Interviews/Demo April 30, 2024
Anticipated Contract Award May 28, 2024
G. Scope of Services
The following Scope of Work is desired by the City. The proposal must address how the Contractor will deliver the indicated services. Project tasks shall include, but are not necessarily limited to, those items noted below. If the contractor believes that additional tasks are warranted, they must be clearly identified in the contractor’s proposal as an “Add Alternate”.

1. Streetlights
For the purpose of this contract, “Streetlights” shall be understood to mean the complete pole and mast arm assembly, luminary, including lamp, reflector, refractor, leads, contacts, socket, and housing, and in addition thereto, the ballast, photocells, the wiring within, and any aerial wiring between poles, including underground wiring for park lights. There are approximately 5,558 such lights in the City, including park lights. Park lights will be collectively referred to as streetlights. (See Attachment No. 1 – Park Facility Lights for a facility list that includes the various pole types.)

2. Contractor’s Response for Routine Maintenance
Within 48 business hours of notification by the City, contractor shall diagnose the source of a malfunction within said light or lighting system and/or series circuits. If the malfunction is due to any of the above-mentioned components, the contractor shall immediately repair or replace the malfunctioning component. The contractor shall remove all debris associated with maintenance activities. If the Contractor discovers that the inoperability of a streetlight is due to the lack of sufficient voltage, or other related issues concerning electricity delivery; the Contractor shall be responsible for reporting such failures to SCE and providing the necessary follow up until resolution is made. 7 of 28
City of Chino Hills

STREETLIGHT REPAIR AND MAINTENANCE RFP
4 3. Contractor’s Response for Emergency Service Calls
When an emergency arises, the City will notify the Contractor directly. The Contractor shall respond and be at the location within two hours following the notification of a street light failure (typically a knockdown) from a City of Chino Hills representative.

It is understood and agreed that a failure on a part of the Contractor to respond within two hours to any emergency service call as provided will cause the City to suffer an unascertainable amount of damage. Therefore, the contract will stipulate that the Contractor will pay to the City, not as a penalty but as liquidated damages, the amount of $100 per hour. The time for such liquidated damages shall commence from the first hour after the previously mentioned response time. The total amount of liquidated damages will be totaled and deducted from the invoice payment.

In the event of a knockdown, the contractor shall remove all debris associated with the knockdown and safely isolate the electrical feed. The Contractor shall isolate the electrical feed in a manner that prevents “readily accessible” (per the current version of the California Electrical Code) access from the general public.

The following business day after a knockdown, the contractor shall provide the City detailed notes of their response, corrective actions, and a plan and timeline for replacement. All knockdowns that occur shall be invoiced separately so the City can properly seek appropriate restitution from the responsible party.

Over the term of this contract, the City expects multiple small-cell installments to occur.

The Contractor will be notified when these changes happen so the maintenance may be updated.
- Outage maintenance will remain the responsibility of the Contractor. - Emergency knockdowns will be the primary responsibility of the respective cell service provider. In the event the cell provider is unresponsive, the Contractor will be required to respond. Contractor shall retain any small-cell equipment for later pickup by the cell carrier.

4. Traffic Control
The Contractor shall provide safe and continuous passage for pedestrian and vehicular traffic at all times. All warning lights, signs, flares, barricades, delineators, detours, and other facilities for the sole convenience and direction of public traffic shall be furnished and maintained by the Contractor. All traffic control shall conform to, and be placed in accordance with, the current Work Area Traffic Control Handbook (WATCH), and CA MUTCD. Flashing arrow board(s) shall be furnished and maintained as directed by the City. When work is completed, all traffic control signs, barricades, delineators, etc., shall be removed from the site.
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STREETLIGHT REPAIR AND MAINTENANCE RFP
5 5. Inventory
The Contractor shall procure, manage, and maintain a sufficient stock of light heads, mast arms, photo cells, poles and pole tags. Proposals shall include the contractor’s strategy for managing the inventory.

The proposed materials include:
*Ameron 1C123 Street light Poles
*Ameron 1C128 Street light Poles
*Ameron: 4 foot, 6 foot, 8 foot, single and double mast arms.

Philips Lumec 81-watt fixtures in type 3 configuration (RFM-80W48LED3K-G2- R3M-UNV-DMG-API-RCD7-GY3)
Philips Lumec 54-watt fixtures in type 3 configuration (RFM-55W32LED3K-G2- R2M-UNV-DMG-API-RCD8-GY3)
Philips Lumec 24-watt fixtures in type 2 and 4 configurations (RFS-25W16LED3KG2-R2M-UNV-DMG-API-RCD7-GY3) (RFS-25W16LED3K-G2-4-UNV-DMG-APIRCD7-GY3) Torc Long Life 7 Pin Photocells
Pole Tags
Various poles and heads for park lights (See Attachment No. 1 – Park Facility Lights)
*Substitutions shall be preapproved by the City and meet the minimum standards achieved by Ameron poles.

6. Materials and Response
The Contractor shall have or establish, within 90 days of award of contract, adequate shop and storage facilities within a 30-mile radius to the intersection of Chino Hills Parkway and Pipeline Avenue. The facility shall house the necessary staff and equipment for the lighting maintenance program as described in this document.

The Contractor shall maintain a primary contact telephone number and two backup telephone numbers during the entire term of the contract where a designated representative can be reached 24 hours a day, 365 days a year.

The Contractor shall also maintain and provide direct phone numbers and email addresses of various pertinent staff/employees with which the City can maintain regular and direct contact regarding billing, estimating, service calls, status reports, scheduling, testing, and other related issues.
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STREETLIGHT REPAIR AND MAINTENANCE RFP
6 7. Warranty Services
During the warranty period for any street lighting component, the Contractor shall be responsible for making contact between the equipment manufacturer, distributor, the installing contractor, and the City regarding any required service determined to be under warranty. The current Philips fixtures have a 10-year warranty from the manufacturer. The Contractor shall notify the City of any undue delays in response due to the manufacturer or installing contractor and provide details of each incident. Contractor shall clearly describe in their proposal their methodology for managing warranty claims.

8. Lighting Upgrades, Modifications, and Installations
The Contractor shall install, modify, and/or upgrade streetlights and all associated hardware or traffic safety devices as requested by the City. All such work shall be considered extra work and shall be performed to the satisfaction of the City.

No additional or extra work shall be commenced or undertaken by the Contractor unless authorized in advance in writing by the City. Said authorization is a condition precedent to the Contractor’s entitlement to reimbursement or remuneration for such services. This work shall be performed within an agreed upon time limit established by the City and for a mutually agreed upon price. The City shall retain discretionary right to perform any additional work through the use of City forces, by negotiated agreement, or to advertise such work for construction by others.

9. Inspections
The Contractor shall propose their methodology for conducting evening inspections of the streetlights. At the City’s discretion, the City may opt to have the contractor perform night audits on the City’s arterials and commercial areas twice per year. The City requests that the Contractor provide a distinguished price for this service in order to quantify the impact of any future changes to inspection frequency.

10. Database Management
The City will expect the Contractor to maintain a GIS database for all streetlights. The raw data for this database will be turned over to the Contractor via geodatabase or shapefile.

The database shall be updated monthly, by the fifth day of the month, and include details of all services provided to reported outages, emergency knockdowns, warranty claims, small cell conversions, and relocations.

Any new data points must accurately represent the location of the streetlight within one foot. A GPS device rated for the desired accuracy must be used, for example EOS or Trimble. Standardized data entry protocols shall be established to ensure consistency across all data points. Regular data validation and quality control checks shall be performed to ensure accuracy. Comprehensive measures aimed at preventing data loss, corruption, or unauthorized access should be implemented for data integrity and security.

Upon the end of, or termination of the contract, all updated data shall be provided to the City in geodatabase format.
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STREETLIGHT REPAIR AND MAINTENANCE RFP
7 11. Meetings
The Contractor and any of its staff shall be available to meet, monthly, or as necessary, with City staff at a mutually agreed upon time and place to review maintenance activities, operational and timing activities, pending work, estimates, work quality, and any items related to the Contractor’s work under the contract.

12. Invoices
The Contractor shall submit an invoice for each month of routine maintenance. Invoices for additional work must be separate from routine maintenance. Invoices for additional work must be line itemed by each individual pole and/or funding zone. All knockdowns that occur shall be invoiced separately. A summary of invoices related to a knockdown shall be provided, as the City will be seeking restitution from the responsible party.

13. License Requirements
Contractor shall possess and maintain C-10 – Electrical Contractors License.

H. Technical Proposal Format
The proposal submitted for this project must follow the outline described below and must address all requested information.

1. Title Page

2. Table of Contents

3. Cover Letter
The Cover Letter shall be addressed to Daniel Bobadilla, P.E., Public Works Director/City Engineer and at minimum, must contain the following:
a. Identification of contractor, including name, address, and telephone number. b. Name, title, address, email address, and telephone number of contact person during period of proposal evaluation.
c. Statement to the effect that the proposal shall remain valid for a period of not less than 120 calendar days from the date of submittal.
d. Signature of a person authorized to bind the contractor to the terms of the proposal. e. California Secretary of State business entity number. f. If a corporation, the resolution illustrating who can sign contracts.

4. Introduction/Approach
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STREETLIGHT REPAIR AND MAINTENANCE RFP
8 In a brief narrative, describe the proposed solution by setting forth the overall approach and plans to meet the requirements of the RFP. The intent of this narrative is to convey to the City that the contractor understands the objective of the requested service, the nature of the work, and the level of effort necessary to successfully provide the defined services.

The narrative must stipulate how the contractor’s approach and plans to provide the services are appropriate to the tasks involved.

Provide general information about the contractor, including size of the organization, location of offices, years in business, organizational chart, state of incorporation, names of owners and principal parties, and a statement of qualifications for performing the requested services. Include a statement indicating what differentiates your firm from other vendors.

5. Experience
Provide a summary of the vendor’s qualifications and prior experience in providing the requested services. This section must include specific and detailed descriptions of similar projects performed, project results, client name and year completed.

6. Project Overview
Provide a narrative description of the project based on the scope of services presented in the RFP along with a detailed work plan. Include any issues that you believe will require special consideration for this project. Also identify any unique approaches or strengths you may have related to this project.

7. Detailed Work Plan
Respond to all requirements defined in the scope of services. Include the steps needed to complete all tasks and any recommended additions to the list of tasks. Also document assumptions used in development of the work tasks including assistance needed from City staff and required hardware and software. If any of the requirements cannot be supported, provide a recommendation for an alternative approach.

8. Project Team
Identify the project team, including proposed sub-contractors, and provide brief resumes for key staff assigned to the engagement. Identify the geographic locations of the vendor and key personnel.

9. Project Schedule
Include a documented timeline for the completion of the project.

10. Quality Control
Provide a detailed description and/or examples of the contractor’s quality control procedures that ensures all work products delivered to the City (i.e., drafts and final versions) are of high-quality, accurate and have been thoroughly reviewed prior to delivery to the City.
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STREETLIGHT REPAIR AND MAINTENANCE RFP
9 11. References
Provide a complete list of other local governmental entities in California utilizing your streetlight repair and maintenance services over the past five (5) years. Provide at least three (3) references, past and present, using the same service being proposed and indicate the scope of services, date, name, email address, and telephone number of the client contact.

12. Required Statements
a. A written statement by the contractor that all federal laws and regulations shall be adhered to notwithstanding any state or local laws and regulations. In case of conflict between federal, state, or local laws or regulations, the strictest shall be adhered to. b. A written statement by the contractor shall allow all authorized federal, state, county, and City officials access to place of work, books, documents, papers, fiscal records, payroll materials, and other relevant contract records pertinent to this project. All relevant records shall be retained for at least three (3) years. c. A written statement that the contractor will not discriminate illegally against any employee or applicant for employment pursuant to applicable law. d. A written statement that the contractor shall comply with the California Labor Code and, if applicable, the Federal Labor Standards Act and implementing regulations, Federal Prevailing Wage Determinations and State of California Prevailing Wage Rates.

13. Agreement for Maintenance Services
The City has provided a copy of the Agreement for Maintenance Services. Please review this agreement and provide the City with a written statement of the contractor’s willingness to accept the terms of the agreement. Please specifically identify each and every term of the agreement which the contractor is unwilling to accept and the reason therefore (See Attachment No. 2).

I. Cost Proposal
The cost proposal must be submitted separately in a “sealed envelope” and include the following:
a. A pricing schedule for all services being offered by the contractor. 13 of 28
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STREETLIGHT REPAIR AND MAINTENANCE RFP
10 J. Administrative Elements

1. The contractor must assign a responsible representative and an alternate to perform the assigned tasks. Both staff members must be identified in the proposal. The contractor’s representative will be responsible for all duties from contract negotiations through project completion. If the primary representative is unable to continue with the project, then the alternate representative will become the primary representative. Any other changes in responsible representative must be approved, in advance, by the City. The City will have the right to reject other proposed changes in personnel and may consider any other changes in responsible personnel a breach of contract.

2. The contractor shall provide all necessary personnel, instruments, equipment, and materials to perform the described services.

3. The City reserves the right to accept or reject any or all proposals or to waive any defects or irregularities in the proposals or selection process.

K. Insurance
Within three (3) business days of successful selection, the contractor must provide the City with Certificates of Insurance providing coverage as outlined in the Agreement for Maintenance Services naming the City, its agents, and officers as additional insureds by written endorsement.

L. Business License
The successful contractor(s) and any sub-contractors are required to obtain a City Business License prior to award of contract, and to maintain the license for the entire term of the Agreement.

The Business License is not a prerequisite for submission of a proposal.

M. Subcontracting
The contractor may utilize the services of specialty subcontractors on those parts of the work that, under normal contracting practices, are performed by specialty subcontractors. Unless a specific subcontractor is listed by the contractor, the contractor is representing to the City that the contractor has all appropriate licenses, certifications, and registrations to perform the work hereunder.

After submission of the proposal, the contractor shall not award work to any unlisted subcontractor(s) without prior written approval from the City. The contractor shall be fully responsible to the City for the performance of his/her subcontractors and of persons either directly or indirectly employed by them.

Nothing contained herein shall create any contractual relation between any subcontractor and the City.
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STREETLIGHT REPAIR AND MAINTENANCE RFP
11 N. Public Information
All materials received in response to this RFP will become public information and be available for inspection after the award of bid pursuant to the Public Records Act. The City reserves the right to retain all proposals submitted, whether or not the proposal was selected or judged to be responsive.

O. Attachments
Attachment No. 1 – Park Facility Lights
Attachment No. 2 – Maintenance Agreement
Attachment No. 3 – Cost Proposal
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Park Facility Lights
Facility
Number Facility Name Use Number ofPoles
Pole
Height
Base Pole
Diameter Pole Material Heads onPole Head Shape Bolt Pattern Base Plate Above or BelowConcrete Pole Base
Height
2 Alterra Park Walkway 13 12' 16' 4'' Round Steel 1 Pumpkin 6 3/4'' o.c.

Square
Above Concrete+ Below
Concrete At Grade
2 Alterra Park Parking Lot 3 16' 4'' Round Steel 1 Pumpkin 6 3/4'' o.c.

Square
Above Concrete+ Below
Concrete At Grade
5 Butterfield Park Walkway 5 13'6'' 4'' Square Steel 1 Pumpkin 7 3/4'' o.c.

Square Above Concrete At Grade
11 Cinnamon Park Walkway 15 10' 3'' Round Streel 1 Pumpkin Above Concrete 4'' 8 Community Park Walkway 59 12' 4'' Tapered Steel 1 Bell Above Concrete At Grade 8 Community Park Parking Lot 30 25' 5 1/2'' Tapered Steel 1 Bell 6 3/4'' o.c.

Square Above Concrete 30''
8 Community Park Parking Lot 13 25' 5 1/2'' Tapered Steel 2 Bell 6 3/4'' o.c.

Square Above Concrete 30''
8 Community Park Walkway 5 12' 4 '' Tapered Steel 2 Bell 6 3/4'' o.c.

Square Above Concrete At Grade
18 Covington Park Play Area 1 16' 4" Round Steel 1
Tiltable
Rectangular Below Concrete 12"
19 South Crossroads Park Parking Lot 1 16' 4'' Round Steel 1 Pumpkin Below Concrete Below
Grade
19 South Crossroads Park Parking Lot 2 20' 4'' Square Steel 1 Box Below Concrete 30'' 19 South Crossroads Park Walkway 9 16' 4'' Round Steel 1 Pumpkin Below Concrete Below Slab 20 Danbury
Park/Trail
Sidewalk
Bollard Lights 62 42'' 11'' Concrete Bollard Above Concrete 12'' 21 English Springs
Park Walkway 27 18' 5'' Round Steel 1 Pumpkin
6 1/2'' o.c.

Square Above Concrete 0 28''
21 English Springs
Park Parking Lot 2 18' 5'' Round Steel 1 Pumpkin
6 1/2'' o.c.

Square Above Concrete 28''
21 English Springs
Park Parking Lot 4 18' 4 '' Round Steel 1 Pumpkin
6 1/2'' o.c.

Square Above Concrete At Grade
21 English Springs
Park Walkway 1 18' 4'' Round Steel 1 Pumpkin
6 1/2'' o.c.

Square Above Concrete 0 28''
23 Fairfield Ranch
Park
Walkway
Poles 2 14' 7'' Tapered Concrete 1 Pumpkin Below Concrete At Grade 23 Fairfield Ranch
Park
Walkway
Bollard Lights 11 42'' 11'' Concrete At Grade
25 Glenmeade Park Walkway 9 25' 7 1/2" Tapered Steel 1 Box Below Concrete 6" 1 of 3
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Park Facility Lights
26 Grand Avenue
Park Walkway 38 16' 4 1/2" Round Aluminum 1 Pumpkin
5 1/2'' o.c.

Square Above Concrete At Grade
26 Grand Avenue
Park Parking Lot 6 25' 5'' Round Steel 4 Round Above Concrete 30'' 26 Grand Avenue
Park Parking Lot 2 25' 5'' Round Steel 2 Round Above Concrete 30'' 26 Grand Avenue
Park Tennis Courts 4 30' 6'' Square Steel 1 Box
8 1/2'' o.c.

Square Above Concrete At Grade
26 Grand Avenue
Park Tennis Courts 2 30' 6'' Square Steel 2 Box
8 1/2'' o.c.

Square Above Concrete At Grade
28 Hidden Hills
Park Parking Lot 10 14' 4'' Round Aluminum 1 Pumpkin
6 3/4'' o.c.

Square Above Concrete 28''
17 Hope for the
Hills Park Walkway 19 12' 3'' Round Steel 1 Pumpkin
5 1/2'' o.c.

Square Above Concrete 0'' 12''
17 Hope for the
Hills Park Parking Lot 4 12' 4'' Square Steel 1 Box
5 1/2'' o.c.

Square Above Concrete 24''
17 Hope for the
Hills Park Tennis Courts 8 22' 4'' Square Steel 1 Box
7 1/2 o.c.

Square Above Concrete 4'' 4'
17 Hope for the
Hills Park Tennis Courts 8 22' 4'' Square Steel 2 Box
7 3/4'' o.c
Square Above Concrete 2' 4'
31 Hunters Hill
Park Walkway 19
8' (with
Light) 6'' Round Aluminum 1 Pumpkin
6 3/4'' o.c.

Square Above Concrete At Grade
31 Hunters Hill
Park Parking Lot 3 20' 4'' Square Aluminum 1 Box
7 1/2'' o.c.

Square Above Concrete 24''
26 Musco Poles 13
76 Los Serranos
Park Walkway 28 12' 4'' Aluminum 1 Bell
10 1/2" o.c.

Square Above Concrete At Grade
38 Mystic Canyon
Park Walkway 6 13' 4'' Square Steel 1 Pumpkin Below Concrete Below Slab 39 Oakridge Park Walkway 3 15' 4" Round Steel 1 Pumpkin 6 1/4'' o.c.

Square Above Concrete At Grade
39 Oakridge Park Parking Lot 2 16' 4" Square Steel 1 Box 5 5/8" o.c.

Square Above Concrete 32"
55 Overlook Park Walkway 12 14' 4'' Round Steel 1 Bell
6 1/2'' o.c.

Square Above Concrete 0'' 12''
55 Overlook Park Parking Lot 4 14' 4'' Round Steel 1 Bell 6 1/2'' o.c.

Square Above Concrete 0'' 12''
75 Pinehurst Park Walkway 45 12' 4'' Round Steel 1 Bell Below Concrete 75 Pinehurst Park Parking Lot 9 20' 5'' Round Steel 1 Bell 7 3/4''
Square Above Concrete 32''
41 Rincon Park Walkway 4 15' 4" Round Steel 1 Pumpkin Below Concrete At Grade 2 of 3
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City of Chino Hills
Park Facility Lights
45 Sunset Park Walkway 3 20' 4" Square Steel 1 Box Below Concrete At Grade 45 Sunset Park Parking Lot 4 20' 4" Square Steel 1 Box Below Concrete At Grade 46 Sycamore Glen
Park Walkway 3 18' 4'' Round Steel 1 Pumpkin
6 1/2'' o.c.

Square Above Concrete 6'' 12''
47 Terrace Park Walkway 10 18' 5'' Round Steel 1 Pumpkin 7 3/4'' o.c
Square Above Concrete 3''
48 Torrey Pines
Park Walkway 2 15' 4 1/2 " Round Steel 1 Pumpkin Below Concrete At Grade 73 Vellano Park Walkway 12 14' 4" Round Steel 1 Bell
6 1/2'' o.c.

Square Above Concrete 0'' 24''
73 Vellano Park Parking Lot 5 18' 4 " Round Steel 1 Bell 6 1/2'' o.c.

Square Above Concrete 24''
73 Vellano Park Tennis Courts 8 25' Aluminum 1 Box
19 North Veterans Park Walkway 17 16' 4'' Round Steel 1 Pumpkin Below Concrete Below Slab 19 North Veterans Park Parking Lot 2 20' 4'' Square Steel 2 Box Below Concrete 32'' 19 North Veterans Park Parking Lot 2 20' 4'' Square Steel 1 Box Below Concrete 32'' 74 Vila Borba Park Walkway 36 20' 4'' Round Steel 1 Bell 74 Vila Borba Park Parking Lot 2 20' 4'' Round Steel 1 Bell Above Concrete 32'' 629
3 of 3
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1 9
AGREEMENT NO. [DS.AGNU]

MAINTENANCE AGREEMENT

BRIEF PROJECT DESCRIPTION

1. CONSIDERATION

2. TERM

3. SCOPE OF SERVICES SCOPE OF SERVICES
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2 9

4. PREVAILING WAGES
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3 9

5. FAMILIARITY WITH WORK

6. INSURANCE

FAMILIARITY WITH WORK

INSURANCE
21 of 28
4 9
22 of 28
5 9

7. TIME FOR PERFORMANCE

8. TERMINATION

9. INDEMNIFICATION INDEMNIFICATION
23 of 28
6 9

10. INDEPENDENT CONTRACTOR

11. NOTICES NOTICES
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7 9

12. TAXPAYER IDENTIFICATION NUMBER

13. BUSINESS LICENSE

14. 15. WAIVER

16. SEVERABLE

TAXPAYER IDENTIFICATION NUMBER

15. WAIVER
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8 9

17. CAPTIONS

18. INTERPRETATION

19. AUTHORITY/MODIFICATION

20. EFFECT OF CONFLICT

21. FORCE MAJEURE

22. ENTIRE AGREEMENT

23. CONSISTENCY

EFFECT OF CONFLICT

FORCE MAJEURE

22. ENTIRE AGREEMENT
26 of 28
9 9
24 EXECUTION IN COUNTERPARTS; ELECTRONIC SIGNATURES.

IN WITNESS WHEREOF

CITY OF CHINO HILLS
[DS.MAYOR.SIG]
Cynthia Moran
Mayor
(INSERT COMPANY NAME HERE)
[DS.VEN1.SIG]
(Signature)
ATTEST:
[DS.VEN1.NAME]
(Printed Name/Title)
[DS.CC.SIG]
Cheryl Balz
City Clerk
[DS.VEN1.DATE]
(Date)
[DS.CC.DATE]
(Date)
[DS.VEN2.SIG]
(Signature)
APPROVED AS TO FORM: [DS.VEN2.NAME]
(Printed Name/Title)
[DS.ATTNY.SIG]
Mark D. Hensley
City Attorney
[DS.VEN2.DATE]
(Date)
EXECUTION IN COUNTERPARTS; ELECTRONIC SIGNATURES.
(INSERT COMPANY NAME HERE)
[DS.VEN1.SIG]
(Signature)
[DS.VEN1.NAME]
[DS.CC.SIG]
Cheryl Balz
City Clerk
[DS.CC.DATE]
(Date)
APPROVED AS TO FORM:
[DS.ATTNY.SIG]
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City of Chino Hills
Streetlight Repair and Maintenance
Cost Proposal
UNIT
Initial Setup PER EACH
Ongoing Management PER MONTH
Monthly Streetlight Maintenance
Monthly Park Light Maintenance
Evening Streetlight Inspections
Streetlight Maintenance Worker PER HOUR PER HOUR PER HOUR

PER HOUR PER HOUR PER HOUR

PER HOUR PER HOUR PER HOUR
Markup on Material %

SCHEDULE OF LABOR RATES

STRAIGHT TIME OVERTIME HOLIDAY

ONGOING MAINTENANCE

ESTIMATED QUANTITY COST UNIT
4,928 PER EACH LIGHT FIXTURE
630 PER EACH LIGHT FIXTURE

MATERIAL MARKUP

GIS MAP AND DATABASE
COST
5,558 PER EACH LIGHT FIXTURE

28 of 28
www.tankolighting.com
220 Bayshore Blvd | San Francisco, CA 94124 | P 415.254.7579 | F 415.822.3626 February 13, 2025
City of Pico Rivera
6615 Passons Blvd
Pico Rivera, CA 90660
RE: Piggybacking Chino Hills Streetlight Maintenance Contract To Whom it May Concern:

Tanko Lighting hereby allows the City of Pico Rivera, CA to piggyback on the Chino Hills, CA Maintenance Services Agreement for Streetlight Repair and Maintenance Services, Agreement NO. A2024-089.

Please note that the contracted hourly labor rates for the City of Pico Rivera will remain the same for another three years and possible two, one-year extensions, utilizing the rates outlined in the piggybacked City of Chino Hills agreement.

Please reach out with any questions or concerns.

Regards,
Jason Tanko
Chief Executive Officer
415.254.7579
[email protected]
Enclosure 3

7c
To: Mayor and City Council
From: City Manager
Meeting Date: March 11, 2025
Subject: AGREEMENT WITH TURBO DATA SYSTEMS, INC. FOR

ADMINISTRATIVE AND PARKING CITATION

PROCESSING AND SOFTWARE MAINTENANCE

SERVICES
Recommendation:

1. Award a Professional Services Agreement to Turbo Data Systems, Inc. for administrative and parking citation processing and software maintenance services, in the amount not-to-exceed $195,000 over three (3) years, with two (2) one-year extensions of $65,000 per year at the City Manager’s discretion;

2. Authorize the City Manager to execute agreement in a form approved by the City Attorney; and

3. Authorize the City Manager or his designee to approve change orders in an amount not-to-exceed 15% of the total agreement, as needed for unforeseen services.

Fiscal Impact:

Sufficient funding is available in the FY 2024-25 Adopted Budget, within the General Fund (Account No. 100.30.3045-54500 Contracted Services). The contract amount is $27,295 for the remainder of the fiscal year and $167,705 is projected over the next three-year period.

Background:

In October 2017, the City entered into an agreement with Turbo Data Systems, Inc. (TDS) to provide administrative and parking citations processing and software maintenance services. Citations are electronically submitted to TDS, which collects fines, issues delinquent notices, and generates reports used by city staff. Services for parking citations include real-time DMV registration status checks, as required by the 8 CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025 AGREEMENT WITH TURBO DATA SYSTEMS, INC. FOR ADMINISTRATIVE AND

PARKIGN CITATION PROCESSING AND SOFTWARE MAINTENANCE SERVICES

California Vehicle Code for improper registration stickers, verification of Disabled Person Parking Placards, and sending scofflaw courtesy notices to individuals with unpaid citations. The agreement also covers annual maintenance costs.

The City has been satisfied with the services provided by Turbo Data Systems (FY 2024-2025). The current contract expired on October 31, 2024, and the City issued the Request for Proposals in September 2024 to ensure continuity of services.

Discussion:

On September 19, 2024, the City released a RFP through PlanetBids with the following schedule:
• Release of RFP September 19, 2024
• Deadline for Written Questions October 3, 2024
• Proposals Due October 31, 2024
The City received proposals from two (2) consultants in response to the City’s RFP:
• Data Ticket. Inc.
• Turbo Data Systems, Inc.

A two-person evaluation team independently evaluated the two (2) qualified proposals.

The proposals were evaluated using the following criteria:
• Overall responsiveness of the submittal (15 points)
• Proposer’s Capabilities and experience (25 points)
• Relevant experience (20 points)
• Cost/Fees (15 points)
• Customer service (10 points)
• Quality of performance (15 points)
The evaluation team ranked the consultants as follows (Out of total points of 100):

Ranking Consultant Score (100 points max)
1 Turbo Data Systems, Inc. 92
2 Data Ticket 86
Since 1985, Turbo Data Systems, Inc. has been a leading provider of citation processing services in California, serving over 150 municipalities and colleges. TDS handles parking citations for a wide range of customers, issuing between 500 and CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025
AGREEMENT WITH TURBO DATA SYSTEMS, INC. FOR ADMINISTRATIVE AND

PARKIGN CITATION PROCESSING AND SOFTWARE MAINTENANCE SERVICES

250,000 citations annually. All citations are processed in accordance with the California Vehicle Code and Municipal Code.

The evaluation team found the TDS proposal comprehensive and meeting all the desired qualities of the department and parking division. Furthermore, the evaluation team included parking staff who have worked with TDS principles in the past and found them knowledgeable and well versed with industry standards. The demonstrated competence and proficiency of the TDS team underscores their ability to provide exceptional service to the department and parking division.

The agreement with TDS is estimated at $195,000 over three (3) years and $325,000 for five (5) years if the City decides to execute the two (2) one-year extensions for the services outlined in the RFP.

TDS has been providing essential services for administrative and parking citations processing and software maintenance services to the City since 2017. They have consistently met the City’s needs and demonstrated reliability in fulfilling requests.

Although TDS was the highest-scoring consultant, their proven track record of excellent reliability with our previous services leads us to recommend continuing our partnership with them, eliminating the need to seek another provider.

Conclusion:

Staff recommends that the City Council award a Professional Service Agreement to Turbo Data Systems, Inc. for the processing of administrative and parking citations processing and software maintenance services over three (3) years, with two (2) oneyear extensions at the City Manager’s discretion.

Steve Carmona
SC:AB:LR:ca
Enclosure: 1) Professional Services Agreement
AGREEMENT NO. _______

PROFESSIONAL SERVICES AGREEMENT

BETWEEN THE CITY OF PICO RIVERA AND
TURBO DATA SYSTEMS, INC.

1. IDENTIFICATION
THIS PROFESSIONAL SERVICES AGREEMENT (“Agreement”) is entered into by and between the City of Pico Rivera, a California municipal corporation (“City”) and Turbo Data Systems, Inc., (“Consultant”). City and Consultant are sometimes hereinafter individually referred to as a “Party” and collectively referred to as “Parties.”

2. RECITALS

2.1 City has determined that it requires professional services from a consultant to provide Processing of Parking Citations, Administrative Citations, and Software Maintenance Services.

2.2 Consultant represents that it is fully qualified to perform such professional services by virtue of its experience and the training, education and expertise of its principals and employees. Consultant further represents that it is willing to accept responsibility for performing such services in accordance with the terms and conditions set forth in this Agreement.

NOW, THEREFORE, for and in consideration of the performance by the Parties of the mutual covenants and conditions herein contained, the Parties hereto agree as follows:

3. DEFINITIONS

3.1 “Scope of Services”: Such professional services as are set forth in the Consultant’s October 31, 2024 proposal to City attached hereto as Exhibit “A” and incorporated herein by this reference.

3.2 “Approved Fee Schedule”: Such compensation rates as are set forth in the Consultant’s October 31, 2024 proposal to City attached hereto as Exhibit “B.”

3.3 “Commencement Date”: March 1, 2025

3.4 “Expiration Date”: March 1, 2028

4. TERM
The term of this Agreement shall commence at 12:00 a.m. on the Commencement Date and shall expire at 11:59 p.m. on the Expiration Date unless extended by written agreement of the Parties or terminated in accordance with Section 22 below.

ENCLOSURE 1
8a
Professional Services Agreement
TURBO DATA SYSTEMS, INC.

5. CONSULTANT’S SERVICES

5.1 Consultant shall perform the services identified in the Scope of Services. City shall have the right to request, in writing, changes in the Scope of Services. Any such changes mutually agreed upon by the Parties, and any corresponding increase or decrease in compensation, shall be incorporated by written amendment to this Agreement. In no event shall the total compensation and costs payable to Consultant under this Agreement exceed the sum of Sixty-Five Thousand Dollars ($65,000) per fiscal year unless specifically approved in advance, in writing, by City.

5.2 Consultant shall perform all work to the highest professional standards of Consultant’s profession and in a manner reasonably satisfactory to City.

6. COMPENSATION

6.1 City agrees to compensate Consultant for the services provided under this Agreement, and Consultant agrees to accept in full satisfaction for such services, payment in accordance with the Approved Fee Schedule.

6.2 Consultant shall submit to City an invoice, on a monthly basis or less frequently, for the services performed pursuant to this Agreement. Each invoice shall itemize the services rendered during the billing period and the amount due. Within ten (10) business days of receipt of each invoice, City shall notify Consultant in writing of any disputed amounts included on the invoice. Within thirty (30) calendar days of receipt of each invoice, City shall pay all undisputed amounts included on the invoice. City shall not withhold applicable taxes or other authorized deductions from payments made to Consultant.

6.3 Payments for any services requested in writing by City and not included in the Scope of Services shall be made to Consultant by City on a time-and-materials basis using Consultant’s standard fee schedule. Fees for such additional services shall be paid within sixty (60) days of the date Consultant issues an invoice to City for such services.

7. BUSINESS LICENSE
Consultant shall obtain a City business license prior to commencing performance under this Agreement.

8. COMPLIANCE WITH LAWS
Consultant shall keep informed of State, Federal and Local laws, ordinances, codes and regulations that in any manner affect those employed by it or in any way affect the performance of its services pursuant to this Agreement. The Consultant shall at all times comply with such laws, ordinances, codes and regulations. Without limiting the Professional Services Agreement
TURBO DATA SYSTEMS, INC.

generality of the foregoing, if Consultant is an out-of-state corporation or LLC, it must be qualified and registered to do business in the State of California pursuant to sections 2105 and 17708.02 of the California Corporations Code. The City, its officers and employees shall not be liable at law or in equity occasioned by failure of Consultant to comply with this Section.

9. CONFLICT OF INTEREST
Consultant covenants that it presently has no interest and shall not acquire any interest, direct or indirect, which may be affected by the services to be performed by Consultant under this Agreement, or which would conflict in any manner with the performance of its services hereunder. During the term of this Agreement, Consultant shall not perform any work for another person or entity for whom Consultant was not working at the Commencement Date if both: (i) such work would require Consultant to abstain from a decision under this Agreement pursuant to a conflict of interest statute; and (ii) City has not consented in writing prior to Consultant’s performance of such work.

10. PERSONNEL
Consultant represents that it has, or will secure at its own expense, all personnel required to perform the services identified in the Scope of Services. All such services shall be performed by Consultant or under its supervision, and all personnel engaged in the work shall be qualified to perform such services. Consultant reserves the right to determine the assignment of its own employees to the performance of Consultant’s services under this Agreement, but City reserves the right, for good cause, to require Consultant to exclude any employee from performing services on City’s premises.

Roberta J. Rosen, President shall be Consultant’s project administrator and shall have direct responsibility for management of Consultant’s performance under this Agreement.

No change shall be made in Consultant’s project administrator without City’s prior written consent.

11. OWNERSHIP OF WRITTEN PRODUCTS
All reports, documents or other written material (“written products”) developed by Consultant in the performance of this Agreement shall be and remain the property of City without restriction or limitation upon its use or dissemination by City. Consultant may take and retain copies of such written products as desired, but no such written products shall be the subject of a copyright application by Consultant. If any state, federal, or local law requires mandatory copyright protection for Consultant’s work product, City shall comply with such laws to the extent feasible.

12. INDEPENDENT CONSULTANT

12.1 Consultant is, and shall at all times remain as to City, a wholly independent Professional Services Agreement
TURBO DATA SYSTEMS, INC.

consultant. Consultant shall have no power to incur any debt, obligation, or liability on behalf of City or otherwise to act on behalf of City as an agent. Neither City nor any of its officers, employees or agents shall have control over the conduct of Consultant or any of Consultant’s employees, except as set forth in this Agreement. Consultant shall not at any time represent that it is, or that any of its agents or employees are, in any manner employees of City.

12.2 The Parties further acknowledge and agree that nothing in this Agreement shall create or be construed to create a partnership, joint venture, employment relationship, joint-employer relationship, or any other relationship between Consultant or Consultant’s employees except as set forth in this Agreement.

12.3 City shall have no direct or indirect control over Consultant’s employees or sub-consultants with respect to wages, hours, and working conditions. In addition, City shall not deduct from the Compensation paid to Consultant any sums required for Social Security, withholding taxes, FICA, state disability insurance or any other federal, state or local tax or charge which may or may not be in effect or hereinafter enacted or required as a charge or withholding on the compensation paid to Consultant, Consultant’s employees or subconsultants. City shall have no responsibility to provide Consultant, its employees or subconsultants with workers’ compensation insurance or any other insurance.

12.4 The Parties further acknowledges the following: (i) that Consultant shall provide the services outlined in the Scope of Services directly to City; (ii) Consultant maintains a business location at the address listed under Section 20 that is separate and distinct from the City; (iii) Consultant contracts with other businesses to provide the same or similar services and maintains a clientele without restriction from the City; (iv) Consultant advertises and holds itself out to the public as available to provide the same or similar services; (v) unless otherwise specified in this Agreement, Consultant provides its own tools, vehicles, and equipment necessary for performing the Scope of Services; (vi) Consultant has proposed and negotiated its own rates; and (vii) consistent with the nature and demands of the project and the City’s business hours, Consultant may set its own hours and location of work.

13. CONFIDENTIALITY
All data, documents, discussion, or other information developed or received by Consultant or provided for performance of this Agreement are deemed confidential and shall not be disclosed by Consultant without prior written consent by City. City shall grant such consent if disclosure is legally required. Upon request, all City data and any copies thereof shall be returned to City upon the termination or expiration of this Agreement.

14. NON-LIABILITY OF CITY OFFICIALS AND EMPLOYEES
Professional Services Agreement
TURBO DATA SYSTEMS, INC.

No official or employee of the City shall be personally liable to Consultant in the event of any default or breach by City, or for any amount which may become due to Consultant.

15. INDEMNIFICATION

15.1 The Parties agree that City, its officers, agents, elected and appointed officials, employees, affiliated public agencies and volunteers should, to the extent permitted by law, be fully protected from any loss, injury, damage, claim, lawsuit, cost, expense, attorneys’ fees, litigation costs, or any other cost arising out of or in any way related to the performance of this Agreement. Accordingly, the provisions of this indemnity provision are intended by the Parties to be interpreted and construed to provide the fullest protection possible under the law to City. Consultant acknowledges that City would not enter into this Agreement in the absence of Consultant’s commitment to indemnify and protect City as set forth herein. Notwithstanding the foregoing, to the extent Consultant's services are subject to Civil Code Section 2782.8, the above indemnity shall be limited, to the extent required by Civil Code Section 2782.8, to claims that arise out of, pertain to, or relate to the negligence, recklessness, or willful misconduct of the Consultant.

15.2 To the full extent permitted by law, Consultant shall indemnify, hold harmless and defend City, its officers, agents, elected and appointed officials, employees, affiliated public agencies and volunteers from and against any and all claims, demands, lawsuits, causes of action, losses, costs or expenses for any damage due to death or injury to any person and injury to any property resulting from or arising out of any alleged intentional, reckless, negligent, or otherwise wrongful acts, errors or omissions of Consultant or any of its officers, employees, servants, agents, or subconsultants in the performance of this Agreement. Such costs and expenses shall include reasonable attorneys’ fees incurred by counsel of City’s choice and expert witness fees and consultant fees. Notwithstanding the foregoing, to the extent Consultant's Services are subject to Civil Code Section 2782.8, the above indemnity shall be limited, to the extent required by Civil Code Section 2782.8, to claims that arise out of, pertain to, or relate to the negligence, recklessness, or willful misconduct of the Consultant.

15.3 City shall have the right to offset against the amount of any compensation due Consultant under this Agreement any amount due City from Consultant as a result of Consultant’s failure to pay City promptly any indemnification arising under this Section 15 or related to Consultant’s failure to either: (i) pay taxes on amounts received pursuant to this Agreement or (ii) comply with applicable workers’ compensation laws.

15.4 The obligations of Consultant under this Section 15 will not be limited by the provisions of any workers’ compensation act or similar act. Consultant expressly waives its statutory immunity under such statutes or laws as to City, its officers, agents, employees and volunteers.

Professional Services Agreement
TURBO DATA SYSTEMS, INC.

15.5 Consultant agrees to obtain executed indemnity agreements with provisions identical to those set forth here in this Section 15 from each and every subconsultant or any other person or entity involved by, for, with or on behalf of Consultant in the performance of this Agreement. In the event Consultant fails to obtain such indemnity obligations from others as required herein, Consultant agrees to be fully responsible and indemnify, hold harmless and defend City, its officers, agents, elected and appointed officials, employees, affiliated public agencies and volunteers from and against any and all claims, demands, lawsuits, causes of action, losses, costs or expenses for any damage due to death or injury to any person and injury to any property resulting from or arising out of any alleged intentional, reckless, negligent, or otherwise wrongful acts, errors or omissions of Consultant’s subconsultants or any other person or entity involved by, for, with or on behalf of Consultant in the performance of this Agreement. Such costs and expenses shall include reasonable attorneys’ fees incurred by counsel of City’s choice and expert witness fees and consultant fees.

15.6 City does not, and shall not, waive any rights that it may possess against Consultant because of the acceptance by City, or the deposit with City, of any insurance policy or certificate required pursuant to this Agreement. This hold harmless and indemnification provision shall apply regardless of whether or not any insurance policies are determined to be applicable to the claim, demand, damage, liability, loss, cost or expense.

15.7 PERS ELIGIBILITY INDEMNITY. In the event that Consultant or any employee, agent, or subconsultant of Consultant providing services under this Agreement claims or is determined by a court of competent jurisdiction or the California Public Employees Retirement System (PERS) to be eligible for enrollment in PERS as an employee of the City, Consultant shall indemnify, defend, and hold harmless City for the payment of any employee and/or employer contributions for PERS benefits on behalf of Consultant or its employees, agents, or subconsultants, as well as for the payment of any penalties and interest on such contributions, which would otherwise be the responsibility of City.

Notwithstanding any other agency, state or federal policy, rule, regulation, law or ordinance to the contrary, Consultant and any of its employees, agents, and subconsultants providing service under this Agreement shall not qualify for or become entitled to, and hereby agree to waive any claims to, any compensation, benefit, or any incident of employment by City, including but not limited to eligibility to enroll in PERS as an employee of City and entitlement to any contribution to be paid by City for employer contribution and/or employee contributions for PERS benefits.

16. INSURANCE
Professional Services Agreement
TURBO DATA SYSTEMS, INC.

16.1 During the term of this Agreement, Consultant shall carry, maintain, and keep in full force and effect insurance against claims for death or injuries to persons or damages to property that may arise from or in connection with Consultant’s performance of this Agreement. Such insurance shall be of the types and in the amounts as set forth below:

16.1.1 Comprehensive general liability, and Umbrella or Excess Liability Insurance covering all operations by or on behalf of Consultant providing insurance for bodily injury liability and property damage liability for the following and including coverage for:

16.1.1.1 Premises, operations, and mobile equipment

16.1.1.2 Products and completed operations

16.1.1.3 Broad form property damage (including completed operations)

16.1.1.4 Explosion, collapse, and underground hazards

16.1.1.5 Personal Injury

16.1.1.6 Contractual liability
in the amount of One Million Dollars ($1,000,000) per occurrence combined single limit; Two Million Dollars ($2,000,000) aggregate for products/completed operation; Two Million Dollars ($2,000,000) general aggregate (General aggregate must apply separately to Consultant’s work under this Agreement.); and Five Million Dollars ($5,000,000) umbrella or excess liability.

16.1.2 Automobile Liability Insurance for owned, hired and non-owned vehicles utilized by Consultant, its employees or subconsultants, in the amount of One Million Dollars ($1,000,000) per accident for bodily injury and property damage.

16.1.3 Worker’s Compensation Insurance as required by the laws of the State of California, with Statutory Limits, and Employer's Liability Insurance with limit of no less than One Million Dollars ($1,000,000) per accident for bodily injury or disease.

16.1.4 Professional Liability Insurance against errors and omissions in the performance of the work under this Agreement with coverage limits of not less than One Million Dollars ($1,000,000) per occurrence of claim/ Two Million Dollars ($2,000,000) in the aggregate.

16.2 Consultant shall require each of its subconsultants, if any, to maintain Professional Services Agreement
TURBO DATA SYSTEMS, INC.

insurance coverage that meets all of the requirements of this Agreement.

16.3 The policy or policies required by this Agreement shall be issued by an insurer admitted in the State of California and with a rating of at least A:VII in the latest edition of Best’s Insurance Guide.

16.4 Consultant agrees that if it does not keep the aforesaid insurance in full force and effect City may either: (i) immediately terminate this Agreement; or (ii) take out the necessary insurance and pay, at Consultant’s expense, the premium thereon.

16.5 At all times during the term of this Agreement, Consultant shall maintain on file with City’s Risk Manager a certificate or certificates of insurance showing that the aforesaid policies are in effect in the required amounts and, for the general liability and automobile liability policies, naming the City as an additional insured. Consultant shall, prior to commencement of work under this Agreement, file with City’s Risk Manager such certificate(s).

16.6 Consultant shall provide proof that policies of insurance required herein expiring during the term of this Agreement have been renewed or replaced with other policies providing at least the same coverage. Consultant shall provide such proof to City at least two weeks prior to the expiration of the coverages.

16.7 The general liability and automobile policies of insurance required by this Agreement shall contain an endorsement naming City, its officers, employees, agents and volunteers as additional insureds. All of the policies required under this Agreement shall contain an endorsement providing that the policies cannot be canceled or reduced except on thirty days’ prior written notice to City. Consultant agrees to require its insurer to modify the certificates of insurance to delete any exculpatory wording stating that failure of the insurer to mail written notice of cancellation imposes no obligation, and to delete the word “endeavor” with regard to any notice provisions.

16.8 The general liability and automobile policies of insurance provided by Consultant shall be primary to any coverage available to City. Any insurance or selfinsurance maintained by City, its officers, employees, agents or volunteers, shall be in excess of Consultant’s insurance and shall not contribute with it.

16.9 All insurance coverage provided pursuant to this Agreement shall not prohibit Consultant, and Consultant’s employees, agents or subconsultants, from waiving the right of subrogation prior to a loss. Consultant hereby waives all rights of subrogation against the City.

16.10 Any deductibles or self-insured retentions must be declared to and approved by the City. At the option of City, Consultant shall either reduce or eliminate the deductibles or self-insured retentions with respect to City, or Consultant shall procure a bond guaranteeing payment of losses and expenses.

Professional Services Agreement
TURBO DATA SYSTEMS, INC.

16.11 Procurement of insurance by Consultant shall not be construed as a limitation of Consultant’s liability or as full performance of Consultant’s duties to indemnify, hold harmless and defend under Section 15 of this Agreement.

16.12 If Consultant maintains broader coverage and/or higher limits than the minimums shown above, the City requires and shall be entitled to the broader coverage and/or the higher limits maintained by the Consultant. Any available insurance proceeds in excess of the specified minimum limits of insurance and coverage shall be available to the City.

17. MUTUAL COOPERATION

17.1 City shall provide Consultant with all pertinent data, documents and other requested information as is reasonably available to City for the proper performance of Consultant’s services under this Agreement.

17.2 In the event any claim or action is brought against City relating to Consultant’s performance in connection with this Agreement, Consultant shall render any reasonable assistance that City may require.

18. RECORDS AND INSPECTIONS
Consultant shall maintain full and accurate records with respect to all matters covered under this Agreement for a period of three years after the expiration or termination of this Agreement. City shall have the right to access and examine such records, without charge, during normal business hours. City shall further have the right to audit such records, to make transcripts therefrom and to inspect all program data, documents, proceedings, and activities.

19. PERMITS AND APPROVALS
Consultant shall obtain, at its sole cost and expense, all permits and regulatory approvals necessary in the performance of this Agreement. This includes, but shall not be limited to, encroachment permits and building and safety permits and inspections.

20. NOTICES
Any notices, bills, invoices, or reports required by this Agreement shall be deemed received on: (i) the day of delivery if delivered by hand, facsimile, email, or overnight courier service during Consultant’s and City’s regular business hours; or (ii) on the third business day following deposit in the United States mail if delivered by mail, postage prepaid, to the addresses listed below (or to such other addresses as the Parties may, from time to time, designate in writing).

Professional Services Agreement
TURBO DATA SYSTEMS, INC.

If to City: If to Consultant:

Steve Carmona, City Manager
City of Pico Rivera
PO Box 1016
6615 Passons Blvd.

Pico Rivera, California 90660-1016
President
Roberta J. Rosen
1551 N Tustin Ave.Suite 950
Santa Ana, CA 92705

With a courtesy copy to:

Arnold M. Alvarez-Glasman, City Attorney
13181 Crossroads Parkway North
Suite 400 - West Tower
City of Industry, CA 91746
Facsimile: (562) 692-2244

21. SURVIVING COVENANTS
The Parties agree that the covenants contained in Sections 13, 15 and Paragraph

17.2 of Section 17, of this Agreement shall survive the expiration or termination of this Agreement.

22. TERMINATION

22.1. City shall have the right to terminate this Agreement for any reason on five (5) calendar days’ written notice to Consultant. Consultant shall have the right to terminate this Agreement for any reason on sixty (60) calendar days’ written notice to City. The effective date of termination shall be upon the date specified in the notice of termination. Consultant agrees that in the event of such termination, City’s obligation to pay Consultant shall be limited to payment only for those services satisfactorily rendered, as solely determined by the City, prior to the effective date of termination. Consultant agrees to cease all work under this Agreement on or before the effective date of any notice of termination. All City data, documents, objects, materials or other tangible things shall be returned to City upon the termination or expiration of this Agreement.

22.2 If City terminates this Agreement due to no fault or failure of performance by Consultant, then Consultant shall be paid based on the work satisfactorily performed, as solely determined by the City, at the time of termination. In no event shall Consultant be entitled to receive more than the amount that would be paid to Consultant for the full performance of the services required by this Agreement.

23. ASSIGNMENT
Professional Services Agreement
TURBO DATA SYSTEMS, INC.

Consultant shall not delegate, transfer, subcontract or assign its duties or rights hereunder, either in whole or in part, without City’s prior written consent, and any attempt to do so shall be void and of no effect. City shall not be obligated or liable under this Agreement to any Party other than Consultant.

24. NON-DISCRIMINATION AND EQUAL EMPLOYMENT OPPORTUNITY

24.1 In the performance of this Agreement, Consultant shall not discriminate against any employee, subconsultant, or employment applicant because of race, color, creed, religion, sex, marital status, national origin, ancestry, age, physical or mental handicap, medical condition or sexual orientation. Consultant will take affirmative action to ensure that subconsultants, employees, and employment applicants are treated without regard to their race, color, creed, religion, sex, marital status, national origin, ancestry, age, physical or mental handicap, medical condition or sexual orientation.

24.2 Consultant will, in all solicitations or advertisements for employees placed by or on behalf of Consultant state either that it is an equal opportunity employer or that all qualified applicants will receive consideration for employment without regard to race, color, creed, religion, sex, marital status, national origin, ancestry, age, physical or mental handicap, medical condition or sexual orientation.

24.3 Consultant will cause the foregoing provisions to be inserted in all subcontracts for any work covered by this Agreement except contracts or subcontracts for standard commercial supplies or raw materials.

25. WARRANTIES

25.1 Each Party has received independent legal advice from its attorneys with respect to the advisability of entering into and executing this Agreement or been provided with an opportunity to receive independent legal advice and has freely and voluntarily waived and relinquished the right to do so. Each Party who has not obtained independent counsel acknowledges that the failure to have independent legal counsel will not excuse such Party’s failure to perform under this Agreement.

25.2 In executing this Agreement, each Party has carefully read this Agreement, knows the contents thereof, and has relied solely on the statements expressly set forth herein and has placed no reliance whatsoever on any statement, representation, or promise of any other party, or any other person or entity, not expressly set forth herein, nor upon the failure of any other party or any other person or entity to make any statement, representation or disclosure of any matter whatsoever.

25.3 It is agreed that each Party has the full right and authority to enter into this Agreement, and that the person executing this Agreement on behalf of either Party has Professional Services Agreement
TURBO DATA SYSTEMS, INC.

the full right and authority to fully commit and bind such Party to the provisions of this Agreement.

26. CAPTIONS

26.1 The captions appearing at the commencement of the sections hereof, and in any paragraph thereof, are descriptive only and for convenience in reference to this Agreement. Should there be any conflict between such heading, and the section or paragraph thereof at the head of which it appears, the section or paragraph thereof, as the case may be, and not such heading, shall control and govern in the construction of this Agreement.

26.2 Masculine or feminine pronouns shall be substituted for the neuter form and vice versa, and the plural shall be substituted for the singular form and vice versa, in any place or places herein in which the context requires such substitution(s).

27. NON-WAIVER

27.1 The waiver by City or Consultant of any breach of any term, covenant or condition herein contained shall not be deemed to be a waiver of such term, covenant or condition or of any subsequent breach of the same or any other term, covenant or condition herein contained. In no event shall the making by City of any payment to Consultant constitute or be construed as a waiver by City of any breach of covenant, or any default which may then exist on the part of Consultant, and the making of any such payment by City shall in no way impair or prejudice any right or remedy available to City with regard to such breach or default. No term, covenant or condition of this Agreement shall be deemed to have been waived by City or Consultant unless in writing.

27.2 Each right, power and remedy provided for herein or now or hereafter existing at law, in equity, by statute, or otherwise shall be cumulative and shall be in addition to every other right, power, or remedy provided for herein or now or hereafter existing at law, in equity, by statute, or otherwise. The exercise, the commencement of the exercise, or the forbearance of the exercise by any Party of any one or more of such rights, powers or remedies shall not preclude the simultaneous or later exercise by such Party of any of all of such other rights, powers or remedies.

27.3 Consultant shall not be liable for any failure to perform if Consultant presents acceptable evidence, in City’s sole judgment, that such failure was due to causes beyond the control and without the fault or negligence of Consultant.

28. COURT COSTS AND ATTORNEY FEES
In the event legal action shall be necessary to enforce any term, covenant or condition herein contained, the Party prevailing in such action, whether reduced to Professional Services Agreement
TURBO DATA SYSTEMS, INC.

judgment or not, shall be entitled to its reasonable court costs, including accountants’ fees and expert witness fees, if any, and attorneys’ fees expended in such action. The venue for any litigation shall be Los Angeles County, California.

29. SEVERABILITY
If any term or provision of this Agreement or the application thereof to any person or circumstance shall, to any extent, be invalid or unenforceable, then such term or provision shall be amended to, and solely to, the extent necessary to cure such invalidity or unenforceability, and in its amended form shall be enforceable. In such event, the remainder of this Agreement, or the application of such term or provision to persons or circumstances other than those as to which it is held invalid or unenforceable, shall not be affected thereby, and each term and provision of this Agreement shall be valid and be enforced to the fullest extent permitted by law.

30. GOVERNING LAW
This Agreement shall be governed and construed in accordance with the laws of the State of California.

31. COUNTERPARTS
This Agreement may be signed in any one or more counterparts all of which taken together shall be but one and the same Agreement. Any signed copy of this Agreement or of any other document or agreement referred to herein, or copy or counterpart thereof, delivered by facsimile or email transmission, shall for all purposes be treated as if it were delivered containing an original manual signature of the Party whose signature appears in the facsimile or email and shall be binding upon such Party in the same manner as though an originally signed copy had been delivered.

32. ENTIRE AGREEMENT
All documents referenced as exhibits in this Agreement are hereby incorporated in this Agreement. In the event of any material discrepancy between the express provisions of this Agreement and the provisions of any document incorporated herein by reference, the provisions of this Agreement shall prevail. This instrument contains the entire Agreement between City and Consultant with respect to the transactions contemplated herein. No other prior oral or written agreements are binding upon the Parties.

Amendments hereto or deviations herefrom shall be effective and binding only if made in writing and executed by City and Consultant.
[Signatures on the following page]
Professional Services Agreement
TURBO DATA SYSTEMS, INC.

TO EFFECTUATE THIS AGREEMENT, the Parties have caused their duly authorized representatives to execute this Agreement on the dates set forth in section three of this agreement.
“CITY” “CONSULTANT”
CITY OF PICO RIVERA TURBO DATA SYSTEMS, INC.
______________________________ ___________________________________ Steve Carmona, City Manager Roberta J. Rosen, President Dated: ________________________ Dated: _____________________________ ATTEST: APPROVED AS TO FORM:
___________________________ ___________________________________ Cynthia Ayala, City Clerk Arnold M. Alvarez-Glasman, City Attorney

EXHIBIT A

EXHIBIT B

EXHIBIT A

EXHIBIT B

To: Mayor and City Council
From: City Manager
Meeting Date: March 11, 2025
Subject: COOPERATIVE AGREEMENT WITH LOS ANGELES

COUNTY FOR THE SLAUSON AVENUE TRAFFIC SIGNAL
SYNCHRONIZATION PROGRAM, CIP NO. 50046
Recommendation:

1. Approve a Cooperative Agreement with Los Angeles County, in a form approved by the City Attorney, for the cost share of the design and construction of the Slauson Avenue Traffic Signal Synchronization Program (TSSP), CIP No. 50046; and

2. Authorize the City Manager to execute the Cooperative Agreement with Los Angeles County in a form approved by the City Attorney.

Fiscal Impact:

The City of Pico Rivera’s jurisdictional shared project total cost to complete the Slauson Avenue TSSP, CIP No. 50046 is estimated at $610,000, with the City’s contribution at $195,700. The adopted budget fiscal year (FY) 2024-25 includes funding for CIP No. 50046 with a total budget of $300,000 in Prop C Funds (Fund 206) under Account No. 206.70.7300.54500-CIP50046 to fund our local match and staff time overseeing the Project. The remaining costs of the project includes $27,800 from Los Angeles County and $386,500 from the Los Angeles County Metropolitan Transportation Authority (Metro) grant to cover the balance. No additional appropriation is required at this time, and there is no fiscal impact to the General Fund.

Discussion:

The Los Angeles County Board of Supervisors established the Countywide Traffic Signal Synchronization Program to help improve mobility on congested local highways and streets. The County has been implementing innovative, low-cost operational improvements to the network of traffic signals on major streets throughout the County with the assistance from numerous cities, State of California Department of Transportation, and Los Angeles County Metropolitan Transportation Authority. The Traffic Signal Synchronization Program Projects typically upgrade all the traffic signals along a route to keep the signals synchronized, install vehicle detectors, coordinate the CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025

COOPERATIVE AGREEMENT WITH LOS ANGELES COUNTY FOR THE SLAUSON AVENUE TRAFFIC SIGNAL SYNCHRONIZATION PROGRAM, CIP NO. 50046

traffic signals timing between successive intersections, and automatically adjust the traffic signals to facilitate the movement of vehicles through the intersections and corridors.

Slauson Avenue, as part of the individual TSSP projects to be improved, is a major arterial in the City with regional significance carrying an estimated 39,447 vehicles per day. In an effort to improve traffic conditions and traffic flow through this arterial, the Cities of Pico Rivera, Whittier, Santa Fe Springs, and the County of Los Angeles (serving as the lead agency), propose to modify and synchronize the traffic signals along Slauson Avenue between Paramount Boulevard and Scott Avenue.

Now that the Slauson Avenue TSSP design has been completed, a Cooperative Agreement (Enclosure 1) requires execution to move forward with the construction phase. The cooperative agreement includes the cost sharing of the total project, financial contributions, and responsibilities for the respective jurisdictions.

The City’s jurisdictional share cost for the project is estimated to be $195,700 as shown in the table below:

City's Jurisdictional Share Cost
LA County/Metro Grant Funds $ 386,500
LA County Contribution $ 27,800
City of Pico Rivera Contribution $ 195,700
Total Project Cost $ 610,000
The anticipated schedule is as follows:
• Authorization to Bid………………. Summer 2025
• Start Construction………………... Spring 2026
Conclusion:

Staff recommends approval of the Cooperative Agreement with the County of Los Angeles and the authorization for the City Manager to execute the Cooperative Agreement to improve traffic conditions and traffic flow along the Slauson Avenue corridor.

Steve Carmona
SC:NN:NC:np
Enclosure: 1) Cooperative Agreement

A G R E E M E N T
THIS AGREEMENT, is made and entered into by and between the CITY OF PICO RIVERA, a municipal corporation in the County of Los Angeles, (hereinafter referred to as CITY), and the COUNTY OF LOS ANGELES, a political subdivision of the State of California (hereinafter referred to as COUNTY):

W I T N E S S E T H
WHEREAS, to assist in the traffic flow, CITY, the City of Santa Fe Springs, the City of Whittier, and COUNTY desire to modify and synchronize the traffic signals along Slauson Avenue/Mulberry Drive TSSP from Paramount Boulevard to Scott Avenue, a portion of which is within CITY, and which work is hereinafter referred to as PROJECT; and WHEREAS, the proposed improvements are jurisdictionally shared between CITY, the City of Santa Fe Springs, the City of Whittier, and COUNTY; and WHEREAS, PROJECT is within the shared geographical boundaries of CITY, the City of Santa Fe Springs, the City of Whittier, and COUNTY; and WHEREAS, PROJECT is of general interest to CITY, the City of Santa Fe Springs, the City of Whittier, and COUNTY; and
WHEREAS, for the purpose of providing funding for PROJECT, COUNTY, as lead agency, on December 1, 2017, entered into an amended Memorandum of Understanding No. P00F3309 (MOU) with the Los Angeles County Metropolitan Transportation Authority (Metro); and
WHEREAS, COUNTY is willing to utilize and share with CITY the funding provided for in COUNTY/Metro MOU P00F3309 to finance a portion of COST OF PROJECT; and WHEREAS, COST OF PROJECT includes the COST OF PRELIMINARY ENGINEERING, COST OF CONSTRUCTION CONTRACT, and COST OF CONSTRUCTION ADMINISTRATION; and
WHEREAS, the total COST OF PROJECT is currently estimated to be Two Million Seven Hundred Sixty-Four Thousand Three Hundred Dollars ($ 2,764,300.00); and WHEREAS, under the MOU, Metro will provide to COUNTY a grant (GRANT) of up to a maximum of One Million Three Hundred Forty Thousand Dollars ($ 1,340,000.00) for PROJECT; and
WHEREAS, allocation of the Metro grant is currently estimated to be, Three Hundred Eighty-Six Thousand Five Hundred and 00/100 Dollars ($386,500.00) towards CITY’S jurisdictional share, Two Hundred Seventy-Nine Thousand and 00/100 Dollars ($279,000.00) towards the City of Santa Fe Springs’ jurisdictional share, and Three Enclosure 1

Hundred Fifty-Seven Thousand Five Hundred and 00/100 Dollars ($357,500.00) towards the City of Whittier’s jurisdictional share; and
WHEREAS, CITY is willing to finance its jurisdictional share of COST OF PROJECT currently estimated to be Six Hundred Ten Thousand and 00/100 Dollars ($610,000.00) by claiming its share of COUNTY/Metro grant funds, currently estimated to be Three Hundred Eighty-Six Thousand Five Hundred and 00/100 Dollars ($386,500.00) and contributing other CITY funds in the amount of One Hundred Ninety-Five Thousand Seven Hundred and 00/100 Dollars ($195,700.00) to finance a portion of the COST OF PROJECT; and WHEREAS, COUNTY agrees to contribute Twenty Seven Thousand Eight Hundred and 00/100 Dollars ($27,800.00) to finance a portion of CITY’s COST OF PROJECT; and WHEREAS, CITY agrees to contribute funds in the amount of One Hundred NinetyFive Thousand Seven Hundred and 00/100 Dollars ($195,700.00) to finance a portion of the COST OF PROJECT; and
WHEREAS, CITY’S estimated share is the sum of actual quantities of construction contract items utilized within CITY jurisdiction less the grant amount for grant eligible items plus thirty (30) percent of that for PRELIMINARY ENGINEERING cost, twenty (20) percent of that for CONSTRUCTION ADMINISTRATION cost, twenty (20) percent of that for contingencies, and three and a half (3.5) percent of combined costs of PRELIMINARY ENGINEERING and CONSTRUCTION ADMINISTRATION towards the contract CITY liability trust fund altogether estimated to be Six Hundred Ten Thousand and 00/100 Dollars ($ 610,000.00); and
WHEREAS, BASIC TRAFFIC SIGNAL TIMING involves the timing parameters for the general operation of a traffic signal, which typically include, but is not limited to, defining the phases, attributes and timing values for each permitted phase, pedestrian movement, and assigning detection; and
WHEREAS, COORDINATION TRAFFIC SIGNAL TIMING involves the timing parameters that allow multiple traffic signals to be synchronized with each other, which typically include defining coordination cycle lengths, offsets and time of day operations for each traffic signal coordination plan; and
WHEREAS, COUNTY agrees to be responsible to perform or cause to be performed the PRELIMINARY ENGINEERING, solicitation of construction bids and award of CONSTRUCTION CONTRACT, and CONSTRUCTION ADMINISTRATION for PROJECT; and
WHEREAS, COUNTY agrees to be responsible to perform or cause to be performed the equipment and system testing and develop and implement the BASIC TRAFFIC SIGNAL TIMING and COORDINATION TRAFFIC SIGNAL TIMING for PROJECT; and

WHEREAS, such a proposal is authorized and provided for by the provisions of Sections 6500 and 23004, et seq., of the Government Code and Sections 1685 and 1803 of the California Streets and Highways Code.

NOW, THEREFORE, in consideration of the mutual benefits to be derived by CITY and COUNTY and of the promises herein contained, it is hereby agreed as follows:
(1) DEFINITIONS:
a. The term JURISDICTION, as referred to in this AGREEMENT, shall be defined as the area within the jurisdictional boundary of each governmental entity party to this AGREEMENT.
b. PRELIMINARY ENGINEERING, as referred to in this AGREEMENT, shall consist of environmental findings and approvals/permits; design survey; soils report; traffic index and geotechnical investigation; preparation of plans, specifications, and cost estimates; right-of-way engineering; utility engineering; and all other necessary work prior to advertising of PROJECT for construction bids.
c. COST OF CONSTRUCTION CONTRACT, as referred to in this AGREEMENT, shall consist of the actual payments to the construction contractor(s) for PROJECT and the total of all payments to utility companies or contractor(s) for the relocation of facilities necessary for the construction of PROJECT, and the cost of any additional unforeseen work that is necessary for the construction of PROJECT.
d. CONSTRUCTION ADMINISTRATION as referred to in this AGREEMENT shall consist of construction contract administration, construction inspection, materials testing, construction survey, traffic detour, signing and striping, construction engineering, utility relocation and coordination matters, changes and modifications of plans and specifications for PROJECT necessitated by unforeseen or unforeseeable field conditions encountered during construction of PROJECT, construction contingencies, and all other necessary work after advertising of PROJECT for construction bids to cause PROJECT to be constructed in accordance with said plans and specifications approved by CITY and COUNTY.
e. COST OF PROJECT, as referred to in this AGREEMENT, shall consist of the COST OF CONSTRUCTION CONTRACT and costs of PRELIMINARY

ENGINEERING, CONSTRUCTION ADMINISTRATION, BASIC TRAFFIC SIGNAL TIMING, and COORDINATION TRAFFIC SIGNAL TIMING for traffic signals within PROJECT limits, right-of-way acquisition and clearance matters, and all other work and materials necessary to construct PROJECT in accordance with the approved plans and shall include currently effective percentages added

to total salaries, wages, and equipment costs to cover overhead, administration, and depreciation in connection with any or all of the aforementioned items. f. Completion of PROJECT as referred to in this AGREEMENT shall be defined as the date of field acceptance of construction of PROJECT by COUNTY and an electronic notification to CITY'S City Manager that the improvements within CITY’S JURISDICTION are completed and transferred to CITY for purpose of operation and maintenance.
(2) CITY AGREES:
a. To finance CITY’S share of COST OF PROJECT, the actual amount of which is to be determined by a final accounting, pursuant to paragraph (4) b., below. b. To deposit with COUNTY, following execution of this AGREEMENT and upon demand by COUNTY, CITY funds in the amount of One Hundred Ninety-Five Thousand Seven Hundred and 00/100 Dollars ($195,700.00) hereinafter referred as CITY’S PAYMENT. Said demand will consist of a billing invoice prepared by COUNTY and delivered to CITY.
c. To obtain and grant to COUNTY any necessary temporary right of way within CITY for the construction of PROJECT at no cost to COUNTY. d. To issue to COUNTY a no-fee permit(s) authorizing COUNTY to construct those portions of PROJECT within CITY highway right of way on condition that the COUNTY'S contractor meets the insurance requirements as required and approved by the CITY’S Risk Manager.
e. To cooperate with COUNTY in conducting negotiations with and, where appropriate, issue notices to public utilities and owners of substructure and overhead facilities regarding the relocation, removal, operation, and maintenance of all surface and underground utilities and facilities, structures, and transportation services, which interfere with the proposed construction. Where utilities have been installed in CITY streets or on CITY property, CITY will provide the necessary right of way for the relocation of those utilities and facilities that interfere with the construction of PROJECT. CITY will take all necessary steps to assist COUNTY in utilizing the CITY’S prior rights over utility companies and owners of substructure and overhead facilities and execute any necessary documentation to temporarily grant, transfer, or assign such prior rights to the COUNTY when necessary for the COUNTY to construct and complete the PROJECT. All such prior rights shall revert to the CITY upon completion of the PROJECT.
f. To authorize COUNTY to represent CITY pursuant to this AGREEMENT, in negotiations pertaining to the advertisement of PROJECT for construction bids,

award, and administration of the construction contract and in all things necessary and proper to complete PROJECT.
g. Upon completion of PROJECT: (1) to accept full and complete ownership of, and responsibility for, the PROJECT; and (2) to maintain in good condition and at CITY expense, all improvements constructed as part of PROJECT within CITY’S JURISDICTION, including the BASIC TRAFFIC SIGNAL TIMING and the COORDINATION TRAFFIC SIGNAL TIMING to support synchronization of traffic signals on Slauson Avenue/Mulberry Drive.
(3) COUNTY AGREES:
a. To perform or cause to be performed the preliminary engineering, contract administration, construction inspection and engineering, utility engineering and relocation, traffic detour, BASIC TRAFFIC SIGNAL TIMING, TRAFFIC SIGNAL COORDINATION TIMING, and final signing and striping for PROJECT. b. To act as lead agency, prepare the necessary environmental documents, and make the required environmental findings for PROJECT pursuant to the California Environmental Quality Act.
c. To contribute toward CITY'S share of COST OF PROJECT, currently estimated to be Twenty-Seven Thousand Eight Hundred and 00/100 Dollars ($27,800.00). d. To submit an invoice to CITY in the amount of One Hundred Ninety-Five Thousand Seven Hundred and 00/100 Dollars ($195,700.00) upon adoption of this AGREEMENT by COUNTY.
e. To obtain CITY'S approval of plans for PROJECT prior to advertising for construction bids.
f. To advertise PROJECT for construction bids, to award and to administer the construction contract, and to act on behalf of CITY in all negotiations pertaining thereto.
g. To administer the design and construction of PROJECT in accordance with all regulations and requirements of Metro relating to the expenditure of Proposition C Local Return funds and Proposition C Twenty-five Percent (25%) Discretionary funds and Memorandum of Understanding No. P00F3309 between COUNTY and Metro. COUNTY'S records for PROJECT shall be open to inspection and subject to audit and reproduction by COUNTY and Metro, or any of their duly authorized representatives, and shall be retained by COUNTY for a period of not less than seven (7) years after final payment to contractor(s) for PROJECT.

h. To ensure that CITY and all officers and employees of CITY are named as additional insured parties under the construction contractor's(s') Contractor's General Liability and automobile insurance policies.
i. To furnish to CITY, within one hundred eighty (180) calendar days after final Board acceptance of PROJECT, a final accounting of the actual CITY’S share of COST OF PROJECT including an itemization of actual unit costs and actual contract quantities, as specified in paragraph (3) a., above. j. To perform or cause to be performed the equipment and system testing and to develop and implement the BASIC TRAFFIC SIGNAL TIMING and COORDINATION TRAFFIC SIGNAL TIMING for the PROJECT.
(4) IT IS MUTUALLY UNDERSTOOD AND AGREED AS FOLLOWS:
a. The financial obligations of COUNTY pursuant to this AGREEMENT are conditional upon COUNTY obtaining reimbursement from Metro pursuant to Memorandum of Understanding No. P00F3309 between COUNTY and Metro. If COUNTY and/or Metro fails to provide its financial contribution, then COUNTY shall refund CITY'S payment within ninety (90) calendar days after notice from Metro to COUNTY that Metro funds are not available.
b. The final accounting of the actual total COST OF PROJECT shall allocate said total cost between CITY and COUNTY based on the previously agreed upon improvements and/or work completed. Thus, the cost of all work or improvements (including all engineering, administration, and all other costs incidental to PROJECT work), previously agreed upon as CITY’S share of the COST OF PROJECT, shall be borne by CITY. The cost of all work or improvements (including all engineering, administration, and all other costs incidental to PROJECT work), previously agreed upon as COUNTY’S share of the COST OF PROJECT, shall be borne by COUNTY.
c. That if at final accounting CITY’S share of COST OF PROJECT exceeds CITY’S PAYMENT, as set forth in paragraph (2) a., above, CITY shall pay to COUNTY the additional amount upon demand. Said demand shall consist of a billing invoice prepared by COUNTY. Conversely, if the CITY'S share is less than CITY'S PAYMENT, COUNTY shall refund the difference to CITY without further action by CITY.
d. That if CITY'S PAYMENT, as set forth in paragraph (2) b., above is not delivered to COUNTY office, which is described on the billing invoice prepared by COUNTY within sixty (60) calendar days after the date of said invoice, notwithstanding the provisions of Government Code Section 907, COUNTY may satisfy such indebtedness, including interest thereon, from any funds of CITY on deposit with COUNTY after giving notice to CITY of COUNTY'S intention to do so.

e. CITY shall review the final accounting invoice prepared by COUNTY and report in writing any discrepancies to COUNTY within sixty (60) calendar days after the date of said invoice. Undisputed charges shall be paid by CITY to COUNTY within sixty (60) calendar days after the date of said invoice. COUNTY shall review all disputed charges and submit a written justification detailing the basis for those charges within sixty (60) calendar days of receipt of CITY'S written report. CITY shall then make payment of the previously disputed charges or submit justification for nonpayment within sixty (60) calendar days after the date of COUNTY'S written justification.
f. COUNTY at any time may, at its sole discretion, designate an alternative payment mailing address and an alternative schedule for payment of CITY funds if applicable. CITY shall be notified of such changes by invoice prepared by COUNTY and delivered to CITY.
g. During construction of PROJECT, COUNTY shall furnish an inspector or other representative to perform the functions of an inspector. CITY may also furnish, at no cost to COUNTY, an inspector or other representative to inspect construction of the PROJECT. CITY shall have no obligation to inspect the PROJECT and no liability shall be attributable as a result of CITY'S inspection or failure to inspect. Said inspectors shall cooperate and consult with each other, but the orders of COUNTY inspector to the contractor or any other person in charge of construction shall prevail and be final, and COUNTY inspector shall be responsible for the proper inspection of PROJECT as needed. h. This AGREEMENT may be amended or modified only by mutual written consent of COUNTY and CITY. Amendments and modifications of a nonmaterial nature may be made by the mutual written consent of the Parties. i. Any correspondence, communication, or contact concerning this AGREEMENT shall be directed to the following:

CITY: Mr. Noe Negrete
Director of Public Works
City of Pico Rivera
6615 Passons Blvd
Pico Rivera, CA 90660
COUNTY: Mr. Mark Pestrella
Director of Public Works
Los Angeles County Public Works
P.O. Box 1460
Alhambra, CA 91802-1460

j. COUNTY and CITY acknowledge and recognize that the improvements contemplated by this AGREEMENT provide significant regional and local benefits with respect to reducing traffic congestion. COUNTY and CITY further acknowledge and recognize that the cost of defending claims and lawsuit arising from the improvements contemplated by this AGREEMENT is paid for by public monies and both Parties share an interest in reducing the amount of public monies spent on defending claims and lawsuits where possible without prejudicing their respective defenses.
k. In the event that a claim lawsuit is brought against COUNTY and CITY based on the allegation that the design, construction, maintenance, or operation of the improvements constructed under this AGREEMENT proximately caused injuries or damage, COUNTY and CITY agree to cooperate as much as possible with respect to defending the claim or lawsuit without causing prejudice to their respective defenses to the claim or lawsuit. Upon receipt of the claim or lawsuit, the COUNTY and CITY, through their respective agents if appropriate, shall promptly investigate the matter. COUNTY and CITY shall then meet and confer promptly regarding whether a joint defense is appropriate or if one Party should tender its defense and indemnification to the other Party. l. Neither COUNTY nor any officer or employee of COUNTY shall be responsible for any damage or liability occurring by reason of any act or omission on the part of CITY under or in connection with any work, authority, or jurisdiction delegated to, assumed by, or determined to be the responsibility of CITY under this AGREEMENT. It is also understood and agreed that, pursuant to Government Code, Section 895.4, CITY shall fully indemnify, defend, and hold COUNTY harmless from any liability imposed for injury (as defined by Government Code, Section 810.8) occurring by reason of any act or omission on the part of CITY under or in connection with any work, authority, or jurisdiction delegated to or determined to be the responsibility of CITY under this AGREEMENT. Where liability for injury (as defined by Government Code, Section 810.8) is sought to be imposed under Section 830, et seq., of the Government Code for a dangerous condition of property owned by or under the control of CITY, CITY shall fully defend, indemnify, and hold COUNTY harmless from any and all liability arising from such dangerous condition.
m. Neither CITY nor any officer or employee of CITY shall be responsible for any damage or liability occurring by reason of any act or omission on the part of COUNTY under or in connection with any work, authority, or jurisdiction delegated to or determined to be the responsibility of COUNTY under this AGREEMENT. It is also understood and agreed that, pursuant to Government Code, Section 895.4, COUNTY shall fully indemnify, defend, and hold CITY harmless from any liability imposed for injury (as defined by Government Code, Section 810.8) occurring by reason of any act or omission on the part of COUNTY under or in connection with any work, authority, or jurisdiction delegated to or determined to be the responsibility of COUNTY under this AGREEMENT.

n. It is understood and agreed that the provisions of Assumption of Liability Agreement No. 32074 between CITY and COUNTY, adopted by the Board of Supervisors on December 27, 1977, and currently in effect, are inapplicable to this AGREEMENT.

IN WITNESS WHEREOF, the Parties hereto have caused this AGREEMENT to be executed by their respective officers, duly authorized, by the CITY OF PICO RIVERA on , 2025, and by the COUNTY OF LOS
ANGELES on , 2025.

COUNTY OF LOS ANGELES
By________________________
Director of Public Works
APPROVED AS TO FORM:

DAWYN R. HARRISON
County Counsel
By______________________
Deputy

CITY OF PICO RIVERA
By________________________
Steve Carmona, City Manager
ATTEST: APPROVED AS TO FORM:

By __________________________ By________________________ Cynthia Ayala, City Clerk Arnold M. Alvarez-Glasman, City Attorney SP:\TSM\TRA\TSSP/2009 Call/GW/Slauson-Mulberry St TSSP (Part II)/8 Cost Estimate/Funding Agreements/Pico Rivera To: Mayor and City Council
From: City Manager
Meeting Date: March 11, 2025
Subject: YOUTH CENTER RENOVATION PROJECT (CIP NO.
50100) – NOTICE OF COMPLETION
Recommendation:

1. Accept the work as completed for the Youth Center Renovation Project, (CIP No. 50100) constructed by MBC Enterprises, Inc. (MBC) and authorize the City Clerk to file the Notice of Completion with the Los Angeles County Registrar-Recorder;

2. Approve contract change orders No. 6 and No. 7 in the respective amounts of $190,945.30 and $8,316.59 for additional work performed on the project for a total amount not-to-exceed of $1,065,655; and

3. Authorize the City Manager or his designee to execute the change orders and to release the retention payment to MBC following the mandatory waiting period from the date the Notice of Completion is recorded.

Fiscal Impact:

Funding for CIP No. 50100 (Construction) in the amount of $643,140 was appropriated in Community Development Block Grant Funds (CDBG Fund 280, Account No. 280.70.7300-54500-CIP50100), $92,088 in State Grants (Account No. 699.70.7300- 54500-CIP50100), and $836,789 in capital improvement funding (Account No. 400.70.7300-54500-CIP50100).

In addition, funding for the design, under CIP No. 50034, in the amount of $79,265 was appropriated in Community Development Block Grant Funds (CDBG Fund 280, Account No. 280.70.7300-54500-CIP 50034), for a total project budget of $1,651,282. The project was completed for an approximate total cost of $1,304,415. The unused balance in both funds totaling approximately $346,867 will be unencumbered and made available for future capital projects.
10 CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025 YOUTH CENTER RENOVATION PROJECT (CIP NO. 50100) – NOTICE OF

COMPLETION

Discussion:

The renovation project included Americans with Disabilities Act Compliance improvements for the restrooms, the repair of the damaged north and south walls, new flooring, and new finishes throughout the Youth Center.

On October 10, 2023, the City Council awarded a construction contract to MBC in the amount of $799,115 and authorized $79,912 for construction contingency, as needed. As shown in the table below, actual constructed quantities amount to $799,115 and the City issued seven (7) change orders totaling $266,539.67. Change order No. 6 included the complete removal and replacement of the North wall of the Youth Center, and removal and repair of the damaged wall section in the women’s restroom. Change order No. 7 included the procurement and installation of a new exterior kitchen door and frame, and new panic bars with security mesh for the West entrance. Allowing for these amendments to the contract, the project was successfully completed on October 2, 2024, in accordance with the specifications. The final cost for construction completed by MBC is $1,065,655.

The table below summarizes the total project budget and expenditures:

Project Funding Budget
CDBG Funding [Design Only, CIP 50034] $79,265
State of CA Per Capita Funds $52,952
State of CA Per Capita Urban County Fund $39,136
Capital Improvement Funds $836,789
CDBG Funding $643,140
Total $1,651,282
Project Expenditures Cost
Design $94,995
Construction Contract $799,115
Construction Change Orders Nos. 1 through 5 $67,278
Construction Change Order No. 6 $190,945
Construction Change Order No. 7 $8,317
Construction Management and Inspection $79,600
Project Administration $64,165
Total Project Expenditures $1,304,415
Conclusion:

The project was delivered at an approximate total cost of $1,304,415, which includes design, construction, construction management, inspection services, and project administration. Any unspent project funds, approximately $346,867, will be CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025
YOUTH CENTER RENOVATION PROJECT (CIP NO. 50100) – NOTICE OF

COMPLETION

unencumbered for future capital projects. Staff recommends accepting the project as complete, filing a Notice of Completion with the Los Angeles County Registrar-Recorder’s Office, and releasing the retention payment to MBC following the statutory waiting period from the date the Notice of Completion is recorded.

Steve Carmona
SC:NN:GE:DF:np
Enclosures: 1) Notice of Completion
2) Construction Change Order Nos. 6 and 7

RECORDING REQUESTED BY
NAME: ____________________________________________________ WHEN RECORDED MAIL TO:

NAME: _________________________________________________ ADDRESS: _________________________________________________ CITY / STATE / ZIP: ____________________________________________ (DOCUMENT WILL ONLY BE RETURNED TO NAME & ADDRESS IDENTIFIED ABOVE) (SPACE ABOVE FOR RECORDER’S USE)
____________________________________________________________________________________ (DOCUMENT TITLE)
SEPARATE PAGE, PURSUANT TO CA. GOV’T. CODE 27361.6
10a

2. The full name of the owner is

3. The full address of the owner is

4. The nature of the interest or estate of the owner is: in fee.

NAMES ADDRESSES

NAMES ADDRESSES

7. A work of improvement on the property hereinafter described was completed on The work done was:

8. The names of the contractor, if any, for such work of improvements was

9. The property on which said work of improvement was completed is in the City of County of , State of , and is described as follows:

10. The street address of said property is:

City of Pico Rivera
Dated:

City Manager,
(Personal signature of the individual who is swearing that the contents of the Notice of Completion are true) I, the undersigned, say: I am the ___________________________, the Declarant of the foregoing Notice of Completion; I have (President of, Manager of, Partner of, Owner of, Etc.)
read said Notice of Completion and know the contents thereof; the same is true to my own knowledge. I declare under penalty of perjury that the foregoing is true and correct.

Executed on ___________________________, 20___ at ________________________________, __________.

6. The full names and full addresses of the predecessors in interest of the undersigned, if the property was transferred subsequent to the commencement of the work or improvements therein reffered to:
(If no street address has been officially assigned, insert "none".) (Signature of Owner or coporate officer of Owner named in paragraph 2, or his agent)

VERIFICATION

NOTICE OF COMPLETION
Notice pursuant to Civil Code Section 3093, must be filed within 10 days after completion. (See reverse side for complete requirements.) Notice is hereby given that:

1. The undersigned is owner or corporate officer of the owner of the interest or estate stated below in the property hereinafter described. (If other than Fee, strike "in fee" and insert, for example, "purchaser under contract of purchase," or "lessee")

5. The full names and full addresses of all persons, if any, who hold title with the undersigned as joint tenants or as tenants in common are:
10b

To: Mayor and City Council
From: City Manager
Meeting Date: March 11, 2025
Subject: INTELLIGENT TRANSPORTATION SYSTEM MASTER
PLAN (PROJECT NO. 50052) — RECEIVE AND FILE
Recommendation:

1. Receive and file the Intelligent Transportation System (ITS) Master Plan, Project No. 50052.

Fiscal Impact:

There is no impact to the General Fund from this item. Implementation of the ITS Master Plan is expected to primarily be funded through future grant funding opportunities.

Background:

For the completion of this ITS, the Adopted Budget for fiscal year (FY) 2024-25 included appropriations from the following funds: Measure R in the amount of $200,000 (Account No. 207.70.7300-54500-CIP50052) and Measure M in the amount of $50,000 (Account No. 208.70.7300-54500-CIP50052) for a total project budget of $250,000. There is no fiscal impact to the General Fund.

Discussion:

On September 13, 2022, the City Council awarded Advantec Consulting Engineers, Inc. (Advantec) a contract to develop the City's Intelligent Transportation System (ITS) Master Plan.

This project aims to create an ITS Master Plan that serves as a comprehensive roadmap for designing, constructing, implementing, maintaining, regulating, and funding an Advanced Traffic Management System (ATMS). The plan will help assess future traffic signal system needs, transition from legacy equipment, establish real-time data connections with the City and its partners, enhance mobility and safety for all road users, and improve the maintenance and operation of traffic signal infrastructure. 11 CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025 INTELLIGENT TRANSPORATION SYSTEM MASTER PLAN (PROJECT NO. 50052) —

RECEIVE AND FILE

The City currently operates 53 signalized intersections, with five (5) maintained by the City of Downey and one (1) by Los Angeles County and the rest (45) by the City of Santa Fe Springs. The five (5) traffic signals on Telegraph Road, under Downey’s jurisdiction, are connected to Downey’s Traffic Management Center (TMC). However, apart from those maintained by Downey, the City of Pico Rivera’s traffic signals are not yet integrated into a centralized traffic management system.

The ITS Master Plan aligns with the Pico Rivera 2035 Community Revitalization Program, forming a critical infrastructure foundation to support the City’s growth. By improving communication and coordination among various transportation modes, the system aims to reduce congestion, enhance transit reliability, and improve roadway safety.

The Master Plan follows national, state, and regional requirements and industry best practices, including the Southern California Association of Governments ITS Regional Architecture and the County of Los Angeles ITS Regional Architecture. The completed report will also support future applications for federal and state funding to implement ITS technologies across the city.

The preparation of the ITS Master Plan involved extensive research, including:
• A review of records and an inventory of the City's existing traffic signals, communications, and ITS infrastructure.
• An evaluation of adjacent systems, including those of neighboring cities, Los Angeles County Public Works, and Metro.
• An assessment of advanced ATMS, Advanced Transportation Controllers (ATC), communication systems, and emerging smart city and mobility technologies. • A user needs analysis and system requirements for traffic signals, communications, and ITS upgrades.
• An operations and maintenance plan.
• Compliance with LA County’s Regional ITS Architecture. • A Concept of Operations (ConOps) and Deployment Plan, outlining recommended traffic management, signal, and ITS technologies in a phased implementation strategy, including cost analysis for each phase.
• Staffing recommendations and management strategies for traffic and ITS systems. • Guidelines for future data and video sharing across jurisdictions. • A catalog of available transportation grants and funding sources. • A system requirements plan aligned with Caltrans Local Assistance and Federal Highway Administration (FHWA) guidelines.

CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025
INTELLIGENT TRANSPORATION SYSTEM MASTER PLAN (PROJECT NO. 50052) —

RECEIVE AND FILE

The plan is divided into three (3) phases. Each phase improvement in the ITS Master Plan is identified and described in detail below.

The projects listed in the table above are not included in the City's current 5-year Capital Improvement Program. Staff will seek funding opportunities to support the implementation of the ITS Master Plan recommendations as part of the FY 2025-2030 Five-Year CIP.

One of the top priorities would be the Phase 1 – Base Improvements, which would upgrade traffic signal intersections that have been inventoried as outdated. This includes Project Project Description Project Benefit Project Cost Phase 1 –
Base
Improvements
Along major arterials install the
following at each intersection:
2070 Controllers, video
detection system, 5GHz
wireless radio and ethernet
communications.

In addition, this phase includes
cloud based ATMS, optional
TMC workstation and system
integration
Upgrade outdated
traffic signal
equipment and
view real-time
traffic data
$2,631,000
Phase 2 –
Enhanced
Improvements
Install fiber optic conduits along
Washington Blvd and along
Passons Boulevard into City
Hall.

Install CCTV camera system
along major arterial corridors.

Scope includes City Hall
building improvements and a
video management system for
the CCTV cameras.

View live video at
intersections to
ensure proper
operations and
ability to modify
timing parameters
along Washington
Boulevard and
Passons
Boulevard
corridors
$2,170,400
Phase 3 –
Ultimate
Improvements
Install conduit and fiber optic
cable along all major arterials,
install changeable message
sign system and install a TMC
at City Hall with associated
video, lighting and electrical
building improvements at City
Hall.

Synchronization of
all signal corridors,
ability to modify
timing at in real
time to adjust for
traffic conditions
through a TMC
and ability to
implement Bus
Priority Systems.
$10,928,900
Total Master Plan
Implementation: $15,730,300
CITY COUNCIL AGENDA REPORT – MEETING OF MARCH 11, 2025
INTELLIGENT TRANSPORATION SYSTEM MASTER PLAN (PROJECT NO. 50052) —

RECEIVE AND FILE

the installation of video detection system to enhance mobility and safety for all road users.

It would also provide access to City staff to view real-time data from a desktop to ensure the proper functioning of traffic signals. This would be a more proactive tool that detects the problem and notifies staff of a malfunctioning system. Currently, City staff is notified of malfunctioning traffic signals primarily through community member phone calls and complaints.

Conclusion:

The ITS Master Plan was developed in accordance with Caltrans Local Assistance and FHWA requirements. It serves as a guidance document for staff to leverage future federal and state grant opportunities to modernize traffic operations citywide. Staff recommends that the City Council receive and file the ITS Master Plan.

Steve Carmona
SC:NN:KG:np
Enclosure: 1) ITS Master Plan
City of Pico Rivera

INTELLIGENT

TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Prepared by:

Enclosure 1
11a

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Prepared for:

City of Pico Rivera
Prepared by:
1200 Roosevelt
Irvine, CA 92620
Under the Supervision of:
_______________________________Date: ________
John Dorado, P.E.

ACKNOWLEDGMENTS
City of Pico Rivera:

Kenner Guerrero, Associate Engineer
Gene Edwards, Civil Engineer
Thomas Mericle, Consultant Project Manager
(TKM Engineering)
ADVANTEC Consulting Engineers, Inc. (ADVANTEC):

Carlos Ortiz, Consultant Project Director
John Dorado, Consultant Project Manager
John Cox
Bryan Elenes
Jonathan Delgado
Rob Steaffens
December 2024

TABLE OF CONTENTS
CHAPTER 1: EXECUTIVE SUMMARY 1.0
CHAPTER 2: INTRODUCTION 2.0
CHAPTER 3: EXISTING SYSTEMS INVENTORY AND EVALUATION 3.0 CHAPTER 4: EVALUATION OF SURROUNDING SYSTEMS 4.0
CHAPTER 5: ASSESSMENT OF INTELLIGENT TRANSPORTATION SYSTEM (ITS) OPPORTUNITIES 5.0 CHAPTER 6: DEVELOPMENT OF SYSTEM ENGINEERING MANAGEMENT PLAN (SEMP) 6.0 CHAPTER 7: CONCEPT OF OPERATIONS (CONOPS) AND STRATEGIC DEPLOYMENT PLAN 7.0 CHAPTER 8: INTER-AGENCY COMMUNICATION NEEDS 8.0
CHAPTER 9: FUNDING STRATEGIES PLAN 9.0
CHAPTER 10: SYSTEMS REQUIREMENTS PLAN 10.0

REFERENCE INFORMATION

LIST OF ACRONYMS

APPLICABLE DOCUMENTS

APPENDIX
APPENDIX A: INTERSECTION FIELD SURVEY CHECKLIST FORMS
APPENDIX B: COMMUNICATION NETWORK ITS TECHNOLOGIES PRODUCT SHEETS APPENDIX C: ROADSIDE ITS TECHNOLOGIES
APPENDIX D: CENTRALIZED/ARTERIAL/PARKING/LIGHTING/TMC ITS TECHNOLOGIES PRODUCT SHEETS APPENDIX E: SMART ITS TECHNOLOGIES PRODUCT SHEETS
APPENDIX F: LOCAL ASSISTANCE PROCEDURES MANUAL SYSTEMS ENGINEERING REVIEW FORM

CITY OF PICO RIVERA

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Chapter 1.

Executive Summary
Executive Summary
December 2024 1-i

TABLE OF CONTENTS
1-1. EXECUTIVE SUMMARY ......................................................................................................................1 1-1.1. Recommended Project Phasing (Level I, Level II, and Level III) and ITS Improvements .............. 1 1-1.2. Recommended ITS Improvements and Deployment Strategy ..................................................... 2 1-1.3. Preliminary Engineering Construction Cost Estimates for Each Level ......................................... 4 1-1.4. Operations and Maintenance Assessment and Recommendations ............................................ 6 1-1.5. Summary ...................................................................................................................................... 6

Executive Summary
December 2024 1-ii
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Executive Summary
December 2024 1-1
1-1. EXECUTIVE SUMMARY
The City of Pico Rivera has developed an Intelligent
Transportation Systems (ITS) Master Plan that includes, but is not limited to, an inventory of existing traffic signal and communications infrastructure, an existing
systems assessment, systems analysis, needs
assessment, future systems architecture, including an
evaulation and recommendation of traffic signal,
communications, ITS, and NextGen/Smart Cities
technologies with a cost analysis and a phased
implementation and depolyment plan of three “levels” (Level I, Level II, and Level III), which are described below. In addition, this includes a resouce, operations, and maintenance analysis for each level of these improvements.

This information is summarized in separate chapters including, but not limited to, the Executive Summary, the Introduction, Existing Systems Inventory and Evaluation, Evaluation of Surrounding Systems, Assessment of Intelligent Transportation System (ITS) Opportunities, Development of System Engineering Management Plan (SEMP), Concept of Operations (ConOps) and Strategic Deployment Plan, Inter-Agency Communication Needs, Funding Strategies Plan, and a System Requirements Plan. 1-1.1. Recommended Project Phasing (Level I, Level II, and Level III) and ITS Improvements The purpose of the City’s ITS Master Plan is to provide the City with a roadmap to migrate from legacy to up-to-date traffic signal, communications, and ITS technologies, to improve traffic flow, safety, and futureproof the systems for the next generation of Smart mobility technologies. Based on this approach, a project phasing and deployment strategy has been developed. This consists of three "levels" of ITS improvements and deployment, which are further detailed in Chapter 6: Development of System Engineering Management Plan (SEMP). These are identified as follows:

1. Level I ITS Improvements: The Level I improvements achieve the City of Pico Rivera’s immediate goals of providing Ethernet IP communications, a new centralized ATMS system that is cloudbased, and newly deployed ATC signal controllers. Level I also includes the deployment of Detection Upgrades for high-volume intersections for data collection and reporting of real-time traffic conditions. It focuses on a resource efficient system that will provide communications (primarily over wireless), a centralized ATMS, upgraded 2070 ATC signal controllers, improved detection, remote access, and modest increase in ongoing maintenance. This includes maintaining connectivity with LA County TMC for their signal timing and operations maintenance.

2. Level II ITS Improvements: The Level II improvements set the foundation for the City on a migration path from outdated legacy systems to the latest up-to-date technologies, and providing the infrastructure that is expandable and scalable for the next generation technologies and Executive Summary
December 2024 1-2
applications. It includes the Level I improvements with the addition of ITS elements and systems that will provide enhancements for communications, monitoring, and data collection along major corridors. The Level II communications include installation of a fiber optic backbone from City Hall to the Washington Boulevard corridor. This includes maintaining connectivity with LA County TMC for their signal timing and operations maintenance.

3. Level III ITS Improvements: The Level III improvements includes the Level I and Level II improvements with the addition of upgraded fiber optic communications Citywide and all ITS elements including a Traffic Management Center (TMC) and significant increase in staffing and maintenance. This is considered "build-out" conditions for the City. Under this level of improvements, the City should maintain connectivity with LA County TMC for regional and interjurisdictional sharing of information (data/video). Depending on the City's resources, the City has an option to maintain their signal timing and operations maintenance with LA County, minimize or remove these services.

In addition, the Level III ITS improvements should provide additional transportation elements, such as Smart Cities ITS elements, Bus Service Priority (BSP) systems and Connected Vehicle/Automated Vehicles infrastructure. These types of improvements aim to provide traffic information dissemination to the motoring public and provide a true “Smart” ITS connected infrastructure in the City of Pico Rivera.

The implementation of these levels should generally be in sequence because each level builds off the infrastructure from one to the next. Although, if there are opportunities to provide upgrades from improvements identified in any level, it is recommended to include ITS improvements as part of a project.

For example, if there is a roadway widening project between two signalized intersections, it would be recommended to install new conduit and fiber optic cable between these signals. 1-1.2. Recommended ITS Improvements and Deployment Strategy This section summarizes the recommended traffic signal and ITS improvements and deployment strategy for each level, which can also be found in Chapter 7: Concept of Operations (ConOps) and Strategic Deployment Plan:
 Level I ITS Improvements and Deployment
o The project improvements from Level I were identified by the following steps:
1) Starting with priority corridors identified by City staff 2) Install an Advanced Traffic Management System (ATMS) to bring all of the agency’s existing traffic signals online.
a. Cloud-hosting shall be provisioned as part of the project design.

Executive Summary
December 2024 1-3
3) Provide remote access from staff computers.
4) Under this scenario, we identify the Level I ITS Infrastructure Deployments as our “Interim” conditions, which includes:
a. Providing 5 GHz wireless Ethernet communications for local links along areas with communication gaps
b. Utilize high-bandwidth wireless technology to complete communication back-haul links over long distances, from center-to-field communication hub, or center-to-center
c. Provide Ethernet-over-copper (VDSL) communications at last mile locations with existing copper signal interconnect (SIC) cable (hardwired/twisted-pair cable)
o One key strategy for Level I ITS deployment is to provide remote access to their local signalized intersections and ITS elements. This can be done through a centralized workstation location and/or local server with remote access from employees’ current workspaces.
o Level I infrastructure provides an ATMS system which will essentially act as the new “core” system for the City. A new central system is deployed for subsequent phases and expand on. This approach applies scalability as the City of Pico Rivera will be able to integrate additional ITS elements once the ‘core’ system is established.

It should be noted that the Level I improvements will be implemented based on future funding. It is assumed that not all traffic signal controllers and communications will be upgraded at the same time.

Therefore, the existing legacy traffic signal controllers, communications, and traffic management system may remain until all upgrades are completed.
 Level II ITS Improvements and Deployment
o The project improvements from Level II are identified by the following steps:
1) Install High-Definition IP Closed Circuit Television (CCTV) cameras at signalized intersections for real-time surveillance of the traffic operations at intersections and roadway systems.
2) Install Bluetooth/Wi Fi C-V2X roadside units (RSU) at signalized intersections.

Integrate into an Arterial Management System.
3) Under this scenario, we identify the Level II ITS Infrastructure Deployments as our “Base” Level Build-Out conditions, which includes:
a. Continue to utilize existing 5GHz wireless radios from Level I deployment.

Deploy additional 5GHz radios and fill-in communication gaps where needed. b. Replacing existing copper signal interconnect (SIC) cable inside existing conduit with new fiber optic cable and provide Ethernet/IP-based communication equipment upgrades.
4) Provide hardline fiber optic communication into City Hall for backbone communications.

Executive Summary
December 2024 1-4
a. Connect to nearest Hub location.
5) Integrate Level II ITS improvements into City of Pico Rivera TMC network/workstation.

Due to the scale of the project, this scenario includes only minor installation of new ITS and communication equipment. Once this is complete, future subsequent phases can be built on this foundation and additional ITS technologies can be further integrated into the traffic signal network.  Level III ITS Improvements and Deployment
o The project improvements from Level III are identified by the following steps:
1) By expanding the system from Level II
2) Designate office space for a Traffic Operations Center (TOC) or Traffic Management Center (TMC) for the City
3) Establish communication HUBs for tie-in of surrounding ITS improvements. 4) Under this scenario, we identify the Level III ITS Infrastructure Deployments as our “Ultimate” Build-Out conditions, which includes:
a. Installing new conduit and fiber optic cable to fill in communication gaps b. Replacing existing copper signal interconnect (SIC) cable inside existing conduit with new fiber optic cable, and provide Ethernet/IP-based communication equipment upgrades
c. Allocating a dedicated fiber bundle in the fiber optic cable for future Metro/RIITS utilization
6) Integrate Level III ITS improvements into City of Pico Rivera TMC.

The key strategies for Level II-III ITS deployment includes:
1) Integrate new ATC and ITS technologies to the Ethernet IP communication system 2) Provide redundancy/two-way communications whenever possible within the local agency and the region
3) Prepare for additional traffic signals and ITS elements that can be added as future projects and when funding becomes available for implementation 4) Provide Smart Cities and Connected Vehicle infrastructure, such as RSU units 5) Ready to integrate Pilot Projects such as Adaptive Signal Control, etc. 6) Share data hub/video streams regionally via RIITS data hub 7) Lastly, provide a complete cut-over from the County/legacy systems to the latest upto-date technologies and ITS subsystems, completely City-owned and controlled. 1-1.3. Preliminary Engineering Construction Cost Estimates for Each Level The table below summarizes the preliminary engineering construction cost estimates for Level I, Level II, Level III, and the total for all levels. This includes preliminary engineering cost estimates for Construction Administration and Construction Management/Inspection for each level.

Executive Summary
December 2024 1-5
Level I ITS Infrastructure - Preliminary Engineering Construction Cost Estimate Construction Total $2,021,000
PS&E Total $304,000
Construction Administration and Construction
Management/Inspection (Includes Project Management) $306,000 TOTAL (Construction Total + PS&E Total + Construction
Administration and Construction Management/Inspection) $2,631,000 Level II ITS Infrastructure - Preliminary Engineering Construction Cost Estimate Construction Total $1,667,400
PS&E Total $251,000
Construction Administration and Construction
Management/Inspection (Includes Project Management) $252,000 TOTAL (Construction Total + PS&E Total + Construction
Administration and Construction Management/Inspection) $2,170,400 Level III ITS Infrastructure - Preliminary Engineering Construction Cost Estimate Construction Total $8,404,900
PS&E Total $1,261,000
Construction Administration and Construction
Management/Inspection (Includes Project Management) $1,263,000 TOTAL (Construction Total + PS&E Total + Construction
Administration and Construction Management/Inspection) $10,928,900 TOTAL (ALL LEVELS) $15,730,300
As shown, the total preliminary engineering construction cost estimates for all levels is approximately $16 million. Since the City does not have funding allocated for these improvements, it is recommended that this ITS Master Plan should be referenced as a requirement for future funded projects, future/planned improvements for City projects, developer projects, regional projects, and for leveraging overlapping projects. More information about these cost estimates can be found in Chapter 7: Concept of Operations (ConOps) and Strategic Deployment Plan.

In addition, the City of Pico Rivera will need to pursue federal, state, and local ITS funding opportunities for implementation of recommendations in the Intelligent Transportation Systems (ITS) Master Plan, as seen in Chapter 9: Funding Strategies Plan. The City’s ITS Master Plan is a key document to use as a reference when pursuing grants to help secure funding for the future/planned ITS deployments from any level of ITS infrastructure improvements (Levels I-III).

Executive Summary
December 2024 1-6
1-1.4. Operations and Maintenance Assessment and Recommendations Based on assessment the current operations and maintenance (O&M) with the City's traffic signal maintenance contractor (City of Santa Fe Springs), traffic signal timing and timing operations support from LA County, and the City's current staffing levels, the following summarizes the recommended O&M support for the various level of improvements:
 Level I: Since, a new ATMS will be installed along with remote access from existing or new workstation, it is anticipated that additional full-time staffing will not be required. It is assumed that current engineering staff would be assigned and be responsible to oversee the traffic signal, ITS operations, and maintenance. In addition, they should be supplemented by:
o IT Staff Support through existing City’s Contract IT Staff o Use their existing traffic signal maintenance contractor or possibly contract a new company that provides similar services. This can include signal and ITS technician(s) support through the same or separate maintenance contract o If so desired, the City could hire a third party (consultant) on a part time basis to maintain and monitor the systems as needed; including, but not limited to, the contracted Traffic Engineering Services consultant.
 Level II: It is recommended same staffing plan that is utilized for the Level I.  Level III: It is recommended that the existing assigned engineering staff oversees the traffic signal, ITS operations, and maintenance as mentioned in the previous levels. Although, they should be supplemented by:
o A City Traffic Engineer or personnel with traffic engineering, ITS, ATMS, and central traffic operations experience
o IT Staff Support or use existing City’s Contract IT Staff o Signal and ITS Technician(s) support through maintenance contract with expertise to operated and maintain these system from the field to the central traffic operations center at City Hall.

This information can be found in more detail in Chapter 7: Concept of Operations (ConOps) and Strategic Deployment Plan.
1-1.5. Summary
The City’s ITS Master Plan provides a toolbox for them to access planned improvements, qualify for funding sources, and to expand their respective systems until build-out (Level III). The average life span of the typical ITS element is ten (10) years before needing replacement. Some roadside ITS traffic elements may be extended up to 15 years based on use case. Lifecycles vary and the technological advancements in the transportation industry are rapidly improving. Future Level II and Level III improvements may be programmed within a 5-year window of each other to further build out communications and improvements to City limits. After all Levels of the ITS Master Plan have been completed, the City may Executive Summary
December 2024 1-7
then begin to re-visit Level I improvements as traffic patterns and aging improvements can be reevaluated at that time. As a result, it is recommended that the City’s ITS Master Plan should be updated to identify new improvements/upgrades, and the City should pursue the latest funding sources to update to the latest ITS technologies, SMART cities, and connected and autonomous vehicle initiatives.

CITY OF PICO RIVERA

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Chapter 2.

Introduction
2-0
Introduction
December 2024 2-i

TABLE OF CONTENTS
2-1. INTRODUCTION ...............................................................................................................................1

LIST OF FIGURES
Figure 2.1 City of Pico Rivera Corridors and Intersections ........................................................................... 3 Introduction
December 2024 2-ii
(This page is intended to be blank)
Introduction
December 2024 2-1
2-1. INTRODUCTION
The City of Pico Rivera is preparing this Intelligent
Transportation Systems (ITS) Master Plan to utilize for the design, construction, implementation, regulation,
maintenance, and funding of ITS devices citywide. This includes using the plan to select an advanced traffic management system (ATMS) that will connect to future ITS equipment. The ITS Master Plan will also be used to help the City determine future traffic signal system needs, provide real-time data connections to the City and partnering local agencies, transition from current legacy equipment and systems to next generation and secured ITS/Smart Mobility technologies, and improve the safety and mobility of all users of the City’s transportation network. Finally, the plan will detail how the City currently maintains and operates their traffic signal system infrastrucuture via a thirdparty, City of Santa Fe Springs, and makes recommendations for operations and maintenance for the future.

The ITS Master Plan is based on the following principles:
 A flexible and open ATMS, able to adopt new technologies and share traffic data with other partnering local agencies and the public
 A comprehensive inventory of existing traffic signal system infrastructure  A system consisting of traffic signal operations, management, and maintenance that is easy and simple to understand, with a web-based platform and remote access that can be easily integrated into the ATMS
 Cost-effective solutions that fit within the City’s financial and staffing capabilities  State-of-the-art ITS technologies that implement “Open Architecture” technologies and meet current local, state, and federal standards
 Manageable on-going maintenance and operation of the ATMS  Maximum usage and efficiency of the existing traffic signal infrastructure  A system able to provide safe multi-modal transportation solutions  An easy-to-use system by the City and contract maintenance staff  A system that integrates Smart Cities solutions including integration with current Smart City programs and projects implemented by the City
 A system that is scalable and expandable, capable of handling the future needs of the City The City of Pico Rivera is located in southeastern Los Angeles County and borders the neighboring cities/agencies of Whittier, Santa Fe Springs, Downey, Commerce, Montebello, the City of Industry, and the County of Los Angeles. The Interstate 5 (I-5) freeway traverses northwest-southeast, just south of the City while the Interstate 605 (I-605) traverses north-south through the eastern side of the City. Other major routes/roadways include Paramount Blvd, Rosemead Blvd, Telegraph Rd, Slauson Ave, Washington Blvd, Whittier Blvd, Beverly Blvd, Durfee Ave, and San Gabriel River Pkwy. Traffic signals on the I-5 and I- Introduction
December 2024 2-2
605 on/off ramps are owned, operated, and maintained by Caltrans. Selected traffic signals along the City border are operated and maintained by the City of Downey and the County of Los Angeles; all other traffic signals are owned, operated, and maintained by the City of Pico Rivera.

The City has 53 traffic signals citywide, where 47 of them are owned, operated, and maintained by the City. Figure 2.1 illustrates the existing traffic signal locations, communications, ITS components, and the traffic management system equipment for the City of Pico Rivera.

Introduction
December 2024 2-3
Figure 2.1 City of Pico Rivera Corridors and Intersections Introduction
December 2024 2-4
The ITS Master Plan Report has been developed to analyze existing traffic signal, ITS, and communications infrastructure and traffic operations. Based on the results of the existing conditions analysis, recommendations are provided that define the project traffic signal, ITS, and communications infrastructure and traffic operations improvements. A cost analysis is also included to determine if the recommended improvements can be funded via local, state, or federal sources.

The preparation of this report includes, but is not limited to: record research, inventory of the existing traffic signal, ITS, and communications infrastructure, user needs analysis, system requirements, Conceptof-Operations (ConOps), Advanced Transportation Controller (ATC) and Advanced Traffic Management System (ATMS) upgrades, recommended traffic signal, ITS, and communications improvements, infrastructure improvements, hardware/software upgrades, and connectivity to the LA County TMC. This information will be summarized in several chapters of the report including Existing Systems Inventory and Evaluation Document, Assessment of ITS Opportunities Document, Development of System Engineering Management Plan Document, Concept of Operations and Strategic Deployment Plan Document, Funding Strategies Plan Document, and System Requirements Plan Document.

To provide a system that is based on fiscal responsibility that meets the needs of the City and the region to monitor, operate, and maintain the City’s traffic signal system, the ITS Master Plan provides three levels of system options:

1. Level I – The basic, resource efficient system that will provide communications, a centralized traffic management system, upgraded signal controllers, improved vehicle detection, remote access, and modest increase in ongoing maintenance.

2. Level II – Level I with the addition of ITS elements and systems that will provide enhancements to communications, monitoring, and data collection along major corridors. This level can be implemented at key locations or corridors or across the entire system as funding and staffing allow.

3. Level III – Upgraded tier that incorporates nearly all components listed in the ITS Master Plan, complemented by a tangible traffic control center and a considerable expansion in personnel and maintenance resources. Attaining this level across the system will necessitate resources well above current levels but offers a long-range goal for local and regional transportation corridor management.

The proposed and recommended Level I, Level II, and Level III improvements that are identified in the ITS Master Plan Report will be recommended for future design. This will include preparation of plans, specifications, and estimates (PS&E), along with bid package preparation for construction and implementation. The proposed improvements will include upgrading existing traffic signal controllers and cabinets, installing fiber optic cable and/or wireless radios, Ethernet switches, communication hubs, vehicle detection (loops/video), Closed Circuit Television (CCTV) camera systems, selecting a new ATMS, and other traffic signal equipment improvements or ITS technologies.

This ITS Master Plan Report is a comprehensive planning and “living” document that establishes the foundation and implements best practices and processes to achieve the City’s goals and objectives. The Introduction
December 2024 2-5
structure of this report has been developed in a logical order that captures the City’s initiatives and illustrates a detailed roadmap for the implementation of Level I, Level II, and Level III improvements and conditions.

This document has been organized by the following chapters:

1. Executive Summary

2. Introduction

3. Existing Systems Inventory and Evaluation

4. Evaluation of Surrounding Systems

5. Assessment of Intelligent Transportation System (ITS) Opportunities

6. Development of System Engineering Management Plan (SEMP)

7. Concept of Operations (ConOps) and Strategic Deployment Plan

8. Inter-Agency Communication Needs

9. Funding Strategies Plan

10. System Requirements Plan/Systems Engineering Review Form (SERF)

CITY OF PICO RIVERA

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Chapter 3.

Existing Systems Inventory and Evaluation
3-0
Existing Systems Inventory and Evaluation
December 2024 3-i

TABLE OF CONTENTS
3-1. INTRODUCTION ...............................................................................................................................1 3-2. EXISTING SYSTEMS INVENTORY ...........................................................................................................1 3-2.1.1. City of Pico Rivera ............................................................................................................ 2 3-2.1.2. Existing Synchronized Corridors/Corridors with Time-of-Day Plans ................................ 7 3-2.1.3. Existing Traffic Signal, Communications & Intelligent Transportation Systems (ITS) and Evaluation .................................................................................................................................... 10 3-2.1.4. Traffic Management System .......................................................................................... 19 3-2.1.5. Future Projects ............................................................................................................... 19 3-2.1.6. Conclusion ...................................................................................................................... 20 Existing Systems Inventory and Evaluation
December 2024 3-ii

LIST OF TABLES
Table 3.1 City of Pico Rivera – Project Traffic Signals ................................................................................... 6 Table 3.2 City of Pico Rivera – Project Corridors .......................................................................................... 7 Table 3.3 Existing Synchronized Corridors/Corridors with Time-of-Day Plans ............................................. 8 Table 3.4 Existing Traffic Signal, Communication, & ITS Inventory - City of Pico Rivera ............................ 16 Table 3.5 Existing Traffic Management System Equipment ...................................................................... 19

LIST OF FIGURES
Figure 3.1 City of Pico Rivera Existing Traffic Signal Communications ......................................................... 4 Figure 3.2 City of Pico Rivera Existing Systems Architecture ........................................................................ 5 Figure 3.3 Citywide Synchronized Corridors Map ......................................................................................... 9

Existing Systems Inventory and Evaluation
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Existing Systems Inventory and Evaluation
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3-1. INTRODUCTION
The City of Pico Rivera’s Intelligent Transportation Systems (ITS) Master Plan is a comprehensive planning and “living” document that establishes the foundation for implementing best practices and processes in order to achieve the City’s long-term traffic signal infrastructure goals and objectives. The purpose of this section is to provide an inventory and evaluation of existing traffic signal systems, Intelligent Transportation Systems (ITS), traffic management systems (TMS), communications, and synchronized corridors of the City. This information will be used to develop baseline conditions to provide recommended and prioritized improvements.

ADVANTEC conducted the existing systems inventory and evaluation from the data collection provided by the City and performed a detailed field review at every signalized intersection.

The following sections summarize the project area, project traffic signals, and regional arterial network including a detailed inventory and evaluation of the City’s traffic management system, ITS field elements, and communication systems.
3-2. EXISTING SYSTEMS INVENTORY
The purpose of this section is to provide the City of Pico Rivera with an inventory and evaluation of their existing traffic signal system, communication system, ITS elements, and traffic management equipment, including hardware and software, to identify each system’s capabilities, deficiencies, and opportunities; and ultimately to recommend state-of-the-art communication technologies and recommend equipment installation and/or upgrades to meet the goals and objectives of the City. The recommended communication technologies and recommended equipment installation/upgrades will be provided throughout this report and in subsequent chapters.

Existing Systems Inventory is based on collecting existing reference documentation from the City of Pico Rivera and by verifying this information, as well as identifying additional information, in the field. The data collection includes traffic signal matrices, traffic signal plans, traffic signal timing sheets, signal communication plans, citywide traffic signal city maps, citywide communication maps, ITS technologies, and other applicable data. The data collection also includes traffic signals, CCTV systems, ITS, and communication projects currently underway or planned projects by the City. A detailed field review was performed to confirm and document existing traffic signal system, communication systems, and ITS systems for the City.

Existing Systems Inventory and Evaluation
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3-2.1.1. City of Pico Rivera
The City of Pico Rivera is located in southeastern Los
Angeles County and borders the neighboring
cities/agencies of Whittier, Santa Fe Springs, Downey,
Commerce, Montebello, the City of Industry, and the
County of Los Angeles. The Interstate 5 (I-5) freeway
traverses east-west through the southern side of the City while the Interstate 605 (I-605) traverses north-south
through the eastern side of the City. Other major routes/roadways include Paramount Blvd, Rosemead Blvd, Telegraph Rd, Slauson Ave, Washington Blvd, Whittier Blvd, Beverly Blvd, Durfee Ave, and San Gabriel River Pkwy. Traffic signals on the I-5 and I-605 on/off ramps are owned, operated, and maintained by Caltrans. Selected traffic signals along the City border are operated and maintained by the City of Downey and the County of Los Angeles; all other traffic signals are owned, operated, and maintained by the City of Pico Rivera.

The existing traffic signal system within the City of Pico Rivera consists of the following:
 53 traffic signals with no master controllers. 47 of these are owned, operated, and maintained by the City of Pico Rivera.
 Five (5) traffic signals along the southern border are jointly owned by the City of Pico Rivera and City of Downey. They are operated and maintained by the City of Downey. They are: Telegraph Rd & Birchbark Ave, Paramount Blvd & Telegraph Rd, Telegraph Rd & Passons Blvd, Telegraph Rd & Serapis Ave, and Telegraph Rd & True Ave.
 One (1) traffic signal along the eastern border is operated and maintained by the County of Los Angeles. This intersection is Rose Hills Rd & Shephard St.  A majority of the local existing communications occur over wireless, IP based radio networks. The radios at specific signalized intersections forward the data to other radios, before routing the data to the County of Los Angeles Department of Public Work’s (DPW) Headquarters in Alhambra. In this building is the County of Los Angeles Traffic Management Center (TMC).  All of the wireless communication radios are maintained by the County of Los Angeles. They oversee the City of Pico Rivera’s wireless radio infrastructure. The wireless radios can be found on various arterials including Rosemead Blvd, Washington Blvd, Whittier Blvd, and Beverly Blvd.

The wireless radio networks support traffic signal controller data control and collection, as well as video data transmission.
 There are existing twisted pair (TWP) interconnect cables on Rosemead Blvd and on Whittier Blvd that link several signalized intersections. These intersections also have existing wireless radios and WWV antennas. The traffic signal controller data can travel between these intersections in the Existing Systems Inventory and Evaluation
December 2024 3-3
TWP cable before transferring to the ethernet switches in the signal cabinets. From the ethernet switches, the data can then travel to the County of Los Angeles via wireless communications.  Precision Time Synchronization/GPS Universal Time Base (UTB) Clock devices can be found at a majority (33) of the signalized intersections, including those with and without wireless radios or WWV antennas.
 Eight (8) existing traffic signals are "stand-alone" and have no communication hardware. They have neither wireless radios nor WWV antennas or Precision Time Synchronization/GPS UTB Clocks.
 There is a fiber optic cable communications link on Telegraph Rd between Paramount Blvd and True Ave. This link is owned, operated, and maintained by the City of Downey. It consists of 1-24 SMFO and 1-48 SMFO cables. The signals along this segment are jointly owned by the City of Pico Rivera and the City of Downey.
 The City of Pico Rivera does not have a TMC or TMS.
 At the TMC of the County of Los Angeles DPW Headquarters in Alhambra, the regional data from the City of Pico Rivera is connected to the County’s dedicated traffic server. This server hosts a centralized advanced traffic management system (ATMS) for remote real-time traffic surveillance and monitoring of the countywide network. The County uses and operates Kimley Horn's "KITS" advanced traffic management system (ATMS).

Figure 3.1 illustrates the existing traffic signal locations, communications, ITS components, and the traffic management system equipment.

Figure 3.2 illustrates the existing systems architecture configuration.

Table 3.1 summarizes the number of project traffic signals within the City of Pico Rivera.

Table 3.2 summarizes the number of project corridors within the City of Pico Rivera.

Existing Systems Inventory and Evaluation
December 2024 3-4

Existing Systems Inventory and Evaluation
Figure 3.1 City of Pico Rivera Existing Traffic Signal Communications Existing Systems Inventory and Evaluation
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Existing Systems Inventory and Evaluation
Figure 3.2 City of Pico Rivera Existing Systems Architecture Existing Systems Inventory and Evaluation
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Table 3.1 City of Pico Rivera – Project Traffic Signals No. Intersection No. Intersection
Existing Traffic Signal Locations
1 Abbeywood Ave & Beverly Blvd 28 Rosemead Blvd & Washington Blvd 2 Acacia Ave & Beverly Blvd 29 Rosemead Blvd & Coffman-Pico 3 Beverly Blvd & Durfee Ave 30 Rosemead Blvd & Mines Rd 4 Beverly Blvd & Paramount Blvd 31 Rosemead Blvd & Manzanar-Havenwood 5 Beverly Blvd & San Gabriel River Parkway 32 Rosemead Blvd & Whittier Blvd 6 Beverly Rd & Durfee Ave 33 Rosemead Blvd & Beverly Rd 7 Beverly Rd & Paramount Blvd 34 Rosemead Blvd & Beverly Blvd 8 Whittier Blvd & Acacia Ave 35 Rosemead Blvd & Gallatin Rd 9 Crossway Dr & Slauson Ave 36 Paramount Blvd & Mercury Ln 10 Crossway Dr & Washington Blvd 37 Paramount Blvd & Whittier Blvd 11 Durfee Ave & Whittier Blvd 38 Myrtle St & Whittier Blvd 12 Gregg Rd & Whittier Blvd 39 Paramount Blvd & Village Walk Way 13 Haney St & Passons Blvd 40 Washington Blvd & Loch Alene 14 Lindsey Ave & Whittier Blvd 41 Rosemead Blvd & Market Place/ LA Fitness
15 Paramount Blvd & Rex Rd 42 Sandoval Ave & Beverly Blvd 16 Paramount Blvd & Slauson Ave 43 Passons Blvd & Rivera Rd 17 Paramount Blvd & Washington Blvd 44 Rosemead Blvd & Terradell St 18 Passons Blvd & Slauson Ave 45 Rosemead Blvd & Olympic Blvd 19 Passons Blvd & Washington Blvd 46 San Gabriel River Parkway & Melita St 20 Passons Blvd & Whittier Blvd 47 Rose Hills Rd & Shephard St 21 Serapis Ave & Slauson Ave 48 Durfee Ave & Walnut Ave 22 Paramount Blvd & Loch Lomond Dr 49 Telegraph Rd & Birchbark Ave 23 Paramount Blvd & Mines Ave 50 Paramount Blvd & Telegraph Rd 24 Whittier Blvd & Lexington Ave 51 Telegraph Rd & Passons Blvd 25 Rosemead Blvd & Telegraph Rd 52 Telegraph Rd & Serapis Ave 26 Rosemead Blvd & Slauson Ave 53 Telegraph Rd & True Ave 27 Rosemead Blvd & Rex Rd
Existing Systems Inventory and Evaluation
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Table 3.2 City of Pico Rivera – Project Corridors
No. Corridor Project Corridor Type Limits
1 Paramount Blvd Major Arterial Corridor Telegraph Rd to Beverly Blvd 2 Rosemead Blvd Major Arterial Corridor Telegraph Rd to Gallatin Rd 3 Telegraph Rd Major Arterial Corridor Paramount Blvd to True Ave 4 Slauson Ave Major Arterial Corridor Paramount Blvd to Passons Blvd 5 Washington Blvd Major Arterial Corridor Paramount Blvd to Passons Blvd 6 Whittier Blvd Major Arterial Corridor Myrtle St to Gregg Rd 7 Beverly Blvd Major Arterial Corridor Paramount Blvd to Abbeywood Ave 8 Durfee Ave Secondary Arterial Corridor Whittier Blvd to Beverly Blvd 9 San Gabriel River Pkwy Secondary Arterial Corridor Beverly Blvd to Melita St An inventory of existing traffic signal equipment and software, video detection equipment, and communication equipment was conducted by ADVANTEC including, but not limited to, the following:
 Completed field review and equipment inventory
 53 signalized intersections
 9 project corridors
 Communication systems
 Traffic management system/workstation and equipment inventory  Research of current/future projects that are under design and/or funded 3-2.1.2. Existing Synchronized Corridors/Corridors with Time-of-Day Plans The purpose of this section is to provide an overall understanding of the existing synchronized corridors and corridors that currently have time of day plans (TOD) throughout the City of Pico Rivera. This information will be provided by agency staff. This information will be used to develop our baseline conditions for the candidate corridors to be synchronized using current traffic patterns and conditions. It should be noted that just because the City of Pico Rivera has time of day plans it does not mean that the corridors have been synchronized optimally or that they are up to date to meet current multimodal traffic demands and/or standards.

Table 3.3 summarizes the corridor and the corridor limits that are currently synchronized and/or have time of day plans.

Existing Systems Inventory and Evaluation
December 2024 3-8
Table 3.3 Existing Synchronized Corridors/Corridors with Time-of-Day Plans No. Corridor Corridor Limits
1 Telegraph Rd Paramount Blvd to True Ave
2 Washington Blvd Paramount Blvd to Passons Blvd
3 Rosemead Blvd Telegraph Rd to Beverly Blvd
4 Whittier Blvd Myrtle St to Gregg Rd
5 Beverly Blvd Paramount Blvd to Abbeywood Ave
The corridors provided in Table 3.3 are currently synchronized and were previously retimed by the County of Los Angeles.

Figure 3.3 illustrates the City’s existing synchronized corridors.

Existing Systems Inventory and Evaluation
December 2024 3-9
Existing Systems Inventory and Evaluation
Figure 3.3 Citywide Synchronized Corridors Map
Existing Systems Inventory and Evaluation
December 2024 3-10
Type 332
3-2.1.3. Existing Traffic Signal, Communications & Intelligent Transportation Systems (ITS) and Evaluation
In order to ensure accuracy and completeness during the field review process, the ADVANTEC Team used standardized field forms to account for each piece of intersection data required for the inventory and evaluation of the existing traffic signal system, communication systems, and associated equipment.

Sample field forms are contained in Appendix A.

The field review of existing conditions for each signalized intersection consisted of documenting each location and type of existing traffic signal controller/cabinet, signal communication equipment, vehicle detection equipment, emergency vehicle pre-emption (EVP) system, signal mast-arm pole locations, battery back-up system, traffic signal phasing, and CCTV cameras (if available).

In addition, an inventory of the existing communication systems was conducted along the City’s corridors.

This included a thorough investigation and evaluation of the communication equipment at each signalized intersection as well as other facilities where future connections may be anticipated. The following is a general overview of the inventory performed for the existing traffic signal and communication systems and facilities:
 Traffic Signal Controller Cabinets
The City of Pico Rivera has Type 332 traffic signal controller cabinets at all of their signalized intersections. The City's Type 332 cabinets generally have enough cabinet space to house traffic signal components and additional equipment, such as Uninterrupted Power Supply (UPS) units and other ITS elements. A side-mount or top-mount cabinet (depending on ADA access) for future UPS battery storage is suggested for all Type 332 cabinets. For new traffic signal installation or modifications, the City is using Type 332 and Type 352i cabinets.
 Traffic Signal Controllers
The City uses 170E and 170ATC/HC11 model traffic signal controllers manufactured by different vendors at a majority of their signalized intersections. The City also has a legacy 170 model traffic signal controller in use at the intersection of Crossway Dr & Slauson Ave. Finally, the City also has 2070LX model traffic signal controllers at the intersections of Telegraph Rd & Birchbark Ave, Paramount Blvd & Telegraph Rd, Telegraph Rd & Serapis Ave, and Telegraph Rd & True Ave. These were installed with recent upgrade projects.

Type 170E Type 170ATC/HC11 Type 170
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December 2024 3-11
The existing Caltrans standard 170E controller is a cost-effective solution to standardized intersection control. However, both the 170E and 170 controllers are now considered legacy systems as they do not support Ethernet IP and cannot support other various advanced ITS hardware of software functionalities.
 Video Detection System
The City has video detection at selected signalized locations. All of the video detection systems within the City are manufactured by Iteris or Econolite. The City is using either model Vantage Edge 2 or Vantage Vector systems at the intersections where Iteris is being used. For the intersections where Econolite is being used, the City is using Autoscope systems.

The Vantage Edge 2, Vantage Vector, and Autoscope systems can be configured for remote monitoring and set-up by use of additional modules for display of video images at a future TMC.

Additionally, lane-by-lane detection should be configured for better system detection and to be ready for potential future Adaptive Traffic Control Systems (ATCS) and to provide performance measurements. Existing video detections systems can be updated by either adding additional components, or outdated systems should be replaced entirely to newer hybrid video/radar specification.
 Loop Detection
The City has loop vehicle detection at selected signalized locations. Typical detector loop installation consists of 6-foot diameter loop saw cut into pavement with conductors.

Loop Detectors
Type 2070LX
Video Detection
Camera
Iteris Vantage Edge 2
Processor
Iteris Vantage Vector
Processor
Econolite Autoscope
Processor
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For future improvements, new stop bar loop detection should include a ‘Type D’ loop detector and subsequent Bicycle/Motorcycle Detection capable detector amplifier, if applicable.  Emergency Vehicle Pre-Emption System (EVP)
The City has Optical EVP and GPS based EVP systems at various signalized locations. The EVP systems within the City are manufactured by 3M, Global Traffic Technologies (GTT), and Tomar.

Updated EVP systems use GPS sensors and/or Wi-Fi technology for advanced detection and/or integration of TSP systems and allow for improved communications between the emergency vehicle and the traffic signal system. GPS EVP systems should be used with new or modified signalized intersections.
 Uninterrupted Power Supply System
The City has uninterrupted power supply systems (UPS) at a majority of their signalized locations.

The UPS within the City are manufactured by Clary. Most UPS units today have available set-up and configuration for remote alarms and reporting to central. This can generally be configured through Ethernet IP or by serial control. The UPS also conditions the power supply to the signal cabinet to protect the electronic equipment. Connectivity to UPS from the traffic signal system should be used with new or modified signalized intersections.  Communication System
The City has a mixture of 5.8 GHz Ethernet wireless radio communications, WWV Antennas, and GPS Universal Time Base (UTB)/Precision Time Synchronization Clocks. The 5.8 GHz wireless system utilizes Ethernet IP; however, the City’s controllers still communicate serially (analog).

Typically, analog communications are no longer supported for new installations. Therefore, it is recommended a new Ethernet IP based communication system be established, that incorporates new Ethernet IP switching equipment.

The local existing communications system functions via wireless, IP based radios installed at certain signalized intersections where the data is forwarded to other radios. The regional data is then forwarded to the TMC of the County of Los Angeles DPW Headquarters in Alhambra.

Optical Detector
Clary UPS
GPS Sensor
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The wireless radios are maintained by the County of Los Angeles, who oversees the City of Pico Rivera’s wireless radio networks and infrastructure. Via the wireless radios, video data transmission, and traffic signal controller data collection and control can be forwarded from the specific signalized intersections all the way to the TMC of the County of Los Angeles DPW Headquarters.

The City also uses twisted pair/hardwired signal interconnect cable (SIC) at several intersections. SIC is present along Rosemead Blvd from Rex Rd to Washington Blvd. SIC also runs on Rosemead Blvd from ManzanarHavenwood to Whittier Blvd, and on Whittier Blvd from Rosemead Blvd to Lexington Ave, connecting all four signalized intersections. Wireless radios are also present at all of these signalized intersections. All local communication via SIC cable is legacy analog type. Analog type communication is not compatible with newer IP/Ethernet based controllers. Traffic signal controller data can travel between these signalized intersections in the SIC before transferring to the ethernet switches in the signal cabinets. From there, the data can then be forwarded to the County of Los Angeles via wireless communications.

For intersections that are stand alone, and which cannot be connected to via hardwired/twistedpair SIC or fiber optic cable, new wireless communications can be installed at these intersections.  Fiber Optic Communications
Based on our field review, there is a fiber optic cable (FOC) communications link on Telegraph Road between Paramount Blvd and True Ave. These 1-24 and 1-48 SMFO Cables are owned, operated, and maintained by the City of Downey. At the signalized intersection of Telegraph & True Ave, the FOC terminates at the signal and does not continue easterly towards the I-605 on/off ramps. At the signalized intersection of Rosemead Blvd & Telegraph Rd, the FOC also continues southbound in the City of Downey towards Gallatin Rd. Finally, at the signalized intersection of Paramount Blvd & Telegraph Rd, the FOC continues southbound towards Vista Del Rosa St in the City of Downey. It should be noted that all of the signals on Telegraph Rd between Paramount Blvd and True Ave are partially owned by the City of Pico Rivera but operated and maintained by the City of Downey with the exception Wireless Radio Antenna (5.8GHz)
Twisted Pair (SIC)
Fiber Optic
Communications/
Ethernet Switch
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of the signalized intersection Rosemead Blvd & Telegraph Rd. That intersection is solely operated and maintained by the City of Pico Rivera.
 GPS Synchronization Clocks
Many of the signalized intersections in the City of Pico Rivera have Precision Time Synchronization/GPS Universal Time Base (UTB) Clocks in use. Some of these signalized intersections utilize WWV antennas or wireless radios while others do not. The Precision Time Synchronization/GPS UTB Clocks within the City are manufactured by Traconex and McCain, respectively. These devices provide accurate time-of-day information for traffic signal controllers.

A GPS Antenna is installed on top of the signal cabinet while the actual Precision Time/GPS UTB device is located inside the signal cabinet. The device obtains time signals from the atomic clocks of the U.S. National Institute of Standards broadcast on the GPS satellite network. The modules then translate the signals and operate with the traffic control equipment.  WWV Antenna
Based on our field review, multiple WWV antennas were found throughout the City of Pico Rivera.

These WWV (wireless) antennas are used as a GPS clock to download time for signal synchronization. In addition, WWV antennas are used as part of the citywide wireless radio communications network to forward data from the signalized intersections to the TMC of the County of Los Angeles DPW Headquarters.
 Communication Hubs
The City does not have communication hubs located in the field.

Field communication hubs are beneficial for aggregation of local traffic signal controllers and ITS elements on a private local area wide network. They are typically installed at a centralized location in the field as a collection point for the ITS elements, and for creating redundant sites for communication back to central. When considering new Ethernet/IP communications systems, McCain GPS
UTB Device
Traconex Precision
Time Receiver
GPS Antenna
WWV Antenna
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primarily using fiber optic cable, it is best practice to include field communication hubs in the planning and design of the new Ethernet communication network.  CCTV Cameras
The City of Pico Rivera has one (1) CCTV camera system at the signalized intersection of Rosemead Blvd & Telegraph Rd. It is operated and maintained by the City of Downey. The video data is transmitted from the signalized intersection back to the City of Downey’s TMS via the City’s fiber optic cable communications network.

CCTV Camera
For the City of Pico Rivera, new HD IP CCTV cameras are recommended for remote viewing and monitoring of local intersection conditions in real-time at major intersections, crossing arterials, or strategic viewing locations. When considering the installation of new CCTV cameras systems, it is important to understand that there are various types of CCTV camera manufacturers to choose from. This includes the type of camera (top mounted or dome) and the preferred type of installation; typically, they are mounted to an existing pole or on a standalone pole. This also includes the selection and installation of a video management system (VMS) hardware/software at the local TMC for remote viewing, monitoring, and control of the system. All of these elements should be considered when planning and designing new CCTV camera systems.

Table 3.4 provides a detailed summary of the inventory at the existing traffic signal and communication systems and facilities including traffic signal locations, traffic signal controller cabinet types, traffic signal controller units, vehicle detection system (loop/video detection), communication system (fiber optic, wireless), CCTV systems, battery back-up systems, and service enclosure type per intersection.

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Table 3.4 Existing Traffic Signal, Communication, & ITS Inventory - City of Pico Rivera No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication
System CCTV
System
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model / Type Loops or
Video
Manufacturer /
Model Type
1 Abbeywood Ave & Beverly Blvd 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A N/A I * - Wireless/WWV Antenna/Traconex
Precision Time Receiver
2 Acacia Ave & Beverly Blvd 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A N/A I * - Wireless/Traconex Precision Time
Receiver
3 Beverly Blvd & Durfee Ave 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A 3M 454 N/A III-BF McCain GPS UTB Clock 4 Beverly Blvd & Paramount Blvd 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A N/A III-BF * - Wireless/WWV Antenna 5 Beverly Blvd & San Gabriel River Parkway 332 McCain 170ATC/HC11 Video Vantage Vector * N/A N/A Clary III-BF * - Wireless/McCain GPS UTB Clock 6 Beverly Rd & Durfee Ave 332 McCain 170ATC/HC11 Video Vantage Vector GPS Sync Clock N/A GTT 462 Clary III-BF McCain GPS UTB Clock 7 Beverly Rd & Paramount Blvd 332 McCain 170ATC/HC11 Loops 2 Ch N/A N/A N/A N/A III-BF Stand Alone (No Comm) 8 Whittier Blvd & Acacia Ave 332 McCain 170ATC/HC11 Loops 2 Ch TWP/Wireless N/A N/A N/A III-BF 9 Crossway Dr & Slauson Ave 332 Signal Control Co. 170 Loops 2 Ch WWV Antenna N/A N/A N/A I 10 Crossway Dr & Washington Blvd 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A N/A III-BF * - Wireless/WWV Antenna/Traconex
Precision Time Receiver
11 Durfee Ave & Whittier Blvd 322 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A GTT 464 Clary III-BF * - Wireless/McCain GPS UTB Clock 12 Gregg Rd & Whittier Blvd 332 McCain 170ATC/HC11 Loops 2 Ch Wireless N/A N/A N/A III-BF 13 Haney St & Passons Blvd 332 McCain 170E Loops 2 Ch N/A N/A N/A N/A I Stand Alone (No Comm) 14 Lindsey Ave & Whittier Blvd 332 McCain 170ATC/HC11 Loops 2 Ch Wireless N/A N/A N/A III-BF 15 Paramount Blvd & Rex Rd 332 McCain 170E Loops 2 Ch GPS Sync Clock N/A N/A N/A I Traconex Precision Time Receiver 16 Paramount Blvd & Slauson Ave 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 462 Clary III-BF McCain GPS UTB Clock 17 Paramount Blvd & Washington Blvd 332 McCain 170ATC/HC11 Video Vantage Vector * N/A N/A Clary III-BF * - Wireless/McCain GPS UTB Clock 18 Passons Blvd & Slauson Ave 332 McCain 170ATC/HC11 Video Vantage Vector GPS Sync Clock N/A GTT 464 Clary III-BF McCain GPS UTB Clock 19 Passons Blvd & Washington Blvd 332 McCain 170ATC/HC11 Video Vantage Vector * N/A N/A Clary III-BF * - Wireless/WWV Antenna/McCain GPS
UTB Clock
20 Passons Blvd & Whittier Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A GTT 464 Clary III-BF * - Wireless/WWV Antenna/McCain GPS
UTB Clock
21 Serapis Ave & Slauson Ave 332 McCain 170ATC/HC11 Video Vantage Vector N/A N/A GTT 464 Clary III-BF Stand Alone (No Comm) 22 Paramount Blvd & Loch Lomond Dr 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 764 Clary III-BF McCain GPS UTB Clock Existing Systems Inventory and Evaluation
December 2024 3-17
No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication
System CCTV
System
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model / Type Loops or
Video
Manufacturer /
Model Type
23 Paramount Blvd & Mines Ave 332 McCain 170ATC/HC11 Video Vantage Edge 2 N/A N/A N/A Clary III-BF Stand Alone (No Comm) 24 Whittier Blvd & Lexington Ave 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A Clary III-BF * - TWP/Wireless/McCain GPS UTB Clock 25 Rosemead Blvd & Telegraph Rd 332 McCain 170ATC/HC11 Video Vantage Vector Fiber Optic Cable CostarHD Tomar Clary III-BF 1-24 SMFO and 1-48 SMFO Cables are
Property of the City of Downey
26 Rosemead Blvd & Slauson Ave 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 764 Clary III-BF McCain GPS UTB Clock/Polara Model
iCCU-C
27 Rosemead Blvd & Rex Rd 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A Clary III-BF * - TWP/Wireless/WWV Antenna 28 Rosemead Blvd & Washington Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A N/A Clary III-BF * - TWP/Wireless/WWV Antenna/Polara
Model iCCU-C
29 Rosemead Blvd & Coffman-Pico 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A N/A III-BF * - Wireless/WWV Antenna 30 Rosemead Blvd & Mines Rd 332 McCain 170ATC/HC11 Video/Loops Vantage Edge 2 TWP (Cut) N/A GTT 762 N/A III-BF Stand Alone (No Comm) 31 Rosemead Blvd & Manzanar-Havenwood 332 McCain 170ATC/HC11 Loops 2 Ch TWP/Wireless N/A N/A N/A III-BF 32 Rosemead Blvd & Whittier Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A GTT 764 Clary III-BF * - TWP/Wireless/WWV Antenna/McCain
GPS UTB Clock/Polara Model iCCU-C
33 Rosemead Blvd & Beverly Rd 322 McCain 170ATC/HC11 Video Vantage Vector * N/A GTT 464 Clary III-BF * - Wireless/WWV Antenna/McCain GPS
UTB Clock
34 Rosemead Blvd & Beverly Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A GTT 764 Clary III-BF * - Wireless/McCain GPS UTB Clock 35 Rosemead Blvd & Gallatin Rd 332 McCain 170E Loops 2 Ch N/A N/A N/A N/A III-BF Stand Alone (No Comm) 36 Paramount Blvd & Mercury Ln 332 McCain 170E Video Autoscope GPS Sync Clock N/A N/A Clary III-BF McCain GPS UTB Clock 37 Paramount Blvd & Whittier Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 764 Clary III-BF McCain GPS UTB Clock 38 Myrtle St & Whittier Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A GTT 462 Clary III-CF * - Wireless/McCain GPS UTB Clock 39 Paramount Blvd & Village Walk Way 332 McCain 170E Video Vantage Edge 2 N/A N/A N/A Clary III-BF Stand Alone (No Comm) 40 Washington Blvd & Loch Alene 332 McCain 170ATC/HC11 Loops 2 Ch * N/A N/A N/A III-BF * - Wireless/McCain GPS UTB Clock 41 Rosemead Blvd & Market Place/ LA Fitness 332 McCain 170ATC/HC11 Video/Loops Vantage Edge 2 * N/A N/A N/A III-BF * TWP (Cut)/Wireless 42 Sandoval Ave & Beverly Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A 3M 454 N/A III-BF * - Wireless/McCain GPS UTB Clock 43 Passons Blvd & Rivera Rd 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 464 Clary III-BF McCain GPS UTB Clock 44 Rosemead Blvd & Terradell St 332 McCain 170ATC/HC11 Video Vantage Vector GPS Sync Clock N/A GTT 462 Clary III-BF McCain GPS UTB Clock 45 Rosemead Blvd & Olympic Blvd 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 462 Clary III-BF McCain GPS UTB Clock 46 San Gabriel River Parkway & Melita St 332 McCain 170ATC/HC11 Video Vantage Edge 2 * N/A GTT 764 Clary III-BF * TWP (Cut)/McCain GPS UTB Clock 47 Rose Hills Rd & Shephard St 332 Safetran 170E Loops 2 Ch N/A N/A N/A N/A III-BF Second Signal Control Co. Controller in
Signal Cabinet, Stand Alone (No Comm).

Signal is Operated and Maintained by the
County of Los Angeles.
48 Durfee Ave & Walnut Ave 332 McCain 170ATC/HC11 Video Vantage Edge 2 GPS Sync Clock N/A GTT 764 Clary III-CF McCain GPS UTB Clock Existing Systems Inventory and Evaluation
December 2024 3-18
No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication
System CCTV
System
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model / Type Loops or
Video
Manufacturer /
Model Type
49 Telegraph Rd & Birchbark Ave 332 McCain 2070LX Video Autoscope Fiber Optic Cable N/A Tomar Clary III-CF Signal is Operated and Maintained by the
City of Downey
50 Paramount Blvd & Telegraph Rd 332 McCain 2070LX Video Autoscope * N/A Tomar N/A III-BF * - Fiber Optic Cable/Traconex Precision
Time Receiver/Signal is Operated and
Maintained by the City of Downey
51 Telegraph Rd & Passons Blvd 332 McCain 170ATC/HC11 Video Autoscope * N/A Tomar Clary III-BF * - Fiber Optic Cable/Traconex Precision
Time Receiver/Signal is Operated and
Maintained by the City of Downey
52 Telegraph Rd & Serapis Ave 332 McCain 2070LX Video Autoscope * N/A Tomar Clary III-BF * - Fiber Optic Cable/Traconex Precision
Time Receiver/Signal is Operated and
Maintained by the City of Downey
53 Telegraph Rd & True Ave 332 McCain 2070LX Video Autoscope * N/A Tomar Clary III-BF * - Fiber Optic Cable/Traconex Precision
Time Receiver/Signal is Operated and
Maintained by the City of Downey
Existing Systems Inventory and Evaluation
December 2024 3-19
3-2.1.4. Traffic Management System
The City of Pico Rivera does not have their own dedicated TMC. The City’s existing communications system relies on wireless radios to transmit and forward data from the signalized intersections to the County of Los Angeles Department of Public Work’s (DPW) Headquarters in Alhambra. In this building is the County of Los Angeles Traffic Management Center (TMC), which has a dedicated traffic server configured with an Advanced Traffic Management System (ATMS). The traffic server is configured and utilizes the KimleyHorn Integrated Transportation System (KITS), a central system for command and control of all traffic signal operations. DPW staff are able to monitor traffic signal operations from this remote location on a real time basis, not just for the City of Pico Rivera but other County and agency signalized intersections that the County operates and maintains. Any timing changes that need to be made to the City of Pico Rivera’s signals can only be done by the County at the request of the City. KITS communicates directly to the City of Pico Rivera’s controllers that supply traffic signal timing/Time-of-Day (TOD) operation and provides real-time display through the system's Graphic User Interface (GUI).

Inside the TMC of the County of Los Angeles DPW Headquarters, they have a room with an equipment rack. The equipment rack houses multiple database traffic servers and rack mounted communications equipment for real-time traffic monitoring of all roadside elements. The existing conditions are as follows (Table 3.5):

Table 3.5 Existing LA County Traffic Management System Equipment Traffic Management System Kimley-Horn Integrated Transportation System (KITS) Traffic Server Traffic Management Server & Communications Server, Regional System Servers (Centracs 2.0 , C2C interface, VPN)
Workstation PC Local Workstations for various operators Communications Equipment Core Ethernet Switch, Router, Firewall Hardwire Communications Fiber optic cables (12, 36, and 48 SMFO strands) Wireless Communications 5.8 GHz Wireless Ethernet Radios Video Management System Video Distribution System Server / Kimley-Horn Integrated Transportation System (KITS)
3-2.1.5. Future Projects
The City currently has the following upcoming projects:

1. They are currently installing Flock Safety license plate readers (LPR) at various signalized intersections. The data obtained by this system is being used by the LA County Sheriff Department for enforcement purposes.

2. Signal modifications are anticipated at the following intersections: Rosemead Blvd & Gallatin Rd, Beverly Blvd & Paramount Blvd, Acacia Ave & Beverly Blvd, Whittier Blvd & Acacia Ave, Whittier Existing Systems Inventory and Evaluation
December 2024 3-20
Blvd & Lexington Ave, Lindsey Ave & Whittier Blvd, Gregg Rd & Whittier Blvd, and Paramount Blvd & Rex Rd. The City is replacing the existing Type 332 cabinets with Type 352i cabinets and replacing the existing traffic signal controllers with 2070 model traffic signal controllers.

3. Los Angeles Region
a. Caltrans Pomona Freeway (SR-60) between the Long Beach I-710 and San Gabriel River I605 Freeways Pavement Rehabilitation Project b. Caltrans I-5 South Corridor Freeway Widening Project c. Southern California Association of Governments (SCAG) i. Regional Data Platform (RDP)
ii. 2024-2050 Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS)
3-2.1.6. Conclusion
Based on our inventory and evaluation of the City’s existing traffic signal system, ITS elements, communication system, and the lack of traffic management system server/equipment—there is a mix of equipment that can be reused/upgraded and that does not have the ability to be upgraded to provide Ethernet/IP communications. This equipment has been identified by the ADVANTEC Team, including a general evaluation of the existing system/equipment capabilities, deficiencies, and opportunities.

Other ITS improvements should also be considered such as new advanced transportation controllers (ATC), closed circuit television (CCTV) camera systems, arterial management system technologies, connected and automated vehicle technologies, traffic controller cabinets, wireless radios, EVP systems, hybrid video/radar vehicle detection, etc. The City currently does not have their own ATMS and has to transmit their data to the ATMS at the County of Los Angeles, KITS. If the City considers installing their own system, they may consider a system that has latest open architecture features that meet the latest standards.

All local communications are provided via wireless, IP based radios installed at specific signalized intersections. While the 5.8 GHz wireless system uses Ethernet IP, the City’s controllers still communicate serially. Therefore, the traffic signal system is not considered a true IP based Ethernet network. The various wireless radio networks send data to the TMC of the County of Los Angeles DPW Headquarters in Alhambra. The County of Los Angeles has their own central traffic management system server (KITS ATMS). Looking to the future, the City should consider upgrading their communications system to provide a true Ethernet/IP-based communications system. This can be accomplished over fiber optic and/or wireless communications. Additional analysis and coordination with City staff will be required.

ITS improvements will be considered as a part of this master plan, such as new advanced transportation controllers (ATC), closed circuit television (CCTV) camera systems, arterial management system technologies, connected and automated vehicle technologies, traffic controller cabinets, wireless radios, EVP systems, hybrid video/radar vehicle detection, etc. The City currently does not have their own ATMS and only transmits their data to the ATMS at the County of Los Angeles, KITS system. The master plan will evaluate and make recommendations regarding the City installing their own system, continuing to use the Existing Systems Inventory and Evaluation
December 2024 3-21
County’s system, or a hybrid approach. However, a system that has the latest open architecture features that meet the latest standards will be necessary to allow for growth and long-term use of the system.

It should be noted that the information obtained in this section will be used as a basis to recommend communication technologies and recommend equipment installation and/or upgrades to meet the goals and objectives for the City of Pico Rivera’s Intelligent Transportation Systems (ITS) Master Plan. In addition, a higher-level overview and more broad understanding of current ITS systems on the market will be developed in Chapter 5 of the Intelligent Transportation Systems (ITS) Master Plan, Assessment of Intelligent Transportation System (ITS) Opportunities. The recommended communication technologies and recommended equipment installation/upgrades will be provided in subsequent sections.

CITY OF PICO RIVERA

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Chapter 4.

Evaluation of Surrounding Systems
4-0
Evaluation of Surrounding Systems
December 2024 4-i

TABLE OF CONTENTS
4-1. INTRODUCTION ...............................................................................................................................1 4-1.1. Study Area .................................................................................................................................... 2 4-2. EVALUATION OF SURROUNDING SYSTEMS ..............................................................................................3 4-2.1. Existing Conditions ....................................................................................................................... 4 4-2.2. Traffic Signal Controllers / Firmware / Traffic Management System........................................... 6 4-2.3. Traffic Signal Cabinets ................................................................................................................ 12 4-2.4. Traffic Management Centers (TMC) ........................................................................................... 12 4-2.5. Traffic Signal Communication Systems ...................................................................................... 16 4-2.6. ITS Technologies ......................................................................................................................... 17 4-2.7. Future Conditions ....................................................................................................................... 21 4-3. MULTI-MODAL TRANSIT EVALUATION ................................................................................................ 22 4-4. TRAVELER INFORMATION SYSTEM EVALUATION .................................................................................... 33 4-5. ARTERIAL AND FREEWAY MANAGEMENT SYSTEMS EVALUATION ............................................................... 34 4-6. SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS (SCAG) ............................................................ 34 4-7. INFORMATION EXCHANGE NETWORK ........................................................................................ 35 4-8. RIITS AND LA CONNECT-IT .......................................................................................................... 37 4-9. CONCLUSION ................................................................................................................................ 38

LIST OF TABLES
Table 4.1 Existing Surrounding Traffic Signal, Traffic Management & Communication Systems ................. 5 Table 4.2 Existing Traffic Management System Equipment – City of Pico Rivera...................................... 13 Table 4.3 Existing Traffic Management System Equipment – City of Industry .......................................... 13 Table 4.4 Existing Traffic Management System Equipment – City of Whittier .......................................... 13 Table 4.5 Existing Traffic Management System Equipment – City of Santa Fe Springs ............................. 14 Table 4.6 Existing Traffic Management System Equipment – City of Downey .......................................... 14 Table 4.7 Existing Traffic Management System Equipment – City of Commerce ...................................... 14 Table 4.8 Existing Traffic Management System Equipment – City of Montebello .................................... 15 Table 4.9 Existing Traffic Management System Equipment – Caltrans District 7 ...................................... 15 Table 4.10 Existing Traffic Management System Equipment – County of Los Angeles ............................. 15 Table 4.11 Assessment of Existing Surrounding Traffic Signal & Intelligent Transportation Systems ....... 19 Evaluation of Surrounding Systems
December 2024 4-ii

LIST OF FIGURES
Figure 4.1 Existing Surrounding Traffic Signal, Communications, & Intelligent Transportation Systems .. 20 Figure 4.2 Existing Metro Bus and Foothill Transit Map ............................................................................. 27 Figure 4.3 Existing Montebello Bus Lines System Map............................................................................... 28 Figure 4.4 Existing Metro Rail and Busway System Map ............................................................................ 29 Figure 4.5 Existing Metrolink Regional System Map................................................................................... 30 Figure 4.6 Existing Metro ExpressLanes System Map ................................................................................. 31 Evaluation of Surrounding Systems
December 2024 4-iii

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Evaluation of Surrounding Systems
December 2024 4-1
4-1. INTRODUCTION
The purpose of this Chapter is to provide the City of Pico Rivera with evalutions of the surrounding cities/agencies traffic signal systems, traffic signal communication systems, and Intellligent Transporation Systems (ITS) for information sharing and inter-agency coordination purposes. The surrounding cities/agencies include the City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles.

The objective for understanding the existing/future surrounding systems is for planning purposes to share traffic data and video images between the City of Pico Rivera, City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles in the near future. The outcome is to provide real-time solutions for intersection management, arterial management, incident management, emergency management, operations and maintenance management, and special event management using Intelligent Transportation Systems (ITS).

This will allow the City of Pico Rivera and the surrounding cities/agencies to enhance the transportation system on a larger level with a common goal to improve the environment by reducing congestion and greenhouse gas emissions, improve safety and mobility, and improve the overall quality of life.

Sharing information between agencies is a key component to fully utilize ITS capabilities. Recent transportation technologies allow agencies with the opportunity to share information between agencies, and between agencies and the community and motorists. Technologies such as: center-to-center (C2C) communications, performance measurement tools (arrival on red, arrival on green, travel times, congestion mapping, etc.), arterial management systems, changeable message signs
(CMS), video surveillance systems, and transportation/transit mobile applications are some of the technologies available in the market today. Upcoming transportation technologies will provide the opportunity to share information more rapidly to the motorists and vehicles in real-time, such as communications between vehicles and the roadway infrastructure (e.g., connected vehicle and autonomous vehicle technologies), parking/payment management systems, and other smart cities transportation technologies.

Sharing information between agencies will facilitate and enhance traffic management, roadway/intersection operations, and emergency operations at all times, especially when major events are planned. Agencies will have the capability to view traffic patterns/demand in real-time at the agencies’ Traffic Management Centers and provide messages to motorists via CMS, agencies’ websites, and/or mobile phones/mobile phone apps/tablets and share information with their local police and fire departments. Information can be provided to Caltrans District 7 so they can disseminate travel information to motorists traveling along I605, I-5, and SR-60.

Evaluation of Surrounding Systems
December 2024 4-2
The evaluation of surrounding systems
includes an inter-agency communication
assessment that identifies the
communication needs for inter-agency
coordination with the City of Pico Rivera,
City of Industry, City of Whittier, City of
Santa Fe Springs, City of Downey, City of
Commerce, City of Montebello, Caltrans
District 7, and County of Los Angeles. The
ADVANTEC Team will identify the
framework for future inter-agency
coordination to provide a common
structure for the design and deployment
of future ITS systems. Future interagency ITS projects may include corridor signal coordination, traveler information
system, arterial and freeway
management systems, and transit systems including Bus Rapid Transit (BRT).

A key consideration is ensuring
that the ITS Systems Planning
process is followed closely. This
process is a systems engineering
process by FHWA that outlines the
steps to develop a successful
system involving multiple
agencies, multiple travel modes,
and different operators. It starts
with identifying the systems
engineering management plan
framework, developing a Concept
of Operations, identifying system
requirements and project
architecture, designing
components and infrastructure, and conducting software development, testing, systems integration and validation, leading to an operations and maintenance manual. This process is a common theme and will be used throughout the life of this project.
4-1.1. Study Area
The study area consists of analyzing the traffic management systems, communication systems, and intelligent transportation systems (ITS) of the City of Pico Rivera, City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles. Refer to Figure 4.1 to see the study area, as well as potential tie-in points between the Evaluation of Surrounding Systems
December 2024 4-3
City of Pico Rivera, City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles. 4-2. EVALUATION OF SURROUNDING SYSTEMS
An inventory of the surrounding systems has been conducted for the following local cities/agencies:
 City of Pico Rivera
 City of Industry
 City of Whittier
 City of Santa Fe Springs
 City of Downey
 City of Commerce
 City of Montebello
 Caltrans District 7
 County of Los Angeles

The inventory of the surrounding systems consists of obtaining the following information from the local cities/agencies:
 Traffic signal systems (e.g., controllers, cabinets, detection systems, emergency vehicle pre-emption (EVP) systems)
 Signal communication systems (telephone, twisted pair/hardwired, fiber optic, wireless radio)  Master Controllers/Local Controllers
 Traffic Management Systems (TMS): Centralized or Distributed with Master Controllers  Traffic Management Centers (TMC)
 Closed Circuit Television (CCTV) Systems
 Changeable Message Sign (CMS) Systems
 Arterial Management Systems
 Ramp Metering Systems (Caltrans only)
 Traffic Monitoring Stations (Caltrans only)
 Other Intelligent Transportation Systems (ITS) Technologies This section also includes an evaluation of the operation of the following surrounding systems:
 Multi-Modal Transit
 Traveler Information System
 Arterial and Freeway Management Systems
 Integrated Corridor Management
Evaluation of Surrounding Systems
December 2024 4-4
4-2.1. Existing Conditions
An inventory of existing conditions has been conducted. Table 4.1 summarizes the local cities/agencies’ existing traffic management systems (TMS) and communication systems including TMS software, local traffic signal controller software, type of traffic management system, traffic signal controller manufacturer, traffic signal controller type/model, traffic signal controller cabinet type, traffic management center (TMC), EVP, CCTV system, CMS system, other ITS elements, transit/transportation elements, and communication system (telephone, twisted pair/hardwired, fiber optic, wireless).

Evaluation of Surrounding Systems
December 2024 4-5
Evaluation of Surrounding Systems
Table 4.1 Existing Surrounding Traffic Signal, Traffic Management & Communication Systems No. City / Agency
Type of
TMS
Traffic Management
System
Traffic Signal Controller
Type
Local Traffic Signal Controller
Software
Exist
TMC ITS Elements Transit/Transportation Elements
Communication System Centralized Distributed with Masters McCain Transparity Econolite Centracs Kimley-Horn KITS TransCore TransSuite 170/170E/170ATC/HC11 2070/2070E/ATC eX 2070/2070LX Econolite ASC/3 Econolite Cobalt McCain Program 2033/Omni eX McCain BI Tran 200/233 LACO Controller Software Econolite ASC/3 Econolite Cobalt CTNET/Caltrans TSCP EVP CCTV System Weather Monitoring Video Detection Changeable Message Sign (CMS) System Traffic Monitoring Stations (TMS) Ramp Metering Integrated Corridor Management (ICM) Express Lanes Bus Rapid Transit (BRT) Transit Vehicle-to-Infrastructure Technology Telephone Twisted Pair/ Hardwired Fiber Optic Wireless GPS Synchronization Clock 1 Pico Rivera                             2 City of Industry                               3 Whittier                                4 Santa Fe Springs                         5 Downey                        6 Commerce                       7 Montebello                      8 Caltrans District 7                               9 County of Los Angeles                          Evaluation of Surrounding Systems
December 2024 4-6
4-2.2. Traffic Signal Controllers / Firmware / Traffic Management System The following summarizes the local agencies traffic signal controllers, local controller firmware and whether each City/agency utilizes a centralized traffic management system. There are several out-of-date technologies that exist and are labeled as “legacy” systems or discontinued by the manufacturer. It also indicates whether these legacy systems are still supported by their manufacturer. Most manufacturers support their legacy systems with backwards compatibility, but they will not install a new legacy equipment or firmware.

The City of Pico Rivera has the following local traffic control hardware:

 Type 170E with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170ATC/HC11 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 2070LX with McCain 2033 firmware: Supported.
 LACO Controller Software
 TMS: None
The City of Pico Rivera does not have their own dedicated central traffic management system (TMS), but their traffic signals are connected LA County's traffic management system (KITS) over wireless radios located at their TMC in the City of Alhambra. This allows County staff to monitor the City of Pico Rivera's traffic signal timing and operations from this remote location on a real time basis. Currently, the City has an agreement with LA County for the County to maintain the City's traffic signal timing and traffic signal operations. Under this agreement, if the City would like to update or change their signal timing, it would be completed upon their request to the County. The following summarizes the corridors and limits that are synchronized and/or have time of day plans.

1. Telegraph Rd from Paramount Blvd to True Ave

2. Washington Blvd from Paramount Blvd to Passons Blvd

3. Rosemead Blvd from Telegraph Rd to Beverly Blvd

4. Whittier Blvd from Myrtle St to Gregg Rd

5. Beverly Blvd from Paramount Blvd to Abbeywood Ave
Evaluation
The City's existing 170, 170E, and 170ATC/HC11 controllers communicate via legacy analog signal, not digital. Thus, Ethernet IP is not supported directly to the controller. An extra 170 controller Ethernet module needs to be configured separately to establish communication. The City has already established a new ATC controller specification for new controllers in the future – 2070 LX controller. The City should continue replacing/migrating to these Type 2070 ATC signal controllers.

Evaluation of Surrounding Systems
December 2024 4-7
The City should establish a centralized traffic management system for remote command/control, such as McCain Transparity. These types of upgrades will also require Ethernet/IP-based communications and an upgraded communication network, which can be established over fiber optic cable and/or wireless radios.

The City’s local existing communications system relies on wireless, IP based radios installed at specific signalized intersections where the data is then transmitted to other radios. The data eventually reaches the Los Angeles County Traffic Management Center in Alhambra. At this building are the County of Los Angeles Department of Public Work’s (DPW) Headquarters, and the County of Los Angeles Traffic Management Center (TMC). This TMC has an existing Ethernet/IP-based communications network, which will require additional work on the systems integration side. See the County of Los Angeles section for more information, including details of the LACO Controller Software.

If the City decides to select a centralized traffic management system (TMS) to be hosted at City Hall, they will have an opportunity to view, manage, and control their traffic signals at any time including traffic signal timing and sychronization. In order to manage the TMS, the City has two options 1) to have quailified City staff, technicians, or hire consultants that are qualified and have experience with these systems or 2) the City also has an option to maintain their connection with LA County's TMC and their signal timing agreement with County, where they would continue to assist the City with maintaining their traffic signal timing and traffic signal operations. Each option should be considered as the City upgrades their traffic management system, traffic signal controllers, and communications.

The City of Industry has the following local traffic control hardware:

 Type 170E with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170ATC/HC11 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 2070E with McCain 2033 firmware: Supported.
 Type 2070 ATC eX 2070 with McCain 2033 firmware: Supported.  Type ASC/3-2100 with ASC/3 firmware: Supported.
 LACO Controller Software
 TMS: None
Evaluation
The City's existing 170, 170E, 170ATC/HC11, 2070E, and ASC/3-2100 controllers communicate via legacy analog signal, not digital. Therefore, Ethernet IP is not supported directly to the controller. An extra 170 controller Ethernet module needs to be configured separately to establish communication. It is recommended a new ATC controller specification is established moving forward. The City should begin replacing/migrating to Type 2070 ATC signal controllers.

Evaluation of Surrounding Systems
December 2024 4-8
The City should establish a centralized traffic management system for remote command/control, such as McCain Transparity. These types of upgrades will also require Ethernet/IP-based communications and an upgraded communication network, which can be established over fiber optic cable and/or wireless radios.

The City’s local existing communications system relies on wireless, IP based radios installed at specific signalized intersections where the data is then transmitted to other radios. The wireless data is forwarded to the radio repeater station (wireless radio tower) on the City of Industry water tanks in Industry Hills.

From there, the regional data is then sent to the TMC at the County of Los Angeles DPW’s headquarters.

The City of Whittier has the following local traffic control hardware:

 Type ASC/3-2100 with Econolite ASC/3 firmware: Supported.  Cobalt with Econolite Cobalt firmware: Supported.
 TMS: None
Evaluation
The City's existing ASC/3-2100 and Cobalt controllers do not communicate with each other as the City only uses GPS Synchronization Clocks. The City does not use wireless radios, twisted pair cable, or fiber optic cable. Thus, Ethernet IP is not supported directly to the controller. An extra ASC/3 controller Ethernet module needs to be configured separately to establish communication. The City has recommended the Econolite Cobalt ATC controller as their new ATC controller specification moving forward. The City should continue replacing/migrating to these NEMA ATC signal controllers.

The City should establish a centralized traffic management system for remote command/control, such as Econolite Centracs 2.0. These types of upgrades will also require Ethernet/IP-based communications and a new communication network, which can be established over fiber optic cable and/or wireless radios. As the City currently does not have an existing communication network and only has GPS Synchronization Clocks, this will be a large endeavor moving forward.

The City of Santa Fe Springs has the following local traffic control hardware:

 ASC/3 with Econolite ASC/3 firmware: Legacy.
 Cobalt with Econolite Cobalt firmware: Supported.
 TMS: Econolite Centracs (Not in use). Supported.

Evaluation
The City's existing ASC/3 controllers communicate via legacy analog signal, not digital. Therefore, Ethernet IP is not supported directly to the controller. An extra ASC/3 controller Ethernet module needs to be configured separately to establish communication. The City has recommended the Econolite Cobalt controller as their new ATC controller specification. The City should continue replacing/migrating to the Cobalt ATC signal controllers.

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The City does have a centralized traffic management system for remote command/control – Econolite Centracs. However, it is defunct due to issues and disagreements between Econolite, a third party system integrator, and the City’s IT department. The Centracs system was located at a workstation in the City’s public works yard, and the workstation was removed when the building’s floors were redone. The City should reestablish a new centralized traffic management system, such as Econolite Centracs 2.0 or another ATMS from another vendor. These types of upgrades will also require Ethernet/IP-based communications and an upgraded communication network, which can be established over fiber optic cable and/or wireless radios.

The City of Downey has the following local traffic control hardware:

 Type 170E with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170ATC/HC11 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 2070LX with McCain 2033 firmware: Supported.
 Type 2070LX with McCain Omni eX firmware: Supported.
 LACO Controller Software
 TMS: McCain Transparity. Supported.

Evaluation
The City's existing 170, 170E, and 170ATC/HC11 controllers communicate via legacy analog signal, not digital. Thus, Ethernet IP is not supported directly to the controller. An extra 170 controller Ethernet module needs to be configured separately to establish communication. The 170/170E controllers that are connected to the City’s TMC use the McCain Bi-Tran 200/233 local program, and the non-connected 170 controllers utilize the LACO Controller Software (LACO-1 or LACO-4).

The City has already established a new ATC controller specification for new controllers in the future – 2070 LX controller. The City should continue replacing/migrating to these Type 2070 ATC signal controllers. The City has an existing Ethernet IP-based communications network at their TMC, which will require additional work on the systems integration side. The City has also expanded their fiber optic backbone throughout, providing the opportunity to intertie a large number of its existing traffic signals to the central ATMS system.

The City uses fiber optic cable throughout as their existing communication system. Per the City, their fiber network is configured with “star” topology where their TMC is directly connected to a series of fiber hub cabinets in the field, which are directly connected to the individual intersection controllers. Most of their signalized intersections use Econolite Autoscope/Vision video detection systems. At the TMC, the City has a video wall where the live-streamed video images can be displayed. The CCTV cameras at a few of the signalized intersections are not connected, though the City expects them to be in the future.

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The City of Commerce has the following local traffic control hardware:

 Type 170 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 2070 with McCain 2033 firmware: Supported.
 LACO Controller Software
 TMS: None
Evaluation
The City's existing 170 controllers communicate via legacy analog signal, not digital. Therefore, Ethernet IP is not supported directly to the controller. An extra 170 controller Ethernet module needs to be configured separately to establish communication. The City of Commerce has already established the 2070 controller as their new ATC controller specification for new controllers in the future.

The City should establish a centralized traffic management system for remote command/control, such as McCain Transparity. These types of upgrades will also require Ethernet/IP-based communications and an upgraded communication network, which can be established over fiber optic cable and/or wireless radios.

The City uses 6 PR signal interconnect cable (SIC) along Slauson Avenue and both fiber optic cable and GPS synchronization clocks along Washington Blvd. The City’s local existing communications system also relies on wireless, IP based radios installed at specific signalized intersections where the data is then transmitted to other radios. The data eventually reaches the TMC at the County of Los Angeles DPW’s headquarters.

See the County of Los Angeles section for more information.

The City of Montebello has the following local traffic control hardware:

 Type 170E with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170ATC/HC11 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 2070 with McCain 2033 firmware: Supported.
 LACO Controller Software
 TMS: None
Evaluation
The City of Montebello’s existing 170, 170E, and 170ATC/HC11 controllers communicate via legacy analog signal, not digital. Thus, Ethernet IP is not supported directly to the controller. An extra 170 controller Ethernet module needs to be configured separately to establish communication. It is recommended a new ATC controller specification is established moving forward. The City should begin replacing/migrating to Type 2070 ATC signal controllers.

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The City should establish a centralized traffic management system for remote command/control, such as McCain Transparity. These types of upgrades will also require Ethernet/IP-based communications and an upgraded communication network, which can be established over fiber optic cable and/or wireless radios.

Caltrans District 7 has the following local traffic control hardware:
 Type 2070 with TSCP firmware: Supported
 Type 170 Field Master: Legacy. Field masters are no longer being deployed.  TMS: TransCore TransSuite Central. Supported
Evaluation
Caltrans District 7 should begin re-evaluating inter-agency communication with all local agencies that border the I-605, I-5, and SR-60. Opportunities exist for exchanging two-way information, such as traffic data, video images, and weather messages that can benefit agencies besides Caltrans District 7. For instance, local agencies can view the off-ramps/ramp metering within their cities and/or CMS messages; and Caltrans could have the ability to view (only) the local agency traffic signal system and video images and identify traffic operations improvements along their facilities due to traffic congestion, major incidents and/or special events.

The County of Los Angeles has the following local traffic control hardware:
 Type 170E with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 170ATC/HC11 with Bi-Tran 200/233: Legacy. Bi-Tran 233 still supported.  Type 2070E with McCain 2033 firmware: Supported.
 Type 2070 ATC eX 2070 with McCain 2033 firmware: Supported.  Type ASC/3-2100 with ASC/3 firmware: Supported.
 LACO Controller Software
 TMS: Kimley-Horn KITS
Evaluation
The County should begin replacing/migrating to 2070 ATC signal controllers while continuing to use the dedicated traffic server configures with an ATMS at their TMC. The County uses the Kimley-Horn Integrated Transportation System (KITS), a central system for command and control of all traffic signal operations. A majority of agencies that surround the City of Pico Rivera have their own wireless radio networks that they use as their existing communication systems. The wireless radios transmit and forward data from those signalized intersections and corridors to the County of Los Angeles TMC. In addition, most of the signal controllers in these agencies have LACO (Los Angeles County) Controller Software. The wireless radio communication between these controllers and KITS at the County TMC provides once per second monitoring of traffic signals. Public Works staff can be immediately notified of any signal Evaluation of Surrounding Systems
December 2024 4-12
malfunctions, allowing them to send maintenance teams more rapidly. Traffic signal timing can also be controlled and coordinated from remote workstations at the County TMC.

In the future, using the County’s Information Exchange Network, the County would like to be able to exchange traffic signal control system data and information across jurisdictional boundaries. Synchronized traffic signal operations and arterial traffic management strategies will be able to be implemented.

Agencies will also be able to coordinate to respond to incidents and emergencies. Motorists and transit users that rely on the arterial highways will benefit from the ability to control and monitor the operation of traffic signals between agencies.
4-2.3. Traffic Signal Cabinets
The City of Whittier and City of Santa Fe Springs are both NEMA controller cabinet standardized cities (Type P). The City of Pico Rivera, City of Industry, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles are all Caltrans standards based agencies (Type 332).  NEMA Standard: Generally, NEMA style cabinets offer more room than Type 332 cabinets to house traffic signal and other ITS components. They can also be customized for use at a specific location. The City of Whittier and City of Santa Fe Springs are primarily NEMA based and use Type P cabinets.
 Caltrans Standard Type 332: The benefit of Type 332 cabinets is their cost-effective deployment, standardization across vendors and being readily available for knockdowns, etc. The City of Pico Rivera, City of Industry, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles primarily use Type 332 traffic signal cabinets throughout their respective cities/agencies. 4-2.4. Traffic Management Centers (TMC)
The City of Downey, Caltrans District 7, and County of Los Angeles are the only agencies with fully operational traffic management centers (TMC), which consist of a designated room, video wall/wall mounted video monitors, workstation(s) with monitor(s), and operational staff. The traffic management center (TMC) is typically a centralized command and control center that integrates traffic operations, maintenance, and area-wide communications. Each TMC provides the infrastructure for communications and surveillance necessary to manage in real-time the traffic signal network.

The City of Downey typically manages their traffic signal systems and communications network via their traffic management system (TMS), which consists of a workstation and monitor located inside the City Hall or Public Works City Yard. The City of Montebello also has a TMS, though they do not have a TMC.

The City of Pico Rivera, City of Industry, City of Whittier, and City of Commerce do not have a working TMS system and typically rely on the County of Los Angeles to manage traffic signal operations (with the exception of the City of Whittier). GPS Synchronization Clocks and wireless radios are typically used at Evaluation of Surrounding Systems
December 2024 4-13
these signalized intersections. Finally, the City of Santa Fe Springs’s TMS is currently not operational due to issues with a third party vendor and Econolite.

The existing conditions of each agency are as follows (Tables 4.2-4.10):

Table 4.2 Existing Traffic Management System Equipment – City of Pico Rivera Traffic Management System None
Traffic Server None
Workstation PC None
Communications Equipment None

Hardwire Communications None
Wireless Communications 5.8 GHz Wireless Ethernet Radios Video Management System None
Table 4.3 Existing Traffic Management System Equipment – City of Industry Traffic Management System None
Traffic Server None
Workstation PC None
Communications Equipment None

Hardwire Communications None
Wireless Communications 5.8 GHz Wireless Ethernet Radios Video Management System None
Table 4.4 Existing Traffic Management System Equipment – City of Whittier Traffic Management System None
Traffic Server None
Workstation PC None
Communications Equipment None
Hardwire Communications None
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Wireless Communications None
Video Management System None
Table 4.5 Existing Traffic Management System Equipment – City of Santa Fe Springs Traffic Management System Econolite Centracs – Nonoperational Traffic Server None
Workstation PC None
Communications Equipment None
Hardwire Communications Twisted Pair Cable
Fiber Optic Cable
Wireless Communications 5.8 GHz Wireless Ethernet Radios Video Management System None
Table 4.6 Existing Traffic Management System Equipment – City of Downey Traffic Management System McCain Transparity
Traffic Server Physical Servers
Workstation PC Workstation PC/remote command and control Communications Equipment Ethernet
Hardwire Communications Fiber Optic Drop Cables
Wireless Communications None
Video Management System Econolite Video Wall (Econolite Autoscope/Vision video detection systems at the signalized intersections)
Table 4.7 Existing Traffic Management System Equipment – City of Commerce Traffic Management System None
Traffic Server None
Workstation PC None
Communications Equipment None
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Hardwire Communications Twisted Pair Cable
Fiber Optic Cable
Wireless Communications 5.8 GHz Wireless Ethernet Radios Video Management System None
Table 4.8 Existing Traffic Management System Equipment – City of Montebello Traffic Management System None
Traffic Server None
Workstation PC None
Communications Equipment None
Hardwire Communications Twisted Pair Cable
Wireless Communications None
Video Management System None
Table 4.9 Existing Traffic Management System Equipment – Caltrans District 7 Traffic Management System TransCore TransSuite ATMS
Traffic Server Physical Servers
Workstation PC Workstation PCs/remote command and control Communications Equipment Ethernet Switches
Hardwire Communications Phone Drop Cables
Fiber Optic Drop Cables
Wireless Communications Wireless radios
Video Management System None
Table 4.10 Existing Traffic Management System Equipment – County of Los Angeles Traffic Management System Kimley-Horn Integrated Transportation System (KITS) and Econolite Centracs ATMS
Traffic Server Traffic Management Server & Communications Server, Regional System Servers (Centracs 2.0 , C2C interface, VPN)
Workstation PC Local Workstations for various operators Evaluation of Surrounding Systems
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Communications Equipment Core Ethernet Switch, Router, Firewall Hardwire Communications Fiber optic cables (12, 36, and 48 SMFO strands) Wireless Communications 5.8 GHz Wireless Ethernet Radios Video Management System Video Distribution System Server / Kimley-Horn Integrated Transportation System (KITS)
Agencies with legacy systems or Agencies that do not have a central system that are considering upgrading to new ATMS and Ethernet/IP-based communications need to address the following:
 The physical communication link from the field to the communication room  The physical location where communication equipment and ATMS hardware/servers are housed.

They are typically stored in air-conditioned rooms, rack mounted with uninterrupted power supplies (e.g., communication room)
 The physical location where workstations (computer/monitors) are located for operators and/or managers that require access to the system. This requires physical communication link from the workstation to the communication room
Agencies that do not have a Traffic Management Center that are considering a new TMC need to address the same requirements as agencies with legacy systems above, but with the following in addition:
 Establishing a dedicated room or space for remote traffic signal operations and maintenance  Other physical factors, such as: architectural enhancements to the room, furniture, lighting, HVAC, electrical, mechanical, plumbing, accessibility, and security 4-2.5. Traffic Signal Communication Systems
The following summarizes the traffic signal communications for each city/agency within the surrounding areas:
 Phone Drops Cable
Caltrans District 7 uses phone drop cable for traffic signal communications at specific signalized intersections. The phone drops cable typically connects to the telephone lines of a telephone company (e.g., AT&T), and those phone lines connect from the field to the traffic operations center.

All local communication via SIC cable or phone drop cable is legacy analog type.  Twisted Pair Copper/Signal Interconnect Cable (SIC)
All of the agencies with the exception of the City of Industry, City of Whittier, and City of Downey use twisted pair/hardwired signal interconnect cable (SIC) for traffic signal communications on selected corridors. Communication occurs by use of analog data modems or Ethernet-over-Copper (VDSL) during transmission and receiving data. Low data rates and analog protocol means this communication should be upgraded wherever possible.

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 General Packet Radio Service (4G cellular wireless)
Caltrans District 7 uses wireless 4G for most of its backhaul communication to central. The wireless 4G cellular service is used for traffic signals, CMS, traffic monitoring stations and “snapshots” of CCTV camera images for access, command and control, and monitoring.  Fiber Optic Cable
The City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, Caltrans District 7, and County of Los Angeles all use fiber optic cable in some of their existing traffic signal communications system. Fiber optic communication systems are the most reliable communication system and provide the highest bandwidth to accommodate multiple ITS systems. Fiber optic cable should be considered as the standard for new hardwire cable installations as it provides highbandwidth capabilities and is not susceptible to electrical interference or shorts like copper signal interconnect (SIC) cable.
4-2.6. ITS Technologies
The following summarizes the ITS technologies for each city/agency within the surrounding areas:
 Emergency Vehicle Pre-emption (EVP) System
 Only the City of Montebello does not have EVP systems. Every other surrounding agency has EVP systems that allow emergency vehicles to have priority through the intersection.  Closed Circuit Television (CCTV) Camera Systems
 Closed circuit television (CCTV) camera systems are used to monitor traffic conditions along freeways, at major interchanges, and intersections in order to view traffic conditions and to report incidents in real-time. Most of the surrounding agencies use HD IP PTZ cameras to monitor traffic at significant intersections, with the exception of the City of Whittier.
 Changeable Message Sign (CMS) Systems
 Changeable Message Sign (CMS) systems are used to provide real-time traffic information to the traveling public including travel time to nearest destination or major routes, freeway conditions, freeway incidents, freeway construction, traffic management for special events, and to provide alternate route selection to facilitate motorist decisions.
 CMS systems are also used to broadcast Amber Alerts or other public alert broadcasts.
 Caltrans is the only agency that utilizes CMS.
 Communications for Caltrans CMS systems to their TMC is provided via telephone drop or 4G cellular wireless.
 Video Detection System
 Video Detection Systems are useful as they are a user-defined configurable tool for assigning detection zones for vehicles and bicycles.
 All cities, Caltrans District 7, and County of Los Angeles have video detection systems at Evaluation of Surrounding Systems
December 2024 4-18
select localized intersections.
 Hybrid Video/Radar Detection System
 These systems are the next generation of video detection as they are easy to configure for assigning detection zones for vehicles and bicycles.  Hybrid Video/Radar Detection Systems use a combination of video and radar sensing technology. The video is used for stop bar vehicle detection and the radar is used for advance vehicle detection and has a detection area up to 600 feet.  The City of Pico Rivera and City of Industry use this system at several intersections.  Ramp Metering Systems
 Ramp metering systems are used as an operations tool to maximize the efficiency of freeway on-ramps, freeway connectors and/or freeway mainlines. The primary objective of ramp metering is to reduce congestion and the overall travel time of the total traffic stream on both freeway and surface streets. Ramp meters allow traffic to enter the freeway at a rate dependent on the conditions of the freeway traffic, while a typical driver might be delayed at the meter, overall travel and freeway speeds are improved.
 Caltrans is the only agency that utilizes ramp metering systems.  Traffic Monitoring Stations
 Traffic monitoring stations are installed along the freeway to monitor traffic conditions on a freeway segment in real-time. The real-time data collected at these stations account for traffic volumes and occupancy. The data is used for incident detection, ramp metering control, and data collection/analysis for efficient incident response.  Communications for traffic monitoring systems are provided via wireless 900 MHz radio or general packet radio service (GPRS), 4G/5G cellular communications.  Caltrans is the only agency that utilizes traffic monitoring stations. These stations also include fixed CCTV camera systems, which allow “snapshot” images to be downloaded and viewed from their TMC.

Table 4.11 summarizes our assessment of the existing surrounding traffic signal systems and Intelligent Transportation Systems (ITS) for each city/agency in the following categories: controller assembly capabilities, communication network equipment types, video surveillance types, types of smart detection, types of Advanced Traffic Management Systems (ATMS), and other types of ITS Systems.

Figure 4.1 illustrates the existing traffic signal, communications, and Intelligent Transportation Systems (ITS) of the City of Pico Rivera, as well as adjacent intersections belonging to the City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, Caltrans District 7, and County of Los Angeles. Potential tie-in points between the agencies are also shown.

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Table 4.11 Assessment of Existing Surrounding Traffic Signal & Intelligent Transportation Systems No. City / Agency
Controller
Assembly
Capabilities Communication Network Equipment Video Surveillance Smart Detection Advanced Traffic Management System
(ATMS) Other ITS Systems ATC Specification Peer to Peer Ethernet/ IP-Based Access Switch (managed) Fiber Optic Technology Ethernet Broadband Wireless (5.8GHz) Ethernet-over-Copper (VDSL) Layer 3 Access /Gigabit Transport CCTV Camera (PTZ) Video Detection Streaming Video Feed to TMC Video Detection System (lane by lane capable) Vehicle Detection Counts / Speeds Data Collection Bluetooth Travel Time technology Weather Monitoring Station / Camera Centralized Remote Login/ Off-site Access by Others Adaptive Signal Control Inter-Agency Communication Changeable Message Signs Ramp Metering Systems Traffic Monitoring Stations 1 Pico Rivera      

2 City of Industry    
3 Whittier   
4 Santa Fe Springs         
5 Downey         
6 Commerce       
7 Montebello    
8 Caltrans District 7             
9 County of Los Angeles           
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Evaluation of Surrounding Systems
Figure 4.1 Existing Surrounding Traffic Signal, Communications, & Intelligent Transportation Systems Evaluation of Surrounding Systems
December 2024 4-21
4-2.7. Future Conditions
A survey of future funded upgrade projects will need to be conducted from the local cities/agencies in order to understand near-term/future traffic signal system and ITS improvements. The following will identify the local cities/agencies’ future upgrades including: traffic management systems, traffic signal controllers, traffic signal cabinets, TMC improvements, CCTV camera systems, vehicle detection systems, and communication systems.
 City of Pico Rivera
 Rosemead Boulevard Fiber Optic Project with SiFi
 Sheriff License Plate Readers (LPR) Project
 City of Industry
 Smart Lighting Project
 Sheriff License Plate Readers (LPR) Project
 I-605 at Valley Blvd Interchange Project
 City of Industry ITS Master Plan
 City of Whittier
 None at this time
 City of Santa Fe Springs
 None at this time
 City of Downey
 Bus Signal Priority (BSP) – Includes a partial expansion of their fiber optic network and will connect eight (8) additional signalized intersections.  Fiber Optic Project with SiFi to deploy a citywide fiber network to provide broadband capacity to third parties. This will also provide opportunities to connect isolated signalized intersections to the City’s TMC.  City of Commerce
 Traffic Signal Synchronization Projects (TSSP) for Washington Blvd, Slauson Avenue, and Olympic Blvd (projects are being led by the County of Los Angeles)  Four (4) HSIP funded signalized intersection improvement projects: Eastern Avenue at Slauson Avenue, Telegraph Road at Eastern Avenue, Garfield Avenue at Flotilla Street, and Washington Blvd at Garfield Avenue.  City of Montebello
 None at this time
 Caltrans District 7
 Golden State and Santa Ana Freeways (I-5) Corridor Improvement Project from SR-134 to SR-118 and from the Orange County line to I-605, which will provide HOV lanes along each project limits
 San Bernardino Freeway (I-10) HOV Project between I-605 and SR-57, which will Evaluation of Surrounding Systems
December 2024 4-22
also provide a new HOV lane in each direction
 County of Los Angeles
 Traffic Signal Synchronization Projects (TSSP) for Washington Blvd, Slauson Avenue, and Olympic Blvd
4-3. MULTI-MODAL TRANSIT EVALUATION
Multi-modal transit and planning refer to various modes (e.g., walking, cycling, automobile, public transit, etc.) and connections among modes. The benefits minimize impacts to certain modes including reduced costs to government, vehicle operating costs, travel time and reduced crashes per-mile. By evaluating certain modes and coordinating efforts between the Intelligent Transportation Systems (ITS) Master Plan and other near term surrounding projects, opportunities exist for coordinating improvements that provide mutual benefit.

An example of this is the Bus Rapid Transit (BRT) that is offered by the Los Angeles County Metropolitan Transportation Authority (LACMTA or Metro) and Foothill Transit. BRT is a bus-based transit system that delivers fast and comfortable services, ultimately displacing fewer cars on the roadway and emitting less emissions in the air. Because BRT contains features similar to a light rail system, it is much more reliable, convenient, and faster than regular bus services. There are five essential features that define BRT:
 Dedicated Right-of-Way
o Although BRT can be provided on mixed flow travel lanes, bus-only lanes make for faster travel and ensure that buses are never delayed due to mixed traffic congestion  Busway Alignment
o The options of using the center of roadway or bus-only corridors keep buses away from congestion
 Off-board Fare Collection
o Fare payment at the station, instead of on the bus, eliminates the delay caused by passengers waiting to pay on board
 Intersection Treatments
o BRT vehicles receive priority at intersections
 Platform-level Boarding
o The station should be at level with the bus for quick and easy boarding. This also makes it fully accessible for wheelchairs, disabled passengers, and strollers with minimal delays In the nearby City of El Monte, there already exists this highfrequency, limited-stop bus service that gets its passengers to where they wish easily and quickly. Starting at the El Monte Station, the J Line (formerly the Silver Line) offered by Metro offers a BRT route that runs westbound between the City of El Monte and Downtown Los Angeles. From Downtown Angeles,
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passengers are able to take the J Line southbound towards the City of San Pedro. The J Line uses the El Monte Busway and the Harbor Transitway, two grade-separated transit facilities, to quickly get passengers to where they need to go. At the El Monte Station traveling eastbound, the Foothill Transit offers its own connected BRT known as the Silver Streak that enables passengers to travel between the station and the Montclair Transcenter. Buses along the Silver Streak travel on the I-10 Freeway (San Bernardino Freeway) between the two stations, with stops at the Westfield West Covina station and the Pomona Transcenter station. The Silver Streak also has some buses that continue westbound towards Downtown Los Angeles, and passholders of either public transit agency can use the Silver Streak or the J Line between the El Monte Station and Downtown Los Angeles.

Both Metro and Foothill Transit continue to work to expand their BRT and non-BRT transit bus services throughout Los Angeles County.

Metro also has the G Line, a BRT line that operates between the North Hollywood and Chatsworth stations in the San Fernando Valley.

Although the City of Pico Rivera is not served by the J Line or the Silver Streak, it does have bus lines that connect to the El Monte Station and L.A. Union Station. The City could collaborate with Metro to perhaps expand the J Line to include the agency and their residents.

Metro offers bus routes in the City of Pico Rivera, City of Industry, City of San Fe Springs, City of Downey, City of Commerce, and City of Montebello. Foothill Transit offers bus routes in the City of Pico Rivera, City of Industry, and City of Montebello. A third bus line service, Montebello Bus Lines, offers bus services in the City of Pico Rivera, City of Whittier, City of Commerce, and City of Montebello.

Passengers that are taking the bus can transfer from Metro to Foothill Transit or vice versa in the City of Pico Rivera, City of Industry, and City of Montebello. Passengers can make similar bus transfers from Metro to Montebello Bus Lines or vice versa in the City of Pico Rivera, City of Commerce, and City of Montebello. Both Montebello Bus Lines and Metro have multiple bus lines in the City of Pico Rivera, and passengers can make route transfers at certain signalized intersections where routes intersect. The Montebello Bus Lines offers service to many important sites including Whittier College, L.A. Union Station, the Shops at Montebello, and the Montebello/Commerce Metrolink Station.

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The City of Pico Rivera does not have any transit centers.

However, the surrounding agencies do have their own transit centers, including the Shops at Montebello Transit Center, the Montebello/Commerce Metrolink Station, the Norwalk/Santa Fe Springs Metrolink Station, the Puente Hills Mall Transit Center, and the City of Industry Metrolink Station. The North Lakewood Park & Ride in the City of Downey, the Lakewood Park & Ride in the City of Downey, the Taylor Ranch Park & Ride in the City of Montebello, the Industry City Hall Park & Ride, and the City of Industry Metrolink Park & Ride are also available. These Park & Ride lots offer motorists a convenient place to park their vehicles and easily access their carpool, vanpool, bus, or train. The Lakewood Park & Ride is located at the Lakewood Blvd Station for the C Line, allowing passengers to connect to the C Line, a light rail that travels along the I-105 Freeway. The City of Industry Metrolink Park & Ride is located at the City of Industry Station, and allows users to connect to the buses there, along with the Metrolink Riverside Line.

Regarding bus lines that are offered in the City of Pico Rivera, Metro offers Routes 62, 108, 265, and 266.

Route 62 travels to the Los Cerritos Transit Center in the City of Artesia along Telegraph Road while Route 108 travels westbound towards the Culver City Transit Center along Slauson Avenue, making connections to the A Line, J Line, and the K Line at various light rail stations. Both Routes 265 and 266 connect with the Lakewood Blvd Station for the C Line along Rosemead Blvd, while Route 266 travels northerly towards the El Monte Station, eventually reaching the Sierra Madre Villa Station for the L Line. Meanwhile, Montebello Bus Lines offers Route 10, 40, 50, 60, and 90. Both Routes 10 and 50 connect with Whittier College.

Traveling westbound, Route 10 travels towards the Atlantic Station for the L Line along Whittier Blvd while Route 50 travels southerly towards the San Pedro St Station for the A Line along Washington Blvd. Routes 40 and 90 travel westerly on Beverly Blvd, heading towards L.A. Union Station while Route 60 is primarily in the City of Pico Rivera, traveling northbound and southbound along Passons Blvd and Durfee Avenue.

In addition to the BRT and bus routes offered by Metro and Foothill Transit, there is also Metrolink, a commuter rail system that serves Ventura, Los Angeles, Orange, San Diego, San Bernardino, and Riverside counties. Metrolink, operated by the Southern California Regional Rail Authority (SCRRA), travels on more than 534 miles of rail network, consists of seven lines, and serves 62 stations. The Orange County Line travels parallel to the I-5 Freeway and travels from the City of Oceanside in San Diego County to L.A. Union Station. It includes both the Norwalk/Santa Fe Springs Metrolink Station, and the Commerce Metrolink Station. Meanwhile, the 91/Perris Valley Line travels parallel to the SR-91 Freeway and travels easterly from L.A. Union Station to the City of Perris in Riverside County. It only includes the Norwalk/Santa Fe Springs Metrolink Station. Finally, the Riverside Line travels parallel to the SR-60 and travels from Downtown Los Angeles at L.A. Union Station to Downtown Riverside. It includes the City of Industry Station, with a stop west of the station in the City of Montebello. Both are in Los Angeles County. All of these Metrolink lines meet at L.A. Union Station, where passengers can connect with Amtrak, the Silver Streak service offered by Foothill Transit, a rail line offered by Los Angeles Metro Evaluation of Surrounding Systems
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Rail, or another Metrolink line. Metrolink reduces the number of motorists on roadways and freeways, reduces greenhouse gas emissions, and improves air quality.

Another transit service provided by Metro is the Los Angeles Metro Rail, an urban rail transit system that serves the County of Los Angeles. It consists of two rapid transit (subway) lines, the B and D lines, and five light rail lines, A, C, E, K, and L. At L.A.

Union Station, passengers can connect to the B Line, the D Line, and the L Line. The C Line runs from the Norwalk Station westerly towards the City of Redondo Beach. Residents in the surrounding agency of the City of Downey are able to take the C Line at the Lakewood Blvd Station in either direction. The C Line also stops at the Aviation/LAX Station where passengers are able to travel to the Los Angeles International Airport (LAX) via a free LAX Shuttle bus. In 2024, this shuttle will be replaced by the LAX Automated People Mover, which will connect with the LAX/Metro Transit Center Station, making access to LAX much easier for users of the C Line.

A partnership between Metro and FasTrak, the Metro ExpressLanes on the I-10 Freeway are express lanes along the I-10 stretching over 14 miles from L.A. Union Station (Alameda Street) in the City of Los Angeles to I-605 in the City of Baldwin Park. Entrances and exits have been built every 2-3 miles for motorists to move on and off the main lanes to the Express Lanes. From L.A. Union Station to the El Monte Station, vehicles use the El Monte Busway, shared-use express bus corridor and high occupancy toll (HOT) lanes running parallel with the I-10 Freeway. Motorists share the El Monte Busway with both Metro’s J Line and Foothill Transit’s Silver Streak, along with select other bus lines. East of the El Monte Busway, motorists travel in their own HOT lanes towards the I-605. Public transit vehicles, motorcycles, carpools (with three people or more), permitted clean air vehicles, and vanpools are allowed to use the Metro ExpressLanes free of charge. A FasTrak pass used to electronically collect tolls can be used by single- and double-occupant vehicles in the Metro ExpressLanes. Entrances and exits to the Metro ExpressLanes on the I-10 Freeway include L.A. Union Station, US 101, I-710, Santa Anita Avenue, Del Mar Avenue, Fremont Avenue, Rosemead Boulevard/SR19, El Monte Station, and I-605.

Figure 4.2 shows the Metro Bus and Foothill Transit Lines that are available in the City of Pico Rivera and the surrounding agencies. It also shows the Shops at Montebello Transit Center, Montebello/Commerce Metrolink Station, nearby Metrolink and Metro stations, and other points of interest.

Figure 4.3 shows the bus lines operated by Montebello Bus Lines in the City of Pico Rivera and the surrounding agencies.

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Figure 4.4 displays the urban rail transit system and bus rapid transit (busway) services offered by Metro. This includes the C Line, which runs from the City of Norwalk to the City of Redondo Beach, connecting with LAX at the Aviation/LAX Station. It also includes the J Line, which runs from the City of El Monte to L.A. Union Station, and then southbound towards the City of San Pedro.

Figure 4.5 shows the Metrolink Regional System Map, showing all of the commuter rail lines offered by Metrolink. It also shows connections to/from Metrolink to other transit services in Southern California, as well as the Orange County Line (with stations in the City of Commerce and City of Santa Fe Springs), the 91/Perris Valley Line (with a station in the City of Santa Fe Springs), and the Riverside Line (with stations in the City of Industry and City of Montebello).

Figure 4.6 illustrates the Metro ExpressLanes on the I-10 Freeway, along with entrances, exits, and toll points.

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Figure 4.2 Existing Metro Bus and Foothill Transit Map
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Figure 4.3 Existing Montebello Bus Lines System Map
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Figure 4.4 Existing Metro Rail and Busway System Map
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Figure 4.5 Existing Metrolink Regional System Map
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Figure 4.6 Existing Metro ExpressLanes System Map
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The ADVANTEC Team has performed a general evaluation of the existing multi-modal systems capabilities, deficiencies, and opportunities. The following summarizes our evaluation of various multi-modal alternative transportation facilities within and adjacent to the City of Pico Rivera, including freeway, arterial, bus, and rail systems:
 Los Angeles County Metropolitan Transportation Authority (LACMTA or Metro) provides public transit service throughout Los Angeles County. It operates multiple transit systems including the Bus Rapid Transit (BRT), the Los Angeles Metro Bus, and the Los Angeles Metro Rail. It operates two (2) BRT routes, including the J Line. The City of Pico Rivera, City of Industry, City of San Fe Springs, City of Downey, City of Commerce, and City of Montebello are served by multiple bus routes. Residents in the City of Downey are able to access the C Line at the Lakewood Blvd Station. Finally, Metro also operates the Metro ExpressLanes on the I-10 Freeway, allowing motorists to travel along the I-10 Freeway from the I-605 Freeway westbound towards L.A. Union Station.
 Montebello Bus Lines provide public transit service in the City of Montebello and other surrounding agencies including City of Pico Rivera, City of Commerce, and City of Whittier. Their buses also travel to other farther cities/areas including South Pasadena, La Mirada, South Gate, and Downtown Los Angeles. Multiple lines travel to L.A.

Union Station including Line 90, a Downtown Express line that travels from Whittier to Downtown Los Angeles. Line 90 travels through the City of Pico Rivera on Beverly Blvd.
 Foothill Transit provides public transit service throughout the San Gabriel Valley and the Pomona Valley. This includes transit public service in eastern Los Angeles County and western San Bernardino County. They provide both express and local bus routes, including the Silver Streak BRT. The Silver Streak enables passengers to travel from the Montclair Transit Center to the El Monte Station where they can transfer to the J Line or another bus route. In addition, the Silver Streak also continues westbound into Downtown Los Angeles.
 Metrolink currently provides service to the surrounding agencies City of Santa Fe Springs, City of Commerce, City of Montebello, and City of Industry. In the City of Santa Fe Springs and City of Commerce, passengers can travel northbound towards L.A. Union Station or southbound towards the City of Oceanside in San Diego County using the Orange County Line. In the City of Santa Fe Springs, passengers can use the Evaluation of Surrounding Systems
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91/Perris Valley Line to travel westbound towards Downtown Los Angeles or eastbound towards the City of Perris. Passengers in the City of Industry and City of Montebello can use the Riverside Line to travel westerly towards L.A. Union Station or easterly towards Downtown Riverside.  Bicycle Facilities are provided throughout the City of Pico Rivera, City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Montebello, and County of Los Angeles. These facilities are a mixture of Class 1, 2, and 3 bikeways.
4-4. TRAVELER INFORMATION SYSTEM EVALUATION
Traveler information systems such as 511 is a free traveler information service that gives you live traffic reports, transit planning, commuter service information, motorist aid, FasTrak information, Downtown LA parking, and weather in the Southern California area through a toll-free phone number, website and mobile application, which can also be distributed over several mediums including, but not limited to changeable message signs, SMS text message alerts, 511 transportation information hotline, and city websites.

Locally, Southern California 511 and Go511.com is a one-stop phone and web service for transportation information throughout Southern California including Los Angeles, Orange, San Bernardino, Riverside, and Ventura Counties. Both the telephone service and website are owned and operated through the leadership of SCAG (Southern California Association of Governments) and a partnership of the California Highway Patrol (CHP), Caltrans District 7, Caltrans District 8, Metro, Ventura County Transportation Commission (VCTC), and Orange County Transportation Authority (OCTA). Although the Southern California 511 system is an excellent tool for the public traveler, limited information is provided throughout the City of Pico Rivera and the surrounding agencies. With upgraded communications systems and ITS technologies within the City of Pico Rivera, it provides the opportunity to provide data feeds to the 511 system, which allows for more accurate information about the regional arterials that can be accessed by the public and the local agencies.

Other traveler information and/or event management systems can be used to monitor, detect, and respond to multiple types of "events" that can occur, such as singular incidents, emergency closures, or special events. These types of events would often trigger a response plan generation, which could be automatically generated or manually generated. Event details and trigger alarms would indicate the type of incident that occurred and then set in motion the appropriate action, which could include coordination with local police and fire departments. Additionally, operators would post similar warning messages on CMS signs, Highway Advisory Radio (HAR) and output advisories to city websites to inform travelers of the incident.

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4-5. ARTERIAL AND FREEWAY MANAGEMENT SYSTEMS EVALUATION Arterial and Freeway Management Systems are becoming more mainstream for operating and managing signalized intersections and roadway system. These systems are used as a tool to measure origin-destination timestamps, travel time and speed reports using modern-day Bluetooth devices normally found in driver's smart phones, tablets, laptops, and onboard vehicle systems. More traditional detection systems, such as inductive loop system, are utilized by Caltrans District 7 along I-5, I-605, and SR-60. Additional arterial management systems include video, Wi-Fi, radar, and magnetometer-based detection.

These types of systems can generate volume, occupancy and speed reports that can be used in order to assess arterial and freeway status and congestion. These real-time traffic data measures enable monitoring of congestion to optimize traffic operations.

By utilizing vehicle detection stations and exporting data to centralized TMC's, local agencies are able monitor the performance of their intersections 24-7 with this unique high-resolution traffic data system.

By capturing and analyzing detailed performance measures such as volume-to-capacity (V/C) ratios, arrivals on green, and even accurate turn movement counts, agencies can not only see how their intersections are performing but use the data to retime and optimize their traffic signals. Most of these subsystems can be operated as stand-alone or are able to interface with the latest ATMS systems available today for monitoring and reporting under one system.
4-6. SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS (SCAG) The City of Pico Rivera and all of the surrounding agencies are part of the Southern California Association of Governments (SCAG). It is the metropolitan planning organization (MPO) for Southern California and has capital planning for the region’s transit systems. It includes six counties (Ventura, Los Angeles, San Bernardino, Orange, Riverside, and Imperial) and more than 191 cities, covering an area of over 38,000 square miles. SCAG creates long-range regional transportation plans including growth forecast components and sustainable communities strategy, regional housing needs allocations, air quality management plans, and regional transportation improvement programs. Their mission is “to foster innovative regional solutions that improve the lives of Southern Californians through inclusive collaboration, visionary planning, regional advocacy, information sharing, and promoting best practices.” Finally, SCAG has a Strategic Plan for accomplishing this mission, with the following seven objectives:

1. Produce innovative solutions that improve the quality of life for Southern Californians.

2. Advance Southern California’s policy interests and planning priorities through regional, statewide, and national engagement and advocacy.

3. Be the foremost data information hub for the region.

4. Provide innovative information and value-added services to enhance member agencies’ planning and operations and promote regional collaboration.

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5. Recruit, support, and develop a world-class workforce and be the workplace of choice.

6. Deploy strategic communications to further agency priorities and foster public understanding of long-range regional planning.

7. Secure funding to support agency priorities to deliver work products effectively and efficiently.

In 2017, SCAG’s Future Communities Initiative
established the Regional Data Platform (RDP) – an
innovative system for sharing data and planning between all of the member cities and counties. Interagency
collaboration is facilitated, promoting transparency and creating a more equitable, sustainable, and inclusive
regional planning practice. The RDP promotes planning
and engagement tools for any agency that is part of SCAG, and a local data exchange (LDX) system for data sharing and enhanced workflows. Local jurisdictions can access RDP to use the Regional Hub, use SoCal Atlas (includes ArcGIS Online, ArcGIS Pro, ArcGIS Urban, and Business Analyst Web), use the Parcel Locator, use HELPR 2.0, use the General Plan Update Site Templates, use the LDX Tools and Workflows, and use the Technical Assistance Request.

SCAG is also developing a long-range plan and vision that assesses housing needs and future mobility with environmental and economic goals known as Connect SoCal 2024 – The 2024-2050 Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS). Connect SoCal 2024 is currently being developed and will be a collective vision for the SCAG region’s future based on input from local jurisdictions, tribal governments, county transportation commissions (CTCs), businesses, local stakeholders, and nonprofit organizations. It will allow project sponsors to qualify for federal funding, as well as help the SCAG region to achieve federal Clean Air Act requirements and state GHG emission reduction objectives. In addition, this RTP/SCS will allow SCAG to preserve open space areas, support the good movement industry, and improve roadway safety and public health. Connect SoCal 2024 outlines more than $638 billion in transportation system improvements through 2045 in the SCAG region. 4-7. INFORMATION EXCHANGE NETWORK
Established by the County of Los Angeles in 1999, the Information Exchange Network (IEN) is a coordinated network for sharing control and information of the many traffic control systems throughout the County utilizing a common network backbone based on the Common Object Request Broker Architecture (CORBA). By sharing control and information throughout, coordination is improved between the participating agency traffic control systems as well as bettering management activities and incident response. Significant elements of the IEN are:

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 Permitting smaller agencies to share monitoring and control for off-hours maintenance and support
 Pop-up control windows that permit operators to modify the plan/mode of any signalized intersection
 Planned event and incident tracking system which permits agencies to share planned event, incident, and construction activities
 Sharing up-to-date intersection data to support real-time workstation, intersection, and section displays, incident response management, and arterial synchronization  Scenario manager, which permits participating agencies to establish multi-agency incident response/mitigation plan
 Creating a common system interface (IDL) which permits the connection of various traffic control systems onto the IEN backbone
The three main goals of
the IEN are using an
open architecture,
sharing real-time data,
and sharing control and
monitoring. To
accomplish this, the IEN
uses a multi-tired,
hierarchical system with
external, regional and
site interface elements.

Once these elements are
put in place, the IEN
Workstation Software is
capable of providing
ATMS Map, ATMS
Explorer, the TransSuite
Incident Tracking and
Management System,
Time/Space Diagrams, the IEN Alarm Viewer, and the IEN Scenario Manager. As agencies continue using the IEN software, they can use it in one of two distinct operational modes: locally and regionally. In local mode, the IEN workstation is used by one agency to observe the operation of their traffic signal system, along with other ITS devices. In regional mode, multiple agencies can monitor traffic signal operations and coordinate incident management activities with adjacent agencies. Finally, the IEN can accomplish tasks like monitoring workstation performance (with the ability to contact the County if needed) and verifying that field components are communicating with the IEN and operating correctly.

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The IEN is currently being upgraded to be managed and integrated with RIITS. It will be under Metro’s direction. The TMC upgrades in the County of Los Angeles will be completed the first quarter of 2023. The County of Los Angeles will still keep full access to the IEN and RIITS. 4-8. RIITS AND LA CONNECT-IT
The Regional Integration of Intelligent Transportation Systems (RIITS) compiles real-time data from transportation systems throughout Los Angeles County to produce numerical data on multi-modal transportation system operations between agencies and third-party providers. These multi-modal transportation systems include freeway, arterial, commercial vehicle, port, airport, traffic, transit, and emergency service operations where information exchange can take place using ITS data sources. RIITS currently has an Archived Data Management System (ADMS) that can capture and save realtime data streaming, leading to a regional data source that is reliable, extensive, and up-to-date. Metro is the lead agency of RIITS, and other associated stakeholders include Caltrans D7, County of Los Angeles, California Highway Patrol (CHP), Los Angeles Department of Transportation (LADOT), Port of Long Beach, Port of Los Angeles, and Long Beach Transit.

RIITS has its own unique platform that can edit
information transmission to a particular agency
or customer’s needs. For example, RIITS can
provide transportation analysis, congestion
pricing, freight mobility, emergency
management, and traveler information. The
main objectives of RIITS include the following:
 Function as the regional transportation clearinghouse and aggregator  Provide a strong institutional foundation for maintaining the management, configuration, and development of the system without hindering current and potential future members  Compiling data from multiple transportation modes in a near real-time environment using modern technologies
 Provide a platform to support the inspection, analysis, and growth of solutions and technologies to better transportation operations throughout Los Angeles County  Operate inter-agency information technology for the region Multiple datasets are available for use by RIITS including INRIX traffic flow data, ITS FIRST (ITS field inventory resource sharing tool), Measure Up!, and the RAD-IT database. The RAD-IT database, provided by the Los Angeles Connect and Integrate Transportation Technology, includes the interconnect details of the ITS elements and data flows. Interconnect diagrams created from this database are used throughout LA CONNECT-IT.

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LA CONNECT-IT (Connect and Integrate
Transportation Technology) is the regional ITS
architecture for Los Angeles County. It is the
masterplan for ITS integration and project
coordination among participating public
agencies. Operated by Metro, it presents the opportunity for regional participants to support new ITS investments and Smart City initiatives that will shape mobility in the region in the near-future. LA CONNECT-IT covers both local and regional project deployments including ICM, center-to-center information exchange, connected vehicle projects, arterial traffic management, the LA County Information Exchange Network (IEN) and much more. This comprehensive plan is a tool and resource that provides guidance to local agencies, stakeholders, and regional agencies throughout the ITS project lifecycle including engineering, design, and implementation. The technology aspects identify the inventory elements or communications connections between the systems and the information that is sent from one center/system to another. The policy aspects support regional initiatives and plans, maintaining consistency with federal requirements and the national ITS architecture, along with supporting countywide ITS policies and funding programs.
4-9. CONCLUSION
The City of Pico Rivera and the surrounding agencies operate as separate stand-alone entities with only a few corridors providing synchronization across jursidictional boundaries. Most local agencies utilize antiquated copper interconnect cable or analog wireless communications that connect to legacy traffic signal controllers and interface to traffic management systems that may no longer be supported.

Additionally, little to no video surveillance is deployed for real-time traffic monitoring and surveillance.

The City of Downey has made an effort to update their traffic signal infrastructure and have begun replacing aging equipment as part of their own ITS master plans, intersection widening/street improvements projects, or as a one-to-one direct replacement. The Intelligent Transportation Systems (ITS) Master Plan provides the City of Pico Rivera and surrounding agencies an opportunity to provide improvements as identified in this chapter and previous chapters, such as ATC traffic signal controllers, Advanced Traffic Management Systems (ATMS) and other advanced ITS technologies, such as HD IP CCTV camera system, arterial management systems, and Ethernet/IP-based communication systems on a regional level and not just locally in their agency.

The following summarizes a high level evaluation of surrounding systems based on the topics dicussed in this chapter:
 Traffic Signal Controllers / Firmware / Traffic Management System o All local agencies should begin replacing/migrating to type ATC traffic signal controllers and new Advanced Traffic Management Systems (ATMS)
 Traffic Signal Cabinets
o ATC low voltage specification cabinets should be considered for all new installations/replacements
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 Traffic Management Center (TMC)
o Currently the City of Downey, Caltrans District 7, and County of Los Angeles have a TMC o City of Pico Rivera, City of Industry, City of Whittier, City of Santa Fe Springs, City of Commerce, and City of Montebello do not have a TMC. They should consider the installation of a new TMC
o City of Pico Rivera, City of Industry, City of Whittier, City of Santa Fe Springs, and City of Commerce do not have a central TMS. They should consider the installation of a new TMS.

The City of Santa Fe Springs should replace their current TMS, Econolite Centracs, with a TMS from another vendor
o City of Downey, Caltrans District 7, and County of Los Angeles should consider upgrades to their existing TMC
 Traffic Signal Communication Systems
o Local communications offer a wide range of hardwire communications o Existing copper SIC cable should be replaced with fiber optic cable o All local and back-haul communications should be upgraded to Ethernet/IP-based protocol
 ITS Technologies
o New HD IP CCTV cameras with analytics should be evaluated and deployed for traffic operations and management of the synchronized corridors o Video Management Systems (VMS) should be evaluated and deployed for multi-modal detection and the signalized intersections
o Changeable Message Signs (CMS) should be evaluated and deployed to disseminate realtime traffic information to motorists o All local agencies should consider the installation of various ITS technologies in order to enhance their traffic management system, response to traffic conditions, and to obtain performance measurements to improve and/or monitor operations  Traveler Information System
o Integration of local TMC centers should interface to traveler information systems, such as 511
 Arterial / Freeway Management System
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 Integrated Corridor Management
o Integrated Corridor Management (ICM) should be evaluated to improve mobility between Caltrans District 7, the City of Pico Rivera, and the surrounding agencies by integrating various networks together, so that partner agencies can manage the transportation corridor as a unified multi-modal system. In order to achieve ICM goals like increasing corridor throughput, improved travel time reliability, improved incident management, and enabled intermodal travel decisions, any potential ICM project will need to define performance requirements, including a decision support system and a set of performance metrics that reflects the characteristics of the agencies and the needs of the corridor users. It should function in coordination with Caltrans District 7’s existing I-210 ICM Project, which is currently under construction and project to finish in Winter 2023.

Overall, the regional evaluation of cities/agencies’ existing and future traffic management systems, communication systems, ITS elements, and TMCs, provide opportunities that exist for inter-agency communication in the form of sharing traffic data/video between the cities/agencies and providing a framework for other forms of shared data, or cloud-based connectivity. This can be accomplished by establishing key connection points between agency boundaries and dedicating a percentage of available networking resources for future use. Existing infrastructure such as wireless radio back-haul and citywide fiber optic communications; and near-term fiber optic and high-bandwidth wireless radio improvements, provides the Ethernet/IP-based communications needed to provide connectivity between agencies for data and video sharing, which can expandable and scalable for new ITS and ATMS deployments. Once these systems are deployed, it provides the infrastructure and greater opportunity to maintain sychronized corridors; and the communication backbone to provide, implement and manage bus service priority (BSP), traveler information systems, arterial freeway management systems, and integrated corridor management systems on a regional level. These type of technologies and opportunities will be discussed in further detail in subsequent chapters of the City of Pico Rivera’s Intelligent Transporation Systems (ITS) Master Plan.

CITY OF PICO RIVERA

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)

MASTER PLAN
Chapter 5.

Assessment of Intelligent Transportation
System (ITS) Opportunities
5-0
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-i

TABLE OF CONTENTS
5-1.INTRODUCTION ................................................................................................................................1 5-2.ASSESSMENT OF CURRENT ITS NEEDS AND OPPORTUNITIES .......................................................................2 5-3.COMMUNICATION NETWORK ITS TECHNOLOGIES ....................................................................................8 5-3.1. Communication Systems ..............................................................................................8 5-3.2. Managed Ethernet Switches ....................................................................................... 10 5-3.2.1 Layer 2 / Layer 3 Ethernet Switches (Managed) ........................................................... 10 5-3.2.2 Layer 2 Hardened Ethernet Switch (Managed)............................................................. 11 5-3.2.3 Layer 3 Ethernet Switch (Managed) ............................................................................. 11 5-3.2.4 Ethernet-over-Copper Switch (VDSL) ............................................................................ 12 5-3.2.5 Small Form Factor Pluggable (SFP) Module(s) .............................................................. 12 5-3.2.6 Security Appliance (Firewall) ........................................................................................ 12 5-3.2.7 Networking Practices .................................................................................................... 13 5-3.3. Wireless Communication Systems .............................................................................. 14 5-3.3.1 2.4 GHz Wireless ........................................................................................................... 15 5-3.3.2 4.9 GHz Wireless ........................................................................................................... 15 5-3.3.3 5 GHz Wireless .............................................................................................................. 15 5-3.3.4 5.9 GHz C-V2X Wireless ................................................................................................. 15 5-3.3.5 Microwave, E/V Band (Back-Haul) Wireless ................................................................. 16 5-3.4. Private Broadband Providers ...................................................................................... 16 5-3.5. Cyber Security ............................................................................................................ 16 5-4.ITS ROADSIDE TECHNOLOGIES ........................................................................................................... 18 5-4.1. Traffic Signal Controllers ............................................................................................ 18 5-4.1.1 Type 2070 Traffic Signal Controllers ............................................................................. 18 5-4.1.2 Type 2070E Controller .................................................................................................. 19 5-4.1.3 2070 ATC Controller ...................................................................................................... 19 5-4.1.4 NEMA Traffic Signal Controllers .................................................................................... 20 5-4.1.5 ATC-1000 Controller...................................................................................................... 20 5-4.1.6 Q-FREE NEMA Controller .............................................................................................. 21 5-4.1.7 Type 2070 NEMA Controller ......................................................................................... 21 5-4.1.8 m60 ATC Controller ....................................................................................................... 21 5-4.1.9 Blade ATC Controller ..................................................................................................... 22 5-4.1.10 ATC eX NEMA Controller ............................................................................................... 22 5-4.1.11 Trafficware Commander ............................................................................................... 23 5-4.1.12 Cobalt NEMA Controller ................................................................................................ 23 5-4.2. Application Programming Interface (API) .................................................................... 23 5-4.3. Traffic Controller Cabinets .......................................................................................... 24 December 2024 5-ii

Assessment of Intelligent Transportation System (ITS)
Opportunities
5-4.3.1 NEMA Controller Cabinets ............................................................................................ 24 5-4.3.2 Type 33X Controller Cabinets ....................................................................................... 25 5-4.3.3 ATC Controller Cabinets ................................................................................................ 25 5-4.4. UPS/BBS Other Controller Cabinets ............................................................................ 26 5-4.5. Detection Systems ..................................................................................................... 26 5-4.5.1 Loop Detection .............................................................................................................. 27 5-4.5.2 Video Detection ............................................................................................................ 27 5-4.5.3 Radar Detection ............................................................................................................ 28 5-4.5.4 Infrared Detection ......................................................................................................... 28 5-4.5.5 Magnetometer Detection ............................................................................................. 28 5-4.5.6 Hybrid Video/Radar Detection ...................................................................................... 29 5-4.5.7 HD Video Detection ...................................................................................................... 29 5-4.6. Uninterrupted Power Supply (UPS) ............................................................................. 29 5-4.7. Transit Signal Priority (TSP)/ Bus Signal Priority (BSP) .................................................. 30 5-4.8. Emergency Vehicle Pre-emption (EVP) ........................................................................ 31 5-4.9. Arterial Management Systems (Bluetooth/Wi-Fi/Magnetometer) ............................... 31 5-4.10. Roadside Unit (RSU) ................................................................................................... 32 5-4.11. CCTV Camera Systems ................................................................................................ 33 5-4.11.1 Digital Network Cameras .............................................................................................. 34 5-4.11.2 High-Definition CCTV Camera Systems ......................................................................... 34 5-4.11.3 Infrared CCTV Camera Systems .................................................................................... 35 5-4.11.4 Video Based Analytics ................................................................................................... 35 5-4.12. Changeable/Dynamic Message Signs (CMS/DMS) ....................................................... 36 5-4.13. Ramp Metering Systems ............................................................................................ 37 5-4.14. Traffic Monitoring Stations ......................................................................................... 37 5-5.CENTRALIZED ITS TECHNOLOGIES....................................................................................................... 38 5-5.1. Advanced Traffic Management Systems (ATMS) ......................................................... 38 5-5.1.1 Q-FREE Kinetic Signals ATMS ........................................................................................ 39 5-5.1.2 Trafficware ATMS.now ATMS ....................................................................................... 40 5-5.1.3 Swarco McCain Transparity ATMS ................................................................................ 40 5-5.1.4 TransCore TransSuite ATMS .......................................................................................... 41 5-5.1.5 Econolite Centracs ATMS .............................................................................................. 42 5-5.1.6 Kimley-Horn KITS........................................................................................................... 42 5-5.1.7 Siemens TACTICS ........................................................................................................... 43 5-5.1.8 Peek Spinnaker ATMS ................................................................................................... 43 5-5.2. Adaptive Traffic Control System ................................................................................. 44 5-5.2.1 Q-FREE MaxTime Adaptive ........................................................................................... 46 5-5.2.2 Trafficware SynchroGreen ............................................................................................ 46 Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-iii

5-5.2.3 Swarco-McCain Transparity Adaptive ........................................................................... 47 5-5.2.4 TransCore/KLD ACDSS ................................................................................................... 47 5-5.2.5 Econolite Centracs Adaptive ......................................................................................... 48 5-5.2.6 Kimley-Horn Kadence .................................................................................................... 48 5-5.3. Video Management Systems (VMS) ............................................................................ 49 5-5.3.1 Bosch VMS .................................................................................................................... 50 5-5.3.2 Pelco VideoXpert ........................................................................................................... 50 5-5.3.3 Teleste S-VMX ............................................................................................................... 50 5-5.3.4 OnSSI Ocularis 5 ............................................................................................................ 51 5-5.3.5 Milestone XProtect Expert ............................................................................................ 51 5-5.3.6 IndigoVision Control Center V19.0................................................................................ 52 5-5.3.7 GENETEC Security Center .............................................................................................. 52 5-5.4. Data Analysis/Arterial Performance Measurement Tools (APeMS) .............................. 53 5-5.4.1 Wi-Fi/Bluetooth/Magnetometer Identification ............................................................ 53 5-5.4.2 Traffic Monitoring Stations ........................................................................................... 54 5-5.4.3 Data Analytics for Signal Optimization ......................................................................... 54 5-5.5. ITS Asset and Maintenance Management Software .................................................... 54 5-5.6. Cloud Technology for ITS Infrastructure ...................................................................... 55 5-5.7. Smart Lighting systems .............................................................................................. 56 5-5.8. ITS for Parking Facilities ............................................................................................. 56 5-5.9. Smart Parking Systems ............................................................................................... 57 5-5.10. Traffic Management Center........................................................................................ 58 5-5.10.1 Traffic Operator Workstations (Standalone Office or Designated Area) ...................... 59 5-5.11. Type of Communication Links Between Traffic Management Data Centers .................. 60 5-5.12. Server-to-Server Communications .............................................................................. 61 5-5.13. Center-to-Center Communications ............................................................................. 61 5-5.14. Operations and Maintenance Costs ............................................................................ 62 5-6.MULTI-MODAL TRANSPORTATION SOLUTIONS ...................................................................................... 64 5-6.1. Traffic Signal Synchronization ..................................................................................... 64 5-6.1.1 Overall Project Benefits ................................................................................................ 65 5-6.2. Arterial Management System ..................................................................................... 68 5-6.3. Traffic Surveillance and Monitoring System ................................................................ 69 5-6.4. Advanced Traveler Information System (ATIS) ............................................................ 72 5-6.5. Transit Management System ...................................................................................... 73 5-6.6. Incident Management System .................................................................................... 74 5-6.7. Special Event Management System ............................................................................ 75 5-6.8. Integrated Corridor Management (ICM)...................................................................... 75 5-7.SMART ITS TECHNOLOGIES ............................................................................................................... 79 Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-iv

5-7.1. Connected Autonomous Vehicles (CAV) ...................................................................... 79 5-7.2. Connected Autonomous Vehicle Infrastructure ........................................................... 81 5-7.3. Light Detection and Ranging (LIDAR) .......................................................................... 87 5-7.4. Autonomous Vehicles / Automation ........................................................................... 87 5-7.5. Smart Cities - Transportation Elements ....................................................................... 90 5-7.6. Shared-Mobility and Mobility-as-a-Service (MaaS) ...................................................... 91 5-7.7. Internet of Things (IoT) ............................................................................................... 92 5-7.8. Mobile Applications (Apps) ........................................................................................ 92 5-7.9. Big Data ..................................................................................................................... 93 5-8.INTEGRATION OF ITS COMPONENTS ................................................................................................... 93 5-8.1. Integration of Ethernet/IP-based Communications ..................................................... 94 5-8.2. System Architecture ................................................................................................... 94 5-8.2.1 Development of the Local Agency and Regional Integration of ITS Components Plan 97 5-8.2.2 City of Pico Rivera – System Architecture/Communication Infrastructure .................. 98 5-9.NEXT STEPS ................................................................................................................................ 103

LIST OF TABLES
Table 5.1. Intelligent Transportation System (ITS) Technology Assessment ................................................ 3 Table 5.2. Communication Systems Matrix .................................................................................................. 9 Table 5.3. Wireless Broadband Matrix........................................................................................................ 14 Table 5.4. 2070 Traffic Controller Matrix .................................................................................................... 18 Table 5.5. NEMA Traffic Controller Matrix.................................................................................................. 20 Table 5.6. Traffic Controller Cabinet Matrix ............................................................................................... 24 Table 5.7. Detection System Matrix ............................................................................................................ 26 Table 5.8. CCTV Camera System Matrix ...................................................................................................... 34 Table 5.9. ATMS System Matrix .................................................................................................................. 38 Table 5.10. Adaptive Signal Control Matrix ................................................................................................ 45 Table 5.11. VMS System Matrix .................................................................................................................. 49 Table 5.12. Integrated Corridor Management (ICM) Strategies ................................................................. 78 Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-v

LIST OF FIGURES
Figure 5.1. Sample Measures of Effectiveness (MOE) Summary ................................................................ 66 Figure 5.2. Sample Emissions, Fuel, and Travel Time Summary ................................................................. 67 Figure 5.3. Connected Vehicle Applications ............................................................................................... 80 Figure 5.4. Signalized Intersection Typical V2I Communication Architecture ............................................ 85 Figure 5.5. Signalized Intersection Typical V2I Communication Network .................................................. 86 Figure 5.6. Connected Automated Vehicle ................................................................................................. 89 Figure 5.7. Typical 2070 System Architecture Intelligent Transportation System (ITS) Elements.............. 96 Figure 5.8 Proposed Ultimate Conditions: System Architecture - City of Pico Rivera ................................ 99 Figure 5.9. Proposed Ultimate ITS Elements and Communications Map ................................................. 100 Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-vi

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Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-1
5-1. INTRODUCTION
The purpose of this Chapter is provide the City of Pico Rivera with an understanding of current Intelligent Transportation Systems (ITS) that are available on the market. Based on the stakeholders needs and opportunities, this will serve as a guide for the selection, deployment and implementation of the City’s near-term and future-term traffic signal systems, communications, and ITS elements upgrades.

This Chapter also includes discussions about next
generation technologies and applications that are readily available in our transportation industry today. Some of these next generation technologies include: connected
vehicles (CV), connected vehicle infrastructure,
autonomous vehicles, smart cities, shared-mobility, mobility-as-a-service (MaaS), internet of things (IoT), mobile applications (Apps), and large amounts of high-resolution traffic data. All information provided is relevant to understanding where our transportation industry is and where it is going. Keeping up with the latest technologies will allow the City of Pico Rivera to set up their transporation infrastucture in a way that it is easy to integrate next generation technologies in the future.

It is also important to understand how these systems are integrated onto an agency’s traffic signal and communication network, from the field elements back to the traffic management center. Therefore, this Chapter also includes the recommended communication network topology (e.g., system architecture) for the City under buildout conditions. We also go one-step further and illustrate the existing and proposed traffic signal, communications, and ITS infrastructure on citywide maps under buildout conditions.

Ultimately, these plans will be used as our roadmap to facilitate the selection of proposed improvements and determine a phased implementation plan. This information will be discussed in greater detail in subsequent sections of this master plan.

In summary, this chapter has been organized by the following sections:
 Assessment of current ITS needs and opportunities
 Understanding Multi-Modal Transportation Solutions
 Understanding Smart ITS Technologies
 Integration of ITS Components
 Integration of Ethernet/ IP-based Communications
 Development of System Architecture Planning
 Development of the Local Agency and Regional Integration of ITS Components Plan  Next Steps
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-2
5-2. ASSESSMENT OF CURRENT ITS NEEDS AND OPPORTUNITIES
This section provides an assessment of current ITS needs and opportunities using proven technologies available today. This includes a comprehensive list of ITS technologies that are commonly being used by various agencies in California including Caltrans. The assessment of current ITS needs and opportunities are presented as follows:
 Communication Network ITS Technologies
 Roadside ITS Technologies
 Centralized/TMC ITS Technologies
 Smart ITS Technologies
Table 5.1 provides a broad overview of available ITS technologies in the transportation market that should be considered as part of this ITS Master Plan. Each individual ITS component described has a product sheet located in the Appendix, and is separated per category:
 Appendix B: Communication Network ITS Technologies Product Sheets  Appendix C: Roadside ITS Technologies Product Sheets
 Appendix D: Centralized / Arterial / Parking / Lighting /TMC ITS Technologies Product Sheets  Appendix E: Smart ITS Technologies Product Sheets
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-3
Assessment of Intelligent Transportation System (ITS) Opportunities Table 5.1. Intelligent Transportation System (ITS) Technology Assessment

ITS TECHNOLOGY TYPE MODEL / NUMBER MANUFACTURE COMMENTS APPENDICES Fiber Optic cable SMFO, MMFO (6-244 count) Various High bandwidth A Wireless communications P2P, Mesh, Microwave, Cellular Various Cost effective solution A Layer 2 Ethernet Switch 4-24 ports (RJ-45/ SFP) Various Cabinet hardware A Layer 3 Ethernet Switch 24+ ports (RJ-45/ SFP) Various TMC/HUB hardware A Ethernet-over-Copper VDSL(2) technology Various Cost effective solution A SFP module Fiber interface Various Varying distances A
Firewall Appliance 4-24 ports (RJ-45/ SFP) Various Front-end A Wireless Radio systems 5 GHz Various Unlicensed band A
Wireless Radio systems 5.9 GHz (DSRC) V2X vendors/ Proxim 802.11p Wi-Fi standard A Wireless Radio systems Microwave, E/V band Proxim/ Siklu/ Cambium/Erricson Licensed band A Wireless Radio systems 3G/4G cellular Various subscription based A XML NTCIP standard Various Inter-agency communication N/A SOAP NTCIP standard Various Inter-agency communication N/A IT management software Network Performance monitor Solarwinds Management software A IT management software Whatsup Gold 2017 Ipswitch Management software A Cyber Security Firewall Appliance ASA series Various Next-gen advanced firewall A Managed Ethernet Switches
Center-To-Center Communications
Communication Systems
Wireless Ethernet Broadband
ITS Asset and Maintenance Management
Software COMMUNICATION NETWORK
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-4
Table 5.1 . Intelligent Transportation System (ITS) Technology Assessment

ITS TECHNOLOGY TYPE MODEL / NUMBER MANUFACTURE COMMENTS APPENDICES Caltrans 2070 E/L Swarco-McCain/ Safetran/ Intelight IP compatible B Caltrans 2070 ATC Swarco-McCain/ Safetran/ Intelight/
PEEK/ Siemens ATC spec B
Caltrans Cobalt Rackmount Econolite ATC spec B
NEMA ATC-1000 PEEK ATC spec B
NEMA Intelight NEMA ATC Intelight ATC spec B
NEMA 2070 NEMA Swarco-McCain IP compatible B
NEMA m60 ATC Siemens ATC spec B
NEMA ATC eX NEMA Swarco-McCain ATC spec B
NEMA Cobalt NEMA Econolite ATC spec B
NEMA Type P Econolite/ PEEK/ Intelight Customized B
NEMA Type R Econolite/ PEEK/ Intelight Customized B
NEMA Type O Econolite/ PEEK/ Intelight Customized B
NEMA ATC Econolite/ PEEK/ Intelight ATC spec B
Caltrans Type 332 Swarco-McCain/ Safetran/ Intelight Standardized B Caltrans Type 333 JP Swarco-McCain/ Safetran/ Intelight Standardized B Caltrans Type 352i ATC Swarco-McCain/ Safetran/ Intelight ATC spec B BBS/ HUB/ Other BBS/ HUB/ Other Various Customized B
Loops Rack / Shelf mount 2 CH/ 4 CH/ Bike Vehicle/ bicycle detection B Video Detection System Vantage / Autoscope/ GS 2 Iteris/ Econolite/ GridSmart Vehicle/ bicycle detection B Radar Detection System Accuscan/Smart Sensor HD Econolite/ Wavetronix Advance/Mid-block detection B Infrared Detection System VIP-FC T2 FLIR Vehicle/ bicycle detection B Magnetometer FlexMag/ POD Sensys/ Trafficware Vehicle/ bicycle detection B Hybrid Video/Radar Autoscope Duo/ Vantage Vector Econolite/ Iteris Vehicle/ bicycle detection. Dual sensors B HD Video Detection Autoscope Vision Econolite HD video. Traffic data collection B Internal / External M Series 1100w-1800w Dimensions For LED intersection only B Internal / External FXM 650/1100/2000w Alpha For LED intersection only B Internal / External SP 560/1250/2000w Clary For LED intersection only B Internal / External MP 2000 Series Myers For LED intersection only B Connected Vehicle Platform Opticom CVP 3M / GTT Reports to CMS in real-time B Infrared Opticom IR 3M / GTT Detect at intersection B
GPS Opticom GPS 3M / GTT/ Emtrac Detect prior to intersection B Loops Microloop Sensors 3M / GTT Detect at intersection B Infrared Opticom IR 3M / GTT Detect at intersection B
GPS Opticom GPS 3M / GTT/ Emtrac Detect prior to intersection B Multimode Opticom IR/GPS 3M / GTT Uses both IR/ GPS devices B Central Management System Opticom CMS 3M / GTT CMS system for opticom system B Roadside Traffic Controller Cabinets
Detection Systems
Battery Back-Up System
EmergencyVehicle Pre-Emption System
Transit Signal Priority System
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-5
Table 5.1 . Intelligent Transportation System (ITS) Technology Assessment

ITS TECHNOLOGY TYPE MODEL / NUMBER MANUFACTURE COMMENTS APPENDICES Bluetooth Travel Time BlueToad/ BluFax/ BlueMAC/
Vantage Velocity TrafficCast/ Traffax/ Iteris Utilizes Bluetooth for travel time & reporting B Wi-Fi SensTraffic Sensys Utilizes wireless detection for travel time & reporting B
Digital Network camera IP network camera Bosch/ Pelco/ Cohu/ WTI/ Axis/ FLIR IP stream network camera can broadcast to multiple sources B
High Definition camera IP Dynamic 7000 Bosch built-in analytics B High Definition camera Spectra Enhanced Pelco good support B High Definition camera RISE 4260 Cohu widely used B
High Definition camera Sidewinder WTI quality built unit B High Definition camera P56 Axis widely used B
Infrared camera PT series FLIR thermal detection B
Video Analytics Software solution Built-in/ 3rd party integration B Full LED - Amber Vanguard VF Series Daktronics Custom overhead signage B Full LED - Color Vanguard VF Series Daktronics Custom overhead signage B Caltrans Model 500/510 Various Caltrans standard lettering B Roadside Changeable/Dynamic Message Signs
Arterial Management Systems
Closed Circuit Television System (CCTV)
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-6
Table 5.1 . Intelligent Transportation System (ITS) Technology Assessment

ITS TECHNOLOGY TYPE MODEL / NUMBER MANUFACTURE COMMENTS APPENDICES Client-Server architecture MaxView Intelight NTCIP/ AB3418 compliant C Client-Server architecture ATMS.now Trafficware NTCIP/ AB3418 compliant C Client-Server architecture Transparity Swarco-McCain NTCIP compliant C Client-Server architecture Transuite Transcore NTCIP/ AB3418 compliant C Client-Server architecture Centracs (2.0) Econolite NTCIP/ AB3418 compliant C Client-Server architecture KITS Kimley-Horn NTCIP compliant C Add-on module MaxAdapt Intelight adjusts cycle/splits/offsets C Add-on module SynchroGreen Trafficware adjusts cycle/splits/offsets C Add-on module Transparity Adaptive Swarco-McCain adjusts cycle/splits/offsets C Add-on module ACDSS Transcore adjusts cycle/splits/offsets C Add-on module Centracs Adaptive Econolite adjusts splits/offsets C Add-on module Kadence Kimley-Horn adjusts cycle/splits/offsets C Client-Server architecture BVMS BOSCH Full-fledged VMS system C Client-Server architecture VideoXpert Pelco Full-fledged VMS system C Client-Server architecture S-VMX Teleste Full-fledged VMS system C Client-Server architecture Ocularis 5 OnSSI Full-fledged VMS system C Client-Server architecture Xprotect Milestone Full-fledged VMS system C Client-Server architecture Control Center v14.0 Indigo Full-fledged VMS system C Hardware solution Various Live Traffic Data/Sensys In-cabinet solution C Wi-Fi detection Sensmetrics Sensys mid-block solution C Software solution IPEMs Iteris mid-block solution C
ITS for parking facilities Overhead signage DMS signs Swarco overhead LED signage C outdoor street lighting Smart Street Lights SilverSpring Adaptive lighting based on traffic/TOD C smart metered parking M5 Parking Meter IPS Group wireless/ cdms C Software/Storage solution AWS Amazon subscription based C Hosted communications V2X/ Hybrid Technology Verizon / Sprint / AT&T/ GFI Software subscription based C Static RMS Various Caltrans state standard C
Dynamic RMS Various Caltrans state standard C
Microwave detection SmartSensor HD Wavetronix Advance/Mid-block detection C Radio Frequency Indentification RFID Transcore Advance/Mid-block detection C Video Wall TransForm Barco Large scale video wall solution C Video Wall Fusion Catalyst Jupiter display processor only C Video Wall Wall Cube Mitsubishi Large scale video wall solution C Video Wall Control Room Christie Digital Large scale video wall solution C Traffic Management Centers/ Video Walls
Traffic Monitoring Stations
Cloud subscription based ITS software CENTRALIZED / TMC Ramp Metering Systems
City Performance Measures
Adaptive Traffic Signal Control System
(ATCS)
Advanced Traffic Management System
(ATMS)
Video Management System (VMS)
Data Analysis/Performance Measurement
Tools
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-7
Table 5.1 . Intelligent Transportation System (ITS) Technology Assessment

ITS TECHNOLOGY TYPE MODEL / NUMBER MANUFACTURE COMMENTS APPENDICES V2V Vehicle-to-Vehicle Savari/ Bosch/ Denso/ Harman Collision avoidance safety systems D V2I Vehicle-to-Infrastructure Savari/ Bosch/ Denso/ Harman traffic signal timing / priority D V2N Vehicle-to-Network Savari/ Bosch/ Denso/ Harman real-time traffic / cloud services D V2P Vehicle-to-Pedestrian Savari/ Bosch/ Denso/ Harman safety alerts to pedestrians/ bicyclists D Transport Commercial Fleets Volvo/Mercedes Benz/Other Private sector D Carsharing Urban routes EasyMile Private sector D
Ride Sharing N/A N/A Existing program D
Bicycle Commuting N/A N/A Existing program D
Carsharing Urban routes EasyMile Private sector D
On-demand ride services Mobile App Uber/ Lyft Private sector D Internet of Things (IoT) IP based ITS Various Existing program D Add-on module Connected Vehicle Trafficware Apple/Andriod comptaible C Separate app EnLighten Connected Signal Apple/Andriod comptaible D Separate app V2X Apps Savari Apple/Andriod comptaible D software based Analytics Waze Private sector D
software based Analytics INRIX Private sector D
software based Analytics HERE Private sector D
software based Analytics Google Private sector N/A
software based Analytics Airsage Private sector D
Large Traffic Data
Mobile Applications (Apps)
Smart Cities - Transportation Elements
Connected Vehicles/ Connected
Infrastructure (V2X)
Autonomous/Automated Vehicles SMART TECHNOLOGIES
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-8
5-3. COMMUNICATION NETWORK ITS TECHNOLOGIES
5-3.1. Communication Systems
Today's communication systems typically rely on
Ethernet/IP-based communication protocol and is one of
the single most important factors when considering
deploying new ITS technologies. Conforming to Institute of Electrical and Electronics Engineers (IEEE) industry
standards, IP is the method of transmitting information across a data (digital) network and will be used throughout the design phase of this project. As Intelligent
Transportation Systems (ITS) migrate towards full digital systems, IP continues to be used increasingly to connect controllers, cameras, Ethernet switches and other ITS
devices throughout a traffic signal and arterial
communcation network. Its usage can be over both
hardwired and wireless technologies, including fiber optic cable, Ethernet-over-Copper, and wireless Ethernet
broadband applications. Using IP-based systems can provide other operational benefits such as device configuration, control and remote adjustment.

For the ITS nework type of applications it should be noted that the Ethernet switches are the core communications equipment between any traffic signal or ITS device over the communications medium, which can be over fiber optic cable, twisted-pair cable, and wireless radios. There are two types of Ethernet switches, managed and unmanaged. When selecting a switch it is highly preferred to use "managed" Ethernet switches because you have control when managing, configurating, and monitoring of the local network. With a managed switch, local are network (LAN) traffic can be controlled virtual LANs (VLANS) created to segregate networks.Unmanaged switches are most often seen in very small, uncomplicated networks with only a dozen or so devices connected and without critical requirements for security and availability. The following summarizes some differences between managed switches and unmanaged switches:
 Capabilities: Unmanaged switches immediately start forwarding traffic once users have plugged them in. They have no features besides what they need to negotiate transfer speeds and to determine each link's duplexing type. Managed switches can offer a huge number of features that can be configured by IT professionals, thus permitting a diverse array of deployment possibilities.

These capabilities allow for optimization of network performance and availability.  Security: Network security includes protection from and detection of threats to data and operability. Managed switches provide security settings that can be configured to protect the network and to help identify threats. Unmanaged switches do not offer security capabilities.  Cost: For some users, cost is a significant choice driver. Unmanaged switches are cheap, as well as very simple to run. Managed switches, with all their additional capabilities, cost more than Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-9
unmanaged switches. They also require more expertise to provision and manage, meaning added costs for staff with the skills to maintain the network.

Its important to understand the advantages/disadvantages of each communication medium and account for large bandwidth usage such as CCTV video feeds. To properly prepare an agency with a successful network, bandwidth calculations shall be provided to determine optimum type of communication medium (e.g. fiber, hardwired, wireless) and to verify that adequate bandwidth is provided for near and future term conditions. Table 5.2 summarizes the various communication types, key features, various/typical manufacturers (not all), and estimate costs in terms of low ($) to high ($$$).

Table 5.2. Communication Systems Matrix
Communication
Type
Key
Features Manufacturer
Estimated
Cost
Hardwired/Twisted-pair SIC
Low/medium (VDSL)
bandwidth,
lower cost,
easy to fix
Various $
Fiber Optic Cable
Highest bandwidth,
low MTBF
Corning/ Draka/ AFL/
Others $$$
Wireless Ethernet Broadband
Medium/high
bandwidth,
Flexible deployment
Various $$
As shown in Table 5.2, there are three primary communication mediums. The following sections summarize each communication medium in more detail about their system and key system features. This information provides a high level of understanding, and it can be used to compare each system.

The following summarizes the three primary communication mediums:
 Hardwired/Twisted-pair Signal Interconnect Cable (SIC)  Dedicated communication line. Costs are associated with conduit/cable installation and maintenance
 Types/Sizes
o 6/12/25 Pair #19-22 AWG
 Communication Equipment
o Ethernet-over-Copper (VDSL) (Digital)
 Dedicated communication line. Costs are associated with new switching equipment. Savings are provided by utilizing existing SIC cable  Managed Ethernet/IP Switch (VDSL protocol)
 Provides low/medium bandwidth depending on the amount of data/video transmissions and segment length (100 Mb to 200Mb) Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-10
 Fiber Optic Cable (FOC)
 Dedicated communication line. Higher costs are
associated with conduit/cable installation and
maintenance
 Types/Sizes
o “Single mode” fiber optic (SMFO) cable
typically used for long transmissions
distances
 Industry standard for traffic
signal and ITS communications
(outdoor)
 Strand numbers range from 6 to 288+ count
 Communication Equipment
o Ethernet/IP Switch
 Provides highest bandwidth and reliability over any distance (100MB, 1G, 2.5G, 10G)  Wireless Communications (Ethernet Broadband)
 Dedicated wireless communications. Costs are associated with the initial installation and maintenance. Although, a higher level of maintenance can be anticipated due to vibration, vegetation/tree trimming in order to maintaining clear line of sight.  Types
o Microwave, V/E Band
o Spread Spectrum
o Radio
o Network Types
 Point-to-Point network
 Point-to-Multipoint network
 Star
 Mesh
o 4G/5G Cellular wireless
 Communication Equipment
o Injector of Power over Ethernet (PoE) device
o IP over managed Ethernet switch
 Provides medium/high bandwidth over a medium segment length (Up to 300MB) 5-3.2. Managed Ethernet Switches
5-3.2.1 Layer 2 / Layer 3 Ethernet Switches (Managed)
Ethernet based Layer 2 / Layer 3 switches are a crucial component in the transmission of two-way traffic data and video communication. Also conforming to IEEE standards, Layer 2/ Layer 3 managed switches used in the traffic industry are typically hardened units used to withstand the extreme temperatures and vibrations in a roadside cabinet environment. Edge based Layer 2 switches are typically found in the cabinet, while high-bandwidth core Layer 3 switches are usually deployed at a TMC and field communication hub locations for aggregation and routing of key traffic networks. Layer 3 switches have more management capabilities such as the ability to create multiple sub networks together at the core Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-11
level, commonly known as Virtual Local Area Networks (VLANs) and have built-in security (e.g. firewalls) features. Both Layer 2/ Layer 3 switches typically provide RJ-45 network and Small Form-Factor Pluggable (SFP) modules/fiber optic interfaces.
5-3.2.2 Layer 2 Hardened Ethernet Switch (Managed)
Layer 2 hardened switches typically have a 4-12 port count and are used to connect to the traffic signal controller, CCTV, wireless or other ITS interface located inside the controller cabinet. The fully managed switching platform combines high performance switching backbone with robust and secure management features required for mission critical and harsh environments where sustained connectivity is crucial. Users are able to access management features such as: port security, IGMP snooping, VLANs, GARP protocols, LACP, and via web browser, Telnet, SNMP, RMON, TFTP, and RS-232 console interfaces.  Wide operating temperature range from -40°C to 75°C (-40°F to 167°F) for extreme environments (NEMA Rated)
 Fanless and ruggedized housings
 IEEE802.1x, ACL (Access Control List), and RADIUS support 5-3.2.3 Layer 3 Ethernet Switch (Managed)
Layer 3 switches typically have 24 port count or higher and combine multiple sub networks together at the core level. Layer 3 routing technology can integrate and efficiently manage all ITS components over the entire communication network. At the Layer 2 level, this cannot be achieved. The Layer 3 non-blocking architecture delivers extremely fast functionality; in addition to static and dynamic routing, this also includes multicast routing and router redundancy. This performance-enhanced routing platform delivers wire-speed Wide Area Network (WAN) throughput, even with advanced services like VQM, QoS, NAT, etc.

Key features include:
 Gigabit Ethernet (GE) ports with non-blocking
architecture
 PTP IEEE1588v2 on board, accuracy 30 ns
 Highest flexibility through GE combo ports
 Extensive Layer 3 software
 Fastest ring recovery times
 Ability to create Virtual Local Area Networks (VLANs) for traffic signal, communications, and ITS element management
 Built in security (e.g., firewalls)
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-12
5-3.2.4 Ethernet-over-Copper Switch (VDSL)
Upgrading an existing legacy control or surveillance system to a new IP-based system is a complicated task, especially when existing cable infrastructure is hardwired/twisted pair copper cable. In areas where there are existing hardwired/twisted pair cable, this fully managed switch allows Ethernet/IP-based communications and seamless integration with existing network infrastructure (e.g. hardwired/twisted-pair copper cable). Based on VDSL2 technology, RJ11 terminal block extender ports provide long distance up to 7,200 feet over existing hardwired/twisted-pair copper (SIC cable). Typically, all pairs of copper cable are tested prior to connectivity in order to ensure continuity and provide the best communications. It should be noted that bandwidth is limited and degrades over distance between devices. 5-3.2.5 Small Form Factor Pluggable (SFP) Module(s)
Small Form-Factor Pluggable (SFP) modules allow for an optical or electrical interface when using an Ethernet/IP-based managed switch, unmanaged switch, or media converter. These
interchangeable SFP modules are available for use with copper media, multimode optical fiber, or single mode optical fiber. The optical fiber SFP modules are available in fast Ethernet, one Gigabit or ten Gigabit fiber versions. They also are available with LC or SC optical connectors. Different SFP modules offer different wavelengths and optical power budget to allow distances from 1,000 feet to 75 miles. Most traffic rated SFP modules are industrially rated to perform in the most difficult operating environments. Typically, number and type of SFPs are specified when ordering the equipment to accommodate the current design, but they can also be added if the system gets expanded at a later date (as long as there are available ports).
5-3.2.6 Security Appliance (Firewall)
As the industry migrates to the digital Ethernet/IP-based and cloud-based networks, cyber security is an increasing concern. Transportation system owners/operators have made it a norm to deploy firewalls in their networks for identifying, alerting, and advising on cyber security attacks that may be detrimental and costly for any agency. Network firewalls are a software appliance running on general purpose hardware or hardware-based firewall computer appliances that filter traffic between two or more networks. Host-based firewalls provide a layer of software on one host that controls network traffic in and out of that single machine. Today's next-generation firewalls can protect a traffic network from outside intrusion and provide advanced malware protection.

Network security firewalls also provide other advanced functions such as:
 Site-to-Site remote access and remote VPN login access  Heirarchial visibility & control
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-13
 Highly effective threat prevention with full awareness to users, infrastructure, applications and content
 High availability
5-3.2.7 Networking Practices
Networking practices in the ITS field are much different than traditional networking inside of a building. A traffic network deployment requires an outreach to all roadside elements that are spread across entire City limits. This type of layout is commonly referred to as a WAN (wide-area network) or MAN (metropolitan-area network). Connection to all roadside devices requires careful design and layout as an unplanned break or cut in a fiber, hardwire, or wireless link could disrupt traffic to all downstream devices. Therefore, a commonly deployed topology in a WAN traffic network layout is a "selfhealing" ring topology. Many times, communication hubs are established in the field and are connected to the ring to facilitate the topology, while ring typically terminates at the TMC or the network core.

There are key considerations in networking design and topology layout. As shown in the image below, a fiber optic "ring" provides redundancy and failsafe within a system. By designing and providing both physical and logical links throughout the network, we can overcome physical layout constraints as they arise. Additional key considerations are:
 Reliability: Reliability of fiber optic cable systems in telecommunications systems is an important consideration of the system design. Cable reliability is directly related to the number of cable breaks and failures in a
telecommunication system. In general, fiber optic cable has been proven to be more reliable and have a longer service life than hardwired/twisted-pair copper cable. Fiber optic cable installations have been in service for 30 years and longer.
 Redundancy: Redundant links between field equipment have been established so that a break in any single fiber will not result in a system failure. In addition, field switches with redundant links helps provide load sharing between devices and ensure stable network performance should a switch fail or a power disruption occur.
 Routing Protocols: Ethernet ring protocols are a
technology implemented on Ethernet switching
devices and intelligent service edge routers.

Requiring no hardware upgrades, ring protocols are
designed to provide network and application
convergence typically within 50 ms.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-14
In addition to topology layout, common practice for two-way transmission of multiple ITS networks over the same physical link are implementation of VLAN's (Virtual Local Area Network). Creating VLAN's can keep network data and video separated; VLAN’s can be created to virtually separate communications for each type of ITS element. The benefit of setting up VLAN’s per ITS element, is that it reduces the likelihood of failures and crosstalk if one system goes down or malfunctions. For example: if the CCTV camera system malfunctions or fails, it will not disrupt the communications to traffic controllers and vice versa. Layer 2 and Layer 3 functionality provide management of VLANs, so each agency has better control over their entire ITS network. Additionally, it provides scalability and the ability to combine different networks or connect different agencies for Inter-Agency or Center-to-Center communication. 5-3.3. Wireless Communication Systems
Wireless Ethernet broadband communication systems is a growing market with many different products available off the shelf. Most modern wireless radios rely on Ethernet/IP-based communication protocol conforming to Institute of Electrical and Electronics Engineers (IEEE) and Federal Communications Commission (FCC) regulations. Multiple frequencies exist in the licensed/unlicensed range. The most common unlicensed frequencies used in the traffic industry are; 2.4 GHz, 4.9 GHz, and 5 GHz (5.1-5.8 GHz) range. Very recently, the 5.9 Ghz range has been reserved by the FCC for Cellular Vehicle-To-Everything (C-V2X) for use by Connected Vehicles and V2X infrastructure. Standard radio configurations are point-topoint, point-to-multipoint, star or mesh topology. Wireless communication systems have an advantage over hardwire communications in that it costs less intially to install and operate. However, hardwire communications are typically more stable long term as wireless communication systems are more subsceptable to interference/data loss in the form of weather, rain, wind, vibration and distance.

Table 5.3 summarizes the various wireless frequency types, key features, and various/typical manufacturers of these systems.

Table 5.3. Wireless Broadband Matrix
Wireless
Frequency Type
Key
Features Manufacturer

2.4 GHz Wi-Fi hotspot Various

4.9 GHz Public Safety band
(reserved) Various
5 GHz Unlicensed band, up to 300
Mbps Various

5.9 GHz C-V2X Dedicated for V2X Various
Microwave
E/V Band
High-bandwidth, fiber like
performance Proxim/Siklu/Cambium/Various
As shown in Table 5.13, there are five primary wireless frequency bands that are available. The following sections summarize each type of frequency bands in more detail including the typical usage or application.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-15
5-3.3.1 2.4 GHz Wireless
Once used as the primary band for legacy wireless broadband transmission, 2.4 GHz range is seldom used for ITS traffic data and video transmission. However, a resurgence of the 2.4 GHz band can be used via a Wi-Fi "hotspot" for motorists or other users’ transverse a traffic signal within 300 meters (typical).

Integration of a 2.4 GHz band can be incorporated into a 5 GHz radio for both use cases within a single roadside unit.
5-3.3.2 4.9 GHz Wireless
Similar to 2.4 GHz or 5 GHz wireless outdoor units, 4.9 GHz frequency band is reserved for the public safety spectrum and mobile services. Therefore, various city traffic divisions may successfully utilize this band for wireless Ethernet broadband communications in parallel or conjunction with police or public safety efforts.
5-3.3.3 5 GHz Wireless
The open range of 5 GHz wireless radios have enabled the traffic industry to deploy local point-to-point and point-to-multipoint configurations to establish local traffic signal communication. Ranging from 5.1 GHz - 5.8 GHz, these rugged outdoor units are capable of providing a 300 Mbps Ethernet bridge reaching up to 15 miles. New units typicall utilize state of the art Multiple-Input Multiple-Output (MIMO) technology that achieves a very high data rate through a combination of multiple spacial streams and higher level OFDM modulation. Typically used to link fringe IP devices such as video surveillance cameras needing robust and secure high data rates, or other last-mile ITS components or siganlized intersections.
5-3.3.4 5.9 GHz C-V2X Wireless
Cellular Vehicle to Everything (C-V2X) technology is the dedicated network space reserved exclusively for transportation-related uses. The Federal Communications Commission (FCC) set aside 75 MHz of spectrum around the 5.9 GHz band (5.850-5.925 GHz) to be used for vehiclerelated safety and mobility systems only.

C-V2X will be used for both vehicle-to-vehicle (V2V) communications as well as vehicle-to-infrastructure (V2I) communications. The spectrum is seen as particularly useful for vehicle-to-everything (V2X) communications because it can support very lowlatency secure transmissions, fast network acquisition. In general, this technology has the ability to handle rapid and frequent handovers that are inherent in a vehicle environment; as well as being highly robust in adverse weather conditions. The 75 MHz spectrum makes it tolerant of multi-path transmission.

Modern day vehicles deployed today are already using this techonology to talk to like vehicles (of the same manufacturer) or roadside signal infrastructure in smart city locations.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-16
5-3.3.5 Microwave, E/V Band (Back-Haul) Wireless
Typically reserved for backhaul links from site-to-site locations, microwave and E/V band offer fiber optic like wireless performance. High speed licensed Point-to-Point (PtP) microwave and E/V band typically operate in the 23 GHz, 60 GHz, 70 GHz, or 80 GHz licensed bands with up to 2 Gbps full duplex capacity for backhaul networks, broadband or video surveillance connectivity. It supports an array of user configurable channel bandwidths and hitless automatic modulation up to QAM 256. It is a suitable replacement for fiber optic cable where installation on underground conduit is not feasible. Key features include:
 Interference-free band facilitates fast frequency planning with carrier-grade performance
 Field proven advanced all-silicon integration increases reliability  Hitless adaptive bandwidth coding and modulation, synched with user configurable 8 levels HQoS, ensure correlated payload prioritization  Highest full-duplex 2 Gbps capacity can be achieved
5-3.4. Private Broadband Providers
5-3.5. Cyber Security
Network security is the process of taking physical and software-based approach and measures to protect underlying networking infrastructure from unauthorized access and misuse. Cyber security is an increasing concern in the industry; therefore, transportation system owners/operators need a resource for identifying, alerting, and advising on cyber security incidents specific to transportation systems.

This includes infrastructure, investigating potential system vulnerabilities, and education and awareness training. Traditionally, front-end hardware security devices such as a firewall, provided security intrusion; however, network security needs to be broken down into two of the following common segments for local agencies to adhere:
 Physical Security
 Each traffic control cabinet on the street should have an applicable locking mechanism to prevent intrusion. An unauthorized person that enters a traffic control cabinet could access the IP network and have unlimited access to the entire network – both cabinet to cabinet and cabinet to central operations
 Logical Security
 Wired Networks – To help restrict unwanted traffic onto the network, firewalls are the easiest first step. Additionally, port security should be enabled  Wireless Networks – With wireless connectivity it is recommended to enable encryption.

Also, if it is not needed, disable the Service Set Identification (SSID) Broadcast feature Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-17
A TMC is the heart of many critical transportation systems. In order to make the TMC more resilient to cyber-attack incidents, operators should understand the nature of the threats, their own vulnerabilities, and their capability to respond.

The difficulties facing TMC owners and operators can be alleviated by a closer relationship with their IT support resources. TMC staff will have to accept that internal IT systems, in addition to the transportation infrastructure, need to be actively monitored. The security challenge will continue to increase as transportation infrastructure becomes more connected with greater levels of automation. While many of the mitigation approaches can be retrofitted to existing facilities, they are best applied during the initial stages of planning a new facility.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-18
5-4. ITS ROADSIDE TECHNOLOGIES
5-4.1. Traffic Signal Controllers
Fully adopted in 2009, a new traffic controller standard evolved in the form of Advanced Traffic Controller (ATC) specification and is now the standard for newly deployed controllers today. The new ATC is an opensourced Linux based operating system capable of handling key functionalities such as peer-to-peer communication, high-resolution data, and the ability to provide vehicle-to-everything (V2X) connected vehicle data (includes vehicle to vehicle/vehicle to infrastructure). Currently, the majority of traffic signal controllers throughout the City are legacy 170 controllers, which are unable to accommodate these functions, and cannot fully integrate into newer ITS technologies. 5-4.1.1 Type 2070 Traffic Signal Controllers
In order to understand the differences between the legacy and ATC controllers on the Types 2070 traffic signal controller platform, we will describe and summarize them in the subsequent sections. Table 5.4 summarizes the different types of controllers, the types of software that is supported by the local controller, key features, and the manufacturers that supply these controllers.

Table 5.4. 2070 Traffic Controller Matrix
Controller Type
Compatible
Software
Key
Features Manufacturer
2070E Controller
2033 software,
ASC/3-2070 software,
MaxTime software
Interchangeable
modules provide
flexibility
Swarco-McCain
SafeTran
Q-FREE
ATC 2070
Controller /
2070LX
Controller with
1-C Module
Omni eX Software,
ASC/3 software,
ATC-2000
MaxTime software,
OS9 software
Scout software
Cobalt/EOS Software
Current ATC spec, most
advanced
Swarco-McCain
Econolite/Safetran
PEEK
Q-FREE
Siemens
Trafficware
Cobalt
Rackmount Cobalt Software Current ATC spec, most advanced Econolite As shown in Table 5.4, there are various types of 2070 traffic signal controllers; these are rack mounted controllers. The latest 2070 ATC controllers support are open-architecture and support the latest ATC specifications. The key takeaway from this table is to understand the capabilities of legacy controllers (currently found in many agencies’ traffic signal cabinets) and the capabilities of next generation Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-19
controllers that are available when agencies are considering upgrades. The following subsections provide additional details for each controller.
5-4.1.2 Type 2070E Controller
Type 2070E controllers are a rugged, multi-tasking field processor and communications system configurable for a variety of traffic management applications. Interchangeable with standard 170 controllers, 2070E controllers allow users to upgrade existing intersections to a higher performance platform without replacing cabinet hardware. Key features include:
 Support a variety of applications through modular design  Enhance cabinet capabilities without replacing hardware  Ensure compatibility with off-the-shelf products and intersection control software  Microprocessors
 CPU Module: Freescale MC68EN360, 32 Bit, 24.576 MHz microprocessor  I/O Module: Freescale microprocessor, running at 24 MHz  Memory
 8 MB Flash memory
 32 MB PSRAM
2 MB non-volatile SRAM
 Applicable Standards
 Caltrans Transportation Electrical Equipment Specifications (TEES) 5-4.1.3 2070 ATC Controller
2070 ATC Controllers including the 2070LX with 1-C modules are an advanced, multi-application controller that simultaneously supports multiple software applications through a single platform. Designed from the ground up, the unit provides revolutionary flexibility and control. Key features include:
 Leverage the ATC standard’s open architecture functionality  Upgrade 170 or 2070 controllers without replacing cabinet hardware  Connect to any environment through a wide variety of communication options  Operate Swarco-McCain or third-party NTCIP software
 Microprocessors
 Freescale PowerQUICC II Pro
 Memory
 16 MB Flash memory
 128 MB DDR RAM (expandable)
 2 MB non-volatile SRAM
 Applicable Standards
 ATC 5.2b
 Caltrans TEES (where applicable)
 NTCIP base standards (where applicable)
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-20
5-4.1.4 NEMA Traffic Signal Controllers
In order to understand the differences between ATC controllers on the NEMA traffic signal controller platform. Table 5.5 summarizes the different types of controllers, the types of software that are supported by the local controller, key features, and the manufacturers that supply these controllers.

Table 5.5. NEMA Traffic Controller Matrix
Controller
Type
Compatible
Software
Key
Features Manufacturer
ATC-1000 PEEK IQ Many features PEEK
Q-FREE NEMA MaxTime software ATC spec, most
advanced Q-FREE
2070 NEMA 2033 software
Interchangeable
modules provide
flexibility
Swarco-McCain
m60 ATC Siemens Sepac ATC spec, most
advanced
Siemens
ATC eX NEMA Omni eX software ATC spec, most
advanced Swarco-McCain
Commander Scout software ATC spec, most
advanced Trafficware
Cobalt Cobalt Software ATC spec, most
advanced Econolite
As shown in Table 5.5, there are various types of NEMA style controllers, most support the ATC specifications. These are shelf mounted controllers that are manufactured by various companies, which leave the customer with several options when deciding to upgrade. 5-4.1.5 ATC-1000 Controller
The ATC-1000 is the first of the new ATC line of modularly built, standards-based controllers from Peek Traffic. Designed for ease-of-use and easy adaptability, the ATC-1000 traffic controller features Peek’s latest ATC engine board, a full line of communications options including multiple serial ports, multiple Ethernet ports, a USB firmware and memory port, and a range of I/O and D modules. Key features include:
 Meets the ITE / AASHTO / NEMA ATC standard
 40 characters × 16-line Backlit LCD Display
 Linux Operating System with memory management for process isolation  Compliant with NTCIP 1201, 1202
 2070 or 3000E compatible modem slot (your choice) with full modem flow control support  300 MHz Freescale Power Quix 2 processor
 Two 100 Base -T Ethernet ports
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-21
 High speed USB port
5-4.1.6 Q-FREE NEMA Controller
The X-N Controller is part of Q-FREE's award winning “X-Series” NEMA Controller Line. The X-N meets and exceeds the current ATC, NEMA, and NTCIP standards providing agencies with a robust, industry leading, true open architecture hardware platform. The X-N can help agencies organize and improve operations and reduce the amount of equipment in the signal cabinet. Use the X-N to manage Ethernet traffic, monitor CCTV or Detection camera video, enter cabinet and maintenance logs directly into the controller (syncs with Central), and integrate with other products via android applications, all while running traffic signal operations. Key features include:
 Compliant with NEMA TS-2 and ATC 6.25 Standards
 Linux Operating System
 Color Touch Screen with Android Operating System
 Two Independent 10/100 Mbit Network Cards
 TS-1 and/or TS-2 Operation
 Supports Serial and/or Ethernet Communications
 2070 Hardware Expansion Bay for Device Integration
 MaxTime 2.0 Local Controller Software
 Built-in Apps using ATC API v2.17
5-4.1.7 Type 2070 NEMA Controller
Type 2070 NEMA Controllers bringing together the best of the Model 2070 and NEMA worlds through an open architecture and modular design. The Type 2070EN1 and 2070EN2 NEMA Controller is the industry-standard 2070E Controller adapted for NEMA TS 1 and NEMA TS 2 Type 2 applications. Key features include:
 Enhance cabinet capabilities without replacing hardware  Ensure compatibility with off-the-shelf products and intersection control software  Comply with Caltrans and NEMA standards
 Microprocessors
 CPU Module: Freescale MC68EN360, 32 Bit, 24.576 MHz microprocessor  I/O Module: Freescale microprocessor, running at 24 MHz  2 MB non-volatile SRAM
5-4.1.8 m60 ATC Controller
The m60 series ATC provides multiple Ethernet, USB, and other industry-specific interfaces, facilitating both backwards and forwards compatibility with their older and newer traffic management systems. The m60 series ATC also enables easy hosting of third-party applications. In addition, the m60 series ATC exceeds industry standards by providing usability features that include the new Siemens Multiview Display (SMD) concept with real-time active status, context-sensitive HELP screens and user-programmable favorite buttons. Key features include:

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-22
 ATC standard 5.2b compliant
 Active TFT backlit LCD display with Siemens Multiview Display Technology
 Easily removable display and keypad
 Easily identifiable discrete HELP button
 Real-time context sensitive HELP screens
 User programmable function buttons
 Modular Communications hub
5-4.1.9 Blade ATC Controller
The Blade ATC has a massive quad-core processor for on-site edge computing that allows the device to store and analyze large data sets. Blade utilizes AI-based algorithms to improve traffic control and has advanced communications capability including a Wi-Fi access point. It can also receive sensor data from cameras, radar sensors, and in-ground loop detectors for real-time intersection control. It comes with an adjustable 7-inch touch screen for use at the cabinet and can also be accessed from remote devices with a browser-based user interface. Key features include:
 ATC standard 5.2b compliant
 Customizable Analytics
 Zero Trust IT security
 Dual Power Supplies
 CV-Ready platform
 Modularized to run 3rd party applications
5-4.1.10 ATC eX NEMA Controller
ATC eX NEMA Controllers are an advanced, multi-application controller that simultaneously support multiple software applications through a single platform. Designed from the ground-up, the unit provides revolutionary flexibility and control. Best of all, the single ATC eX NEMA compliant housing can be configured for either TS 2 Type 1 or TS 2 Type 2 applications and is backward compatible with TS 1. Key features include:
 Configure for NEMA TS 1, TS 2 Type 1, or TS 2 Type 2 applications  Store data with generous memory configurations
 Operate Swarco-McCain or third-party NTCIP software
 Microprocessors
 Freescale PowerQUICC II Pro
 Applicable Standards
 NEMA TS 2-2003 v2.06
 ATC 5.2b
 NTCIP base standards (where applicable)
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-23
5-4.1.11 Trafficware Commander
The COMMANDER™ ATC Traffic Signal Controller is designed to meet and exceed the latest NEMA TS1, TS2 and ATC standards. COMMANDER is the result of customer guidance, Cubic | Trafficware’s extensive experience in electrical design and the latest innovations in industrial design & software engineering concepts. COMMANDER provides unparalleled performance in all signal control applications with advanced functionality for complex phasing, detector processing, coordination, preemption, communications, SynchroGreen Adaptive timing control, ATMS systems operation, Transit Signal Priority (TSP), Light Rail Transit (LRT) and Connected/Autonomous Vehicle applications.
5-4.1.12 Cobalt NEMA Controller
Meeting the industry’s ATC standard 5.2b and proposed standard 6.10, Cobalt is designed to provide an unmatched combination of ATC controller open architecture functionality with the latest handheld technology and applications. Cobalt also features a breakthrough hardened seven-inch touch screen user interface matched with a Linux-based operating system, making programming and access to functions easiest in the industry.

Key features include:
 Large seven-inch color TFT LCD display
 Touchscreen display for intuitive, graphical programming  High brightness and contrast display for better outdoor readability than any other controller on the market
 Linux, open architecture real-time multi-tasking operating system  Alternative Web browser-based user interface allows remote programming and status observation (with appropriate network connection)
5-4.2. Application Programming Interface (API)
The ATC Controller standard allows a controller to grow with technology and be able to handle future applications. It is made up of a central processing unit (CPU), an operating system (O/S), memory, external and internal interfaces, and other associated hardware necessary to create an embedded transportation computing platform. The goal of the API interface is to define a software platform that, when combined with the ATC O/S, forms a universal interface for application programs. The API will allow application programs to be written so that they may run on any ATC controller unit regardless of the manufacturer.

It also defines a software environment that allows multiple application programs to be interoperable on a single controller unit by sharing the fixed resources of the controller. Software developed in compliance with the API Standard is known as the ATC Application Programming Interface (API).

In short, the ATC API allows multiple applications (i.e., Adaptive Control, TSP, CV applications, SPaT) to be running concurrently with the local signal control program and can be leveraged under a near-term project deployment. Currently, only a few manufacturers comply with the ATC API standard, latest version.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-24
5-4.3. Traffic Controller Cabinets
Traffic controller cabinets play an equally important role and work in conjunction with advanced traffic signal controllers in operating a safe and efficient intersection. The Advanced Traffic Controller (ATC) standard also extends over into traffic controller cabinets and provides a new reference for upgraded traffic control cabinet construction. The many advantages of ATC controller cabinets include low power consumption, no exposed AC current, efficient operation, and more space within the cabinet itself. Table

5.6 summarizes the types of controller cabinets that are on the market, cabinet types, key features, and the manufacturers that supply these cabinets.

Table 5.6. Traffic Controller Cabinet Matrix
Cabinet
Standard
Cabinet
Type
Key
Features Manufacturer
NEMA Type P, R, O Customizable Econolite/PEEK/Q-FREE/ Siemens Caltrans Type 33X
Low cost,
standardized
Swarco-McCain/Safetran/Q-FREE/
Siemens
ATC
Type P, R, O
Type 33X
ATC spec, most
advanced
McCain/Econolite/
Q-FREE/Siemens
UPS, other
Side mount,
top mount,
Stand-alone
Add-on storage Various
As shown in Table 5.6, there are three primary types of traffic signal controller cabinets, and the fourth type are other cabinets that may be used to house additional equipment such as batteries for a UPS or as stand-alone.
5-4.3.1 NEMA Controller Cabinets
NEMA traffic signal controller cabinets are manufactured in different sizes (Type P, R, O) and are designed for weatherproof operation with ultimate ease in configuration and installation. Its modular design and components are streamlined for ease of maintenance and field upgrades. Plug-N-Go “Power Bus” assembly centralizes power terminations with plug-in connectors simplifying installation and providing flexibility for future expansion with virtually no rewiring. Key features include:
 Door openings are 80 percent of front surface for greater access to equipment, reducing maintenance time and simplifying diagnostics  Material Aluminum 0.125 in.
 Finish Natural, Powder Coat Paint, West Spray Paint
 Access 1-full size door or 2-full size doors (front and back of cabinet) Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-25
 Ventilation pleated media fiber filter in door 100 cubic feet per minute (CFM) with thermostatic control
 Locking System three-point locking system with choice of locks  Handles Stainless steel with padlock feature
 Door Stops three-position locking stops on bottom of each door  Detector rack assembly shelf-mount detector rack assembly  Configuration eight vehicle phases, four pedestrian phases, and four overlaps (optional)  Police door signal on/off and flash/auto switches and auto/manuals with police cord (optional) 5-4.3.2 Type 33X Controller Cabinets
Type 33X Cabinets are enhanced versions of the 332-style cabinet designed for improved safety and energy efficiency. The cabinet’s innovative features increase roadside safety in the event of a malfunction or failure, while the eco-friendly design reduces energy consumption through the use of a high-efficiency power supply. The cabinet is also made without the use of the harmful toxin mercury. Key features include:
 Enhance roadside safety
 Reduce energy consumption
 Versatile, weatherproof, and secure cabinet
 Interchange assemblies between manufacturers
 Reduce the effects of vandalism with optional anti-graffiti coating  Mercury-free, eco-friendly design
Type 33X controller cabinets are also commonly used to house communications equipment (e.g., communication hubs). These hubs typical house communications equipment, such as Ethernet switches, and fiber distribution units (FDU). It is also quite common to see a Type 33X cabinet at locations where changeable message signs (CMS) are erected.
5-4.3.3 ATC Controller Cabinets
ATC cabinets combine the best rack mount and serial-based designs to meet the needs of today’s LED intersections. Using smarter, high-density components, the cabinets offer unparalleled control capabilities for intersections that would otherwise require unorthodox wiring or a second cabinet. Agencies seeking more cabinet space often consider this type of enclosure since it drastically reduces assembly size and leaves ample room for auxiliary equipment. Key features include:
 Manage up to 72 detector inputs and 32-channel outputs  Safeguard against accidental shock from inadvertent contact with high voltages
 Comply with leading standards on electrical safety, including NEC and NFPA 70E  Detect a dark approach for increased driver safety
 Monitor FTR and flasher continuously to ensure operability Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-26
 Allow for hot swappable output assembly for improved intersection safety  Upgrade existing installations - matches 332 Caltrans and ITS 342 cabinet footprints Although these ATC cabinets are the latest on the market, it should be noted that they have not all been fully tested and approved by Caltrans. Therefore, when considering future upgrades, the City should be aware of Caltrans approval status prior to considering these new controller cabinets. 5-4.4. UPS/BBS Other Controller Cabinets
Uninterrupted Power Supply (UPS)/ Battery Backup System (BBS) cabinets are typically NEMA 3R rated and designed to be base mounted, side-of-cabinet mounted, or side-of-pole mounted. Built to withstand harsh weather and operate in extreme temperatures, this cabinet will keep the BBS safe during severe weather like high winds, blizzards, and thunderstorms. BBS cabinets come in several different styles to be used with third-party batteries and backup systems. Key features include:
 Store and secure batteries and backup equipment
 Rugged, weatherproof, and secure cabinet
 Available in a Caltrans TEES approved version
 Available in general purpose and third-party styles
5-4.5. Detection Systems
Detection systems play a critical role in providing accurate and dependable multimodal detection for all vehicles, buses, trucks, pedestrians, and bicycles. Detection systems are widely deployed not only locally at the intersection level, but also at advanced, mid-block or downstream locations. For example, Adaptive Traffic Control Systems (ACTS) rely on mid-block and lane-by-lane detection for accurate system operation. In addition, new ITS detection systems now incorporate video analytics such as vehicle counts and speeds for verification purposes. The newer video detection systems also offer high definition (HD) video and hybrid video/radar solutions that are more accurate and detect vehicles and bicycles from further distances with tracking technology as they approach an intersection. There are several different types of detection technologies on the market today. Table 5.7 summarizes the various detection types, key features, and the manufacturers that supply these systems.

Table 5.7. Detection System Matrix
Detection
Type
Key
Features Manufacturer
Loop Detection Low Cost, Durable Various
Video Detection High Flexibility Iteris/Econolite/Gridsmart/Miovision Radar Detection Advanced Detection Wavetronix/Econolite Infrared Video Not susceptible to shadowing FLIR
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-27
Detection
Type
Key
Features Manufacturer
Magnetometer
(wireless)
Flexible install, no DLC
needed Sensys/Trafficware
Hybrid Video/Radar
detection
Detects both Cars/Bicycles
Dilemma Zone Detection
Iteris/Flir
HD Video
detection
Detects both Cars/Bicycles Econolite
As shown on Table 5.7, there are seven types of detection systems that are on the market. Some of the newer/improved detection systems include the magnetometer (wireless), hybrid video/radar detection, and HD video detection.
5-4.5.1 Loop Detection
Loop detection is a tried and true method of vehicle and bicycle detection that involves a saw cut in the pavement to place copper loop wire in certain patterns to detect vehicles/bikes. Pre-formed loops are placed in the street before final pavement is laid; these are commonly installed in bridge decks, concrete, or under decorative pavement.

Recently, loop detector design has evolved to effectively detect bicycles. Key features include:
 Allows the system to detect and provide safe passage time for vehicles/bicycles without compromising the intersection's operating efficiency
 The unique capability to identify bicycles from other vehicles allows the user to program initial time and extension time for bicycles only, thus providing a safe passage time through the intersection. When a bicycle is detected passing through the bicycle loop (see next page for recommended bicycle loop geometries) the channel's output is latched in the call state 5-4.5.2 Video Detection
Video detection solutions combine state-of-the-art technology with sophisticated algorithms to deliver dependable vehicle detection required for today's complex transportation systems. The video processor features single, dual, or quad video inputs to maximize configuration efficiencies for intersection control, highway monitoring, and ramp metering flow control applications. Many video detection systems today can be configured for remote video streaming back to the agency’s TMC. Key features include:
 “Plug and play” operation enables use of existing detector rack  Expandable and modular system allows for optimal configuration that helps to reduce cost while preserving room for incremental growth
 Ease of set up and minimal lane closure time reduces manpower cost and keeps traffic flowing during equipment installation
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 Video monitors are installed within the traffic signal cabinets in order to monitor and facilitate making changes of detection zones on-site
5-4.5.3 Radar Detection
The advanced detection capabilities of radar-based detection are an ideal solution to enhance safety at all intersections, especially for arterials with high speed approaches – 35 MPH or faster. By providing lane-by-lane advance detection out to 1,000 feet from the radar unit, it minimizes the number of vehicles exposed to an intersection dilemma zone by enabling the traffic signal controller to adjust the start time of yellow phases earlier or later based on detected vehicle location and speed. “Plug and play” operation enables use of existing detector rack. Key features include:
 Typical sensor is a robust low cost 24 GHz radar for traffic management solutions
 It works in adverse conditions, almost unaffected by weather  The antenna is designed for long ranges with narrow horizontal angular coverage
 The field of view typically covers up to four lanes
5-4.5.4 Infrared Detection
Infrared detection sensors deliver superior accuracy and reliability for any traffic monitoring application. Using advanced thermal imaging sensors, infrared cameras can detect vehicles in a wider variety of conditions than traditional color-only sensors. By detecting the heat of all objects in the scene, it operates in broad daylight or total darkness, poor weather, and even light fog. Key features include:
 Equipped with an internally developed, uncooled micro bolometer that produces crisp thermal imagery and reveals critical details  Extremely rugged systems built to rigorous IP66 standards and protected from dust and water ingress. Their broad operational temperature range (-50°C to +75°C) makes them ideal for any climate
 Works perfectly together with video analytics, such as FLIR’s VIP 3D Detection Boards. Thermal images are often used for vehicle presence detection at signalized intersections, and for 24/7 traffic monitoring
5-4.5.5 Magnetometer Detection
Advanced magnetometer-based vehicle detection is state-of-the-art magnetoresistive sensing devices in each wireless sensor that measure the x-, y-, and z-axis components of the Earth’s magnetic field at a 128 Hz sampling rate. As vehicles come within range, changes in the x, y, or z axes of the measured magnetic field become apparent. When no vehicles are present, sensors continually measure the background magnetic field to estimate a reference. Each sensor automatically self-calibrates to the local Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-29
environment, and to any long-term variations of the local magnetic field, by allowing this reference value to change over time.
 Lower power consumption 3-axis magnetometer for vehicle detection  Flush mount or up to 4.25" (10.8 cm) depth (to top of sensor) in-pavement installation with no wires or lead-in cabling fast and simple installation
 Readily deployed where other systems cannot be used
5-4.5.6 Hybrid Video/Radar Detection
Hybrid Video/Radar vehicle detection systems work together as one unit.

The first in a new generation of hybrid sensor-based above ground detection, the type of application provides superior detection accuracy in all traffic, lighting, weather, and pavement conditions, with the lowest cost of ownership. The video/radar sensor provides a consistent vehicle detection solution and inspires ITS applications of continuous data collection and traffic monitoring capabilities. Key features include:
 Provides vehicle detection for intersection stop line and advance extension applications  Connectivity for broadband communications
 Streaming digital MPEG-4 video output
 User-definable password protection
 Vehicle detection, traffic data measures, speed, and incident detection  Dilemma Zone detection
 Bicycle detection and differentiation
5-4.5.7 HD Video Detection
HD video detection is an integrated camera-processor sensor solution that provides high performance stop bar vehicle detection, bicycle detection and differentiation, advance vehicle detection, traffic data collection, and HD video monitoring. It also supports local Wi-Fi and streaming video to mobile computing devices. Manager supports SDLC and wired I/O interface. Key features include:
 Stop bar vehicle detection
 Bicycle detection and differentiation
 Advance vehicle detection up to 600 feet from Vision sensor  Vehicle and bicycle tracking analytics
 Traffic data collection
 HD video surveillance
5-4.6. Uninterrupted Power Supply (UPS)
Specifically designed for electronics equipment in ITS and traffic applications, Uninterruptible Power Supply (UPS) systems are industry proven. UPS units deliver on-line double-conversion protection 100% of the time for reliable, continuous, and error-free operation regardless of utility power quality.

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Most products are engineered to meet NEMA standards for traffic backup systems with an operational temperature range of -40°C to +74°C. Designed to side-mount onto existing traffic cabinets or in adjacent stand-alone cabinets. Optional NEMA 3R Type II and Type III cabinets are available.  Alarms can be configured for integration into ATMS system for remote flash conditions, uptime, and unit status conditions
UPSs are intended to prevent traffic signalized intersections from going dark or into flashing mode after power interruptions. This system, depending on the manufacturer, can keep an intersection running with a range of a few minutes to a couple of hours. Such system can be valuable to an agency specially at critical intersections with complex signal operations or high volume demands. 5-4.7. Transit Signal Priority (TSP)/ Bus Signal Priority (BSP) Transit Signal Priority (TSP) for public transit allows transit agencies to extend or truncate green cycle times at traffic signals for more accurate schedule adherence. In turn, transit vehicles — including buses, lightrail, trains, and streetcars — are on the road less time, which reduces fuel and fleet costs for more profitable operations.

Bus Service Priority (BSP) offers local transit agencies like LA Metro’s Bus System priority at signalized intersections or along dedicated corridors. BSP uses the similar technology to Emergency Vehicle Preemption (EVP), however, modern day BSP programs typically use Wi-Fi, and GPS type systems that provide local interfaces to the traffic signal controller to trigger a bus pre-emption event with minimum impacts to a synchronized corridor. In addition, BSP equipped buses are able to pre-empt a signalized intersection while traveling through a corridor by announcing itself to the upstream intersections. Therefore, the result is a continuous steady green band through-out the corridor. A local agency would have to install additional equipment at the signal controller cabinet level, while the transit agency installs BSP equipment on-board.

Furthermore, the system is typically operated separate from a centralized traffic management system and requires its own centralized hardware and software. Key features include:
 Reduce transit delays
 Minimize commute times
 Cut fuel costs
 Lower greenhouse gas emissions
 Reduce the number of buses in the fleet
 Improve schedule adherence
The City of Pico Rivera is currently working with LA Metro to deploy and expand various BSP routes across LA COUNTY which includes a route along Slauson Avenue – Route 108. This will be important to keep in mind since there will be new traffic signal controllers and new traffic signal controller upgrades along this BRT route.

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5-4.8. Emergency Vehicle Pre-emption (EVP)
Emergency Vehicle Pre-Emption (EVP) uses Infrared (IR) system-based emitters or global positioning systems (GPS) that comprise of a unit detection mounted on emergency vehicles with detectors and phase selector units at the intersection. Traffic signals can be pre-empted or extended to help first responders reach an emergency scene more quickly. Combined with an EVP central management software the EVP system can help operators manage traffic signal priority control and reduce maintenance costs at intersections in real-time from their TMC and/or workstation. Key features include:
 Reduce intersection crash rates by up to 70 percent
 Improve response times by up to 25 percent
 Eliminate priority conflict; grant right-of-way on a “first come, first served” basis  Restrict access to authorized users only through system coding  Receive data reports logging vehicles and preemption activity  GPS allows monitoring of turn signal to provide directional EVP preemption based on where the vehicle is traveling
More recently Emergency Vehicle Pre-emption can be achieved by having the connected vehicle infrastructure in place such as C-V2X RSU’s, OBU’s, and MAP data. C-V2X RSU’s allow for various applications to run simultaneously including safety applications, emergency vehicle pre-emption (EVP), transit signal priority (TSP), bus signal priority (BSP), and Freight Signal Priority (FSP). 5-4.9. Arterial Management Systems (Bluetooth/Wi-Fi/Magnetometer) Arterial and Freeway Management Systems are becoming more mainstream for operating and managing signalized intersections and arterial roadway networks. These systems are used as a tool to measure origin-destination timestamps, travel time, and speed reports along a subject route by the use of modern-day Bluetooth devices normally found in driver's smart phones, tablets, laptops, and onboard vehicle systems. Additional arterial management systems include video, Wi-Fi, Bluetooth, radar, and magnetometerbased detection.

These types of systems can generate volume, occupancy, and speed reports that can be used in order to assess arterial and freeway status and congestion. These real-time traffic data measures enable monitoring of congestion to optimize traffic operations. Arterial management solutions generally consist of roadside detection hardware and front-end management software to generate real-time travel time graphs and reports along certain roadway segments. Bluetooth technology detects anonymous Bluetooth signals broadcast from mobile devices to determine accurate travel times and speeds. Real-time data calculates travel times and speeds in real-time to provide route management capabilities. Data can be viewed in real-time or analyzed historically through a web interface, which provides travel times, road speeds, and MAC address detection counts. Key features include:
 Proven algorithms for filtering and processing data inputs to compute real-time travel times and speeds. Speeds/travel times updated in real-time on a secure web “Dashboard” and speed maps Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-32
 XML schema is available for third-party integration such as an Advanced Traffic Management System (ATMS), agency website, or Dynamic Message Sign (DMS) software control  Secure web interface for generating statistical and analytical reports covering: speeds, travel times, origin/destination, and before and after comparisons  Real-time monitoring of device status and performance 5-4.10. Roadside Unit (RSU)
A Roadside Unit (RSU) is a wireless communications transceiver that is mounted along a road or pedestrian passageway. RSUs broadcast data to onboard units (OBUs) and Mobile Units (MUs) that exchange data with OBU/MUs in its communications zone. OBUs are devices located in vehicles to collect data from the vehicle and/or provide an interface through which intelligent transportation systems (ITS) services, including travel information and safety warnings, can be provided to the driver.

The goal of such an environment is to reduce the number of fatalities and injuries on roadways, improve mobility, and reduce environmental impacts of transportation systems. The vision for this technology has expanded to include all types of travelers including pedestrians, cyclists, multimodal travelers, and other vulnerable road users, and is referred to as Vehicle-to-Everything (V2X) technology and V2X communications.

Similar to other ITS technologies, an RSU must conform to industry standards in order to achieve openarchitecture deployments and facilitate the integration into a modern ITS network. The latest RSU’s in the market comply with the latest RSU Standard v01 (AASHTO, ITE, and NEMA), which was released in 2021. By adhering to the latest standard, the RSUs shall be ‘connected intersection-ready’ and shall supersede the previous standard, USDOT Dedicated Short-Range Communications Roadside Unit Specification v4.1.

RSU services to the traveler are carried out through on-board units (OBUs) that are installed in vehicles or mobile units (MUs) that are used for other modes of transportation. A vehicle can receive traffic signal timing information and warn the driver of a potential red-light violation. A bus can receive traffic signal priority. A pedestrian can activate a crosswalk without the push of a button. These examples require an interface between the OBUs/MUs and the transportation infrastructure. An RSU provides this interface by connecting wirelessly to OBUs/MUs and through Ethernet connections to traffic control devices, traffic management systems (TMSs) and back-office systems. The RSU communicates wirelessly with OBUs/MUs via its V2X interface.

Other Key features include:
 FCC license requirements to broadcast in the 5.9GHz licenses frequency range  Cellular-V2X communications, not DSRC, is the standard in the US as of November 18, 2020  C-V2X uses licensed frequency bands from 5.895 GHz to 5.925 GHz  Signal Phasing and Timing (SPaT) data exchange
 Map Data (MAP)
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5-4.11. CCTV Camera Systems
High Definition (HD) Internet Protocol (IP) Close Circuit Television (CCTV) camera systems are capable of remote direction and zoom control. It gives the operator a wide field of view, but it is also able to zoom into an incident wherever it occurs within the original field of view. HD IP CCTV cameras deployed on this project shall have full pan/tilt/zoom (PTZ) functionality. Through open architecture ONVIF (Open Network Video Interface Forum) compliancy, the selection of CCTV camera/hardware and video management software (VMS) are no longer required through the same vendor. This gives the local cities/agencies an opportunity to evaluate the latest CCTV camera assemblies and select a HD camera based on the factors most important to them. Overall, a modern IP camera utilized in the ITS market should meet the following criteria:
 IEEE Ethernet based; IP compatible
 High Definition camera resolution (1080p) or greater
 Ruggedized, built for use in harsh roadside environments  Open Architecture, ONVIF compliant
 Multiple Streams for shared video use
HD network surveillance cameras used in the ITS market today employ many advanced features derived from the private security and public defense markets. Some of these important specifications include:
 Wide Dynamic Range (WDR): Helps in stabilizing the image quality for scenes with extremely bright and dark areas
 Video Stream Capability: Each camera has a specific number of stream capabilities varying from two (2) to eight (8) or more. This provides the opportunity to share video streams among different agencies including type MPEG-2, MPEG-4, and H.264/H.265 protocols  IR Cut Filter: An IP camera delivers a colored image during the day. As light diminishes below a certain level, the camera can automatically switch to night mode to produce high quality black and white images
Design and placement of an IP camera affects the camera’s visibility, range, and coverage. This includes considering the following:

 Field of View: The amount of a given scene captured by a camera. It is affected by the focal length of the lens, size of the sensor element and the height of the camera position in relation to the road
 Target Height: As the height of the object to be monitored is increased, the angle of view is also increased
Table 5.8 summarizes the typical HD IP CCTV camera types that are on the market, key features, and the manufacturers that supply these systems.

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Table 5.8. CCTV Camera System Matrix
Camera
Type
Key
Features Manufacturer
Digital Network
Camera
Low cost,
Easy to deploy
Axis/Bosch/Pelco/Cohu/WTI
High Definition
Camera
Broad field of
view,
High quality
camera
Axis/Bosch/Pelco/Cohu/WTI
Infrared camera Weather,
Day/Night FLIR/Bosch
Video Analytics Advanced
functions Various 3rd party
As shown in Table 5.8, there are a variety of CCTV camera systems that offer various features. The selection of the systems is user driven. The following subsections provide additional details for each CCTV camera type.
5-4.11.1 Digital Network Cameras
Digital network or Dome CCTV cameras enable surveillance of a large area and great details when zooming in. With quick and reliable installation features, the cameras are ideal for city and perimeter surveillance. They are usually a more cost-effective approach than full positioned PTZ cameras. However, the drawback is that they cannot pan above 180 degrees above the horizon. Key features include:
 Continuous 360° pan
 Outdoor-ready HDTV 1080p/720p models
 Day/night functionality
 Focus recall
 120 dB Wide Dynamic Range – Forensic Capture
5-4.11.2 High-Definition CCTV Camera Systems
Fixed High Definition or Positioner style PTZ cameras typically provide full 1080p imaging with 30x optical zoom or more, delivering full frame rate HD images over the entire zoom range for very cost-effective long-range surveillance applications. True day/night technology using a removable IR cut filter produces exceptional low light sensitivity. For installations subject to wind or vibration, electronic image stabilization assures steady, clear images and enables the system engineer to utilize existing bridge sign and traffic light poles for camera mounting. Key features include:

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-35
 Powerful 30x optical zoom with 12x digital zoom (360x total)  Image defog/de-haze analytics
 Electronic image stabilization (EIS)
 Dark scene enhanced intensity
 Bright source whiteout reduction
 Presets, tours, sectors, and privacy zones
5-4.11.3 Infrared CCTV Camera Systems
Infrared multi-sensor pan/tilt cameras bring thermal and visible-light imaging together in a system that gives you video and control over both IP and analog networks. This type of camera application lends itself to light sensitive or weather-related images. The precision pan/tilt mechanism gives you accurate pointing control while providing fully programmable scan patterns, radar slew-to-cue, and slew-to-alarm functions.

It includes a new standard of performance that provides full 640 × 480 thermal resolutions. Key features include:
 Sharper thermal images that provide greater scene detail; improves threat detection and alarm assessment capabilities
 Long-range threat detection; see smaller details from farther away  Enhanced analytics performance gives you more reliable feedback with fewer nuisance alarms  Wider fields of view improve coverage without compromising range performance; optimize coverage efficiency while lowering overall installation cost 5-4.11.4 Video Based Analytics
Today's modern cameras are usually classified as a 'network' camera with advanced technology borrowed from the security industry. As such, today's modern cameras have the ability to incorporate and utilize video analytics. Video analytics technology allows analyzing realtime video streams in full HD and providing a broad range of tasks and object filters, including providing a wide range of detection of people, vehicles and statics objects, automatic classification of person, bike, cars, and trucks, wrong-way motion detection, stopped vehicles, and alarm notification tool for real-time events to end users. Video analytics can be built-in to the network camera or provided by a 3rd party integrator into a VMS system. Key features include:
 Detect objects within, entering, or leaving an area
 Detect multiple line crossing from single line up to three lines combined in a logical row  Detect objects traversing a route
 Detect wrong way projection
 Detect objects which are idle for a predefined time span  Count objects crossing a virtual line or entering a certain area Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-36
5-4.12. Changeable/Dynamic Message Signs (CMS/DMS)
Every day on U.S. roadways, millions of motorists look to dynamic message signs (DMS) for useful instructions, such as toll rates, travel times, incidents, detours, roadway status, and amber alert messages. DMS conveys clear, effective
messages to motorists. They are available in monochrome or full-color models, these are full-matrix DMS, that can show MUTCD symbols and text to increase comprehension in
noticeably short viewing times.

Freeway DMS requires large character heights for legibility in fast-moving traffic. Higher-resolution, fullcolor DMS improves comprehension of messages and provides crisp MUTCD graphics and text.

ITS dynamic message signs deployed in the industry today typically utilize full LED technology for increased brightness and reduced power consumption. When deploying DMS, there are a number of factors to consider, including driver viewing angles and set-back distance. The placement DMS should be installed at strategic locations in order for motorists to make informed decisions about the posted message. DMS can be installed on the freeway and arterial roadway networks, and they come in a range of sizes.

Communications to DMS sign are based on the owner’s preference (e.g., cellular, wireless, hardwired, fiber optic), and are typically NTCIP compliant. Key features include:
 Convenient access for maintenance personnel
 Safe working environment with OSHA tie-offs, ventilation, and lighting  Full monitoring capability with complete diagnostics for systems and pixels  Full-color or monochrome amber models
 Meets industry standards and codes such as NTCIP 1203 v02, NEMA TS-4, AASHTO, ANSI/AWS Managing all DMS in a system, central control software is another important role in administering messages to the motoring public. Similar to other ITS sub-systems, DMS control software is an independent control system that requires separate hardware and software. It allows one to create quick, professional messages through advanced editing software. Security is built-in and users can verify realtime use of "on" pixels for a DMS. Integration of DMS into centralized ATMS systems can also be accomplished. Key features include:
 View, group and monitor multiple DMS in real time
 Controls any NTCIP-compliant DMS
- Any sized character, line, or full-matrix DMS
- Variable speed limit signs and Vanguard VM-1020 DMS
- Portable NTCIP message displays
 Seamless network management with list view or map
view
 Pre-schedule scenarios manage entire events with a few clicks of the mouse
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5-4.13. Ramp Metering Systems
Ramp metering systems are traffic signals installed on freeway on-ramps to control the frequency at which vehicles enter the flow of traffic on the freeway. Vehicles traveling from an adjacent arterial onto the ramp form a queue behind the stop line. The vehicles are then individually released onto the mainline, often at a rate that is dependent on the mainline traffic volume and speed at that time. Recently, ramp metering systems have improved their logic to incorporate an Active Transportation and Demand Management (ATDM) approach, called adaptive ramp metering that consists of deploying traffic signal(s) on ramps to dynamically control the rate vehicles enter a freeway facility. In essence, adaptive ramp metering provides a staggered/steady flow of traffic onto the mainline, allowing efficient use of existing freeway capacity. Adaptive ramp metering utilizes traffic responsive or adaptive algorithms (as opposed to pre-timed or fixed time rates) that can optimize either local or system-wide conditions. Adaptive ramp metering can also utilize advanced metering technologies such as dynamic bottleneck identification, automated incident detection, queuing, and integration with adjacent arterial traffic signal operations. In an ATDM approach, real-time and anticipated traffic volumes on the freeway facility will be used to control the rate of vehicles entering the freeway facility. Based on the conditions, the ramp meter rates will be adjusted dynamically.
5-4.14. Traffic Monitoring Stations
Traffic monitoring stations (TMS) collect data that describe the use and performance of the roadway system. TMS typically collects traffic volumes, speed, and occupancy depending on the type of technology. TMS data can also be used to indicate congestion levels and predict travel times. Proven
Freeway/arterial traffic monitoring stations (TMS) have traditionally utilized loops. However, new technology such as side-firing radar has improved detection. Accurate vehicle detection is not based on lanes, but based on vehicles, so detections are consistently accurate, even if a vehicle changes lanes. This technology can virtually provide two radars in one case — capable of reporting highly accurate per vehicle speeds and accurately detect up to 22 lanes of traffic. Caltrans has deployed this type of technology on their freeway network, but primarily uses detector loops.

Typical deployments of this technology are used on freeways and major arterials, where consistent vehicle detection counts. Other technologies similar to Bluetooth or Wi-Fi offer easy expandable roadside deployments, TMS typically have dedicated mast poles and roadside cabinets to house the equipment.

Communications to TMS are based on the owner’s preference (e.g. cellular, wireless, hardwired, fiber optic). Other agencies could benefit from this type of roadway monitoring.

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5-5. CENTRALIZED ITS TECHNOLOGIES
5-5.1. Advanced Traffic Management Systems (ATMS)
The overview of Advanced Traffic Management Systems (ATMS) is set to provide an understanding of the various available ATMS capabilities, requirements, protocols, bandwidth demands based on multiple scenarios, system integration with existing equipment and protocols, other required upgrades, and user’s needs. The goal of this section is to provide an evaluation of current ATMS’s that are on the market, which will be used as a tool to help local cities/agencies select a system that will fit their current and future needs when they are ready to upgrade. In general, these items include:
 Evaluate the state-of-the art
scalable/expandable Advanced Traffic
Management Systems (ATMS) that can provide
real-time monitoring and operations from
existing/future traffic signals.
 Evaluate ATMS that can provide system
management tools including Adaptive Traffic
Control System (ATCS).
 Identify the necessary improvements at the signalized intersections (e.g., signal controllers, cabinet upgrades, software, etc.) to link the signalized intersections with the new ATMS.  Identify the necessary improvements at the signalized intersections (e.g. signal controllers, cabinet upgrades, software, detection, etc.) to provide an ATCS.  Identify traffic signal communication improvements (e.g. Ethernet switches, fiber optic, wireless, hardwired, etc.) that will be necessary to provide Ethernet communications.

Table 5.9 summarizes ATMS software that is on the market, key features, and the manufacturers that supply these systems.

Table 5.9. ATMS System Matrix
ATMS
Software
Key
Features Manufacturer
Kinetic Signals Works with different
controllers Q-FREE
ATMS.now Updated interface Trafficware
Transparity Robust feature set Swarco-McCain
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ATMS
Software
Key
Features Manufacturer
TransSuite
Good 3rd party
integration, works with
different controllers
TransCore
Centracs Robust feature set Econolite
KITS
User friendly, works
with different
controllers
Kimley-Horn
Tactics Robust feature set Siemens
Spinnaker Updated interface Peek
As shown in Table 5.9, there are eight primary ATMS that are on the market. The following sections summarize each ATMS in more detail about the client interface (e.g. from a workstation and/or web browser), ease of use through the graphic user interface (GUI), system mapping functionality, required operating protocols in order to communicate with the traffic signal controllers (e.g. compatible controllers), CCTV camera control options, typical cost for how the system is bid (e.g. lump sum), additional costs per controller/intersection to implement the system, and when typical annual maintenance costs begin. This information provides a high level of understanding, and it can be used to compare each system’s features as shown.
5-5.1.1 Q-FREE Kinetic Signals ATMS
Client  Uses web browser interface. Workstation is a thin client  Server can be accessed anywhere in the network
Graphic User
interface
 Graphic User Interface is very easy to use
 Uses latest Microsoft windows "look and feel"
System Map  System Map is easy to set up, and displays Bing Map with traffic conditions  Shows increased detail with zoom in
 Allows selection and apply command to multiple intersections, groups, and system wide
 Allows editing multiple controllers at same time
Compatible
controllers
 Works with NTCIP and AB3418E controller protocols
CCTV control  Built-in. Support for ONVIF compliant cameras Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 Associated fees per intersection
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-40
Annual
Maintenance
Cost
 After 3rd year
5-5.1.2 Trafficware ATMS.now ATMS
Client  Workstation client requires program on desktop; however, program is automatically updated by the server when user logs in
Graphic User
interface
 Graphic User Interface is very easy to use. Uses latest Microsoft windows "look and feel"
System Map  System Map is easy to set up, and displays Bing Map (No traffic conditions)  Shows increased detail with zoom in.
 Allows selection and apply command to multiple intersections  Allows editing multiple controllers at same time
Compatible
controllers
 Works with NTCIP and AB3418E controller protocols
CCTV control  Integrated module: IP cameras
Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 Associated fees per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
5-5.1.3 Swarco McCain Transparity ATMS
Client  Workstation client requires program on desktop  Optional: Cloud based
Graphic User
interface
 Graphic User Interface is easy to use. Microsoft windows "look and feel" is not as good
System Map  System Map is easy to set up, and displays OpenStreet Maps (no traffic conditions)
 Shows increased detail with zoom in
 Allows selection and apply command to multiple intersections  Does not allow editing multiple controllers at same time Compatible
controllers
 Works with NTCIP controllers and legacy Swarco/McCain controllers Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-41
CCTV control  Additional costs are associated for separate module. Supports Iteris video detection cameras
Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 Associated fees per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
5-5.1.4 TransCore TransSuite ATMS
Client  Workstation client requires program on desktop  Thin client is available – for access through the cloud Graphic User
interface
 Graphic User Interface is easy to use. Microsoft windows "look and feel" is dated. New version under development
System Map  System Map is easy to set up, and displays Shape files, OpenStreet Maps, and Bing Maps (no traffic conditions). Can show traffic data from Inrix, TomTom or HERE
 Shows increased detail with zoom in. Allows equipment layers to be turned on/off
 Allows selection and apply command to multiple intersections  Does not allow editing multiple controllers at same time Compatible
controllers
 Works with NTCIP and AB3418E controller protocols
CCTV control  Integrated module. Additional costs are associated Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 No additional cost per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
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5-5.1.5 Econolite Centracs ATMS
Client  Workstation client requires program on desktop, however program is  automatically updated by the server when user logs in Graphic User
interface
 Graphic User Interface is very easy to use. Microsoft windows "look and feel" is dated. New version under development
System Map  System Map is easy to set up, and displays HERE, Bing Maps, WMS Maps, Open Street Maps, Map.net/ESRI shape files (No traffic conditions)  Shows increased detail with zoom in
 Allows selection and apply command to multiple intersections  Does not allow editing multiple controllers at same time Compatible
controllers
 Works with NTCIP, Cobalt, 2070 (ASC/3, Sepac, Oasis), 170 (Wapiti) CCTV control  Integrated module: Axis cameras (no cost). Advanced modules for additional cost
Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 Associated fees per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
5-5.1.6 Kimley-Horn KITS
Client  Workstation client requires program on desktop Graphic User
interface
 Graphic User Interface is very easy to use Uses latest Microsoft windows "look and feel"
System Map  System Map is easy to set up, and displays Bing Map (No traffic conditions)  Shows increased detail with zoom in
 Allows selection and apply command to multiple intersections  Does not allow editing multiple controllers at same time Compatible
controllers
 Works with NTCIP controller protocols. Type 170 (BiTran 233), Siemens Sepac, Q-FREE MaxTime., TSCP, and D4
CCTV control  Integrated module. Additional costs are associated Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-43
Cost per
Controller
 No additional cost per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
5-5.1.7 Siemens TACTICS
Client  Workstation client requires program on desktop Graphic User
interface
 Graphic User Interface is very easy to use Uses latest Microsoft windows "look and feel". Uses YAML technology
System Map  System Map is easy to set up, and displays GIS maps  Shows increased detail with zoom in
 Allows selection and apply command to multiple intersections  Does not allow editing multiple controllers at same time Compatible
controllers
 Works with NTCIP controller protocols. The system is backwards compatible with older versions of SEPAC and offers full support to the latest Siemens SEPAC 5 traffic controller software. M60 with Siemens Sepac
CCTV control  Integrated module. Additional costs are associated Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 No additional cost per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
5-5.1.8 Peek Spinnaker ATMS
Client  Uses web browser interface. Workstation is a thin client  Server can be accessed anywhere in the network
Graphic User
interface
 Graphic User Interface is very easy to use
 HTML 5/Javascript.

System Map  System Map is easy to set up and displays Bing Map. OpenStreetMap, Google, KML files, ESRI maps with traffic conditions
 Shows increased detail with zoom in
 Allows selection and apply command to multiple intersections, groups, and system wide
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-44
 Allows editing multiple controllers at same time
Compatible
controllers
 Works with NTCIP controller protocols
CCTV control  Built-in modular integration platform
Cost for
System
 Lump Sum (takes into consideration the total number of intersections) Cost per
Controller
 Associated fees per intersection
Annual
Maintenance
Cost
 Begins one year after acceptance
5-5.2. Adaptive Traffic Control System
Adaptive Traffic Control System (ATCS) is a separate
traffic management tool that works in tandem with
centralized Advanced Traffic Management Systems
(ATMS). The benefits of ATCS includes: having fully
autonomous signal operations; to preserve capacity
and improve mobility in congested networks; adjusting
to real time traffic demand; queue management;
adapting to unexpected traffic changes; using big-data
analytics to enhance signal operations; and providing
big-data analytics for performance measurements.

ATCS is most effective when managing heavy
directional traffic flow, unpredictable traffic changes results in delays or stops that cannot be addressed by
conventional signal timing, and where frequent and
unpredictable changes in of demand, events, weather, etc. creates major unexpected fluctuations in the system. Although ATCS may not be applicable to all situations, successful ATCS deployments occur with the proper evaluation, selection, and implementation through the systems engineering approach.

Due to its higher complexity over the traditional ATMS software, ATCS requires additional training; operators that understand the system, initially more monitoring of the system performance for system evaluation and calibration, fine tuning, and maintaining communications and detection. The following are common items associated with the deployment of an ATCS:
 Infrastructure upgrade/system installation
 Possible communication upgrades
 Ethernet/IP-based communications
 Possible detection upgrades or add-ons
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-45
 Staff training (initial and continuing)
 Infrastructure maintenance
 Software maintenance and operations contracts
 Potential additional staffing/contract staff/contractor (consulting firm) There are two important requirements for a successful ATCS deployment: reliable communications, and adequate vehicle detection Typically, communications will be provided by the Ethernet/IP-based connections, from controller to controller, from controller to field communication hub, and all communications back to the TMC. Most adaptive systems require that vehicle detection be provided for each lane, for all approaches. Both advance detection and presence (or limit line) detection should be separated by lane. Table 5.10 summarizes ATCS software systems that are on the market, key features, and the manufacturers that supply these systems.

Table 5.10. Adaptive Signal Control Matrix
ATCS
Software
Key
Features Manufacturer
MaxTimeAdaptive
No separate
server needed Q-FREE
SynchroGreen Calculates every
cycle Trafficware
Transparity Adaptive Edge driven Swarco
Adaptive Control Decision Support
System (ACDSS)
Pre-configured
applications TransCore/KLD
Centracs Adaptive Best for arterials Econolite
Kadence Adjust every 3
cycles Kimley-Horn
As shown in Table 5.10, there are six primary Adaptive Signal Control software systems that are on the market. The following sections summarize each Adaptive System in more detail about the server/client interface (e.g., from a workstation and/or web browser), communications requirements, required traffic signal controller hardware/software, adaptive control strategies, and typical cost for how the system is bid (e.g., lump sum, on a per intersection basis), and if it requires annual maintenance costs. This information provides a high level of understanding, and it can be used to compare each system’s features.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-46
5-5.2.1 Q-FREE MaxTime Adaptive
Server/Client  Does not require server
 Works at the controller level
 Accessible through Web browse
Communications  Require Ethernet communications
Detection  Uses existing detection
 Best if detection is provided on a per lane basis
Controllers  Requires Q-FREE's ATC 5201 controllers with MaxTime software or later versions
Adaptive Strategies  Optimizes Cycles, Offsets and Splits  Timing calculated every cycle. Recommends cycle
change every 3 cycles
 Algorithm based on Signal Performance Metrics by
UDOT, Purdue and INDOT
Cost for System  Lump Sum (dependent on the number of
intersections)
Annual Maintenance Cost  An additional fee from the ATMS annual maintenance cost
5-5.2.2 Trafficware SynchroGreen
Server/Client  Installed in Central Server, can interface with ATMS.now or Web browser Communications  Requires Ethernet communications
Detection  Uses existing detection
 Best if detection is provided on a per lane basis
Controllers  Require ATC/2070 controller with Naztec firmware and SynchroGreen Adaptive
Strategies
 Optimizes Cycles, Offsets and Splits
 Timing update with every cycle (Real time)
 Strategies: Balanced Mode, Progression Mode, and Critical Movement Mode Cost for System  Lump Sum (dependent on the number of intersections) Annual
Maintenance
Cost
 An additional fee from the ATMS annual maintenance cost Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-47
5-5.2.3 Swarco-McCain Transparity Adaptive
Server/Client  Client/server architecture. Interfaces with Central System Communications  Supports serial and Ethernet communications Detection  Uses existing detection
 Best if detection is provided on a per lane basis
Controllers  Compatible with Swarco-McCain 2070 ATC or 2070 LX with Omni eX software Adaptive
Strategies
 Optimizes Cycles, Offsets and Splits
 Cycle change can happen every cycle. No transition
 Adaptive operation starts by selection of Fixed Base pattern (TOD) or Dynamic Base pattern (Traffic Responsive)
Cost for System  Lump Sum (dependent on the number of intersections) Annual
Maintenance
Cost
 Included in Central System maintenance
5-5.2.4 TransCore/KLD ACDSS
Server/Client  Client/server architecture. It is a module of TransSuite Communications  Supports serial and Ethernet communications Detection  Uses existing detection
 Best if detection is provided on a per lane basis
 Uses advanced loops as system detection
Controllers  Compatible with NTCIP controllers, currently integrated with Swarco-McCain 2070/ATC with Omni eX software, D4, Econolite ASC/3 and Cobalt  Works with NTCIP and AB3418E controller protocols
Adaptive
Strategies
 Optimizes Cycles, Offsets and Splits. Real time (every cycle)  Arterial application: optimizes cycle, offsets, and splits  Urban network application: selects plans and balance queue utilization at critical intersections
Cost for System  Lump Sum (dependent on the number of intersections) Annual
Maintenance
Cost
 An additional fee from the ATMS annual maintenance cost Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-48
5-5.2.5 Econolite Centracs Adaptive
Server/Client  Client/server architecture. It is a module of Centracs Communications  Requires Ethernet communications
Detection  Uses existing detection
 Best if detection is provided on a per lane basis
Controllers  Requires Econolite Cobalt controller with software key Adaptive
Strategies
 Optimizes Offsets and Split (No Cycle Optimization)
 Updates timing after 3 cycles
 Few parameters to set up
Cost for System  Lump Sum (dependent on the number of intersections) Annual
Maintenance
Cost
 An additional fee from the ATMS annual maintenance cost 5-5.2.6 Kimley-Horn Kadence
Server/Client  Client/server architecture. It is a module of KITS Communications  Requires Ethernet communications
Detection  Uses existing detection
 Best if detection is provided on a per lane basis
Controllers  Works with NTCIP and AB3418E controller protocols Adaptive
Strategies
 Optimizes Cycle, Splits, Offsets, Phase Sequences, and adjust TOD start and end times
 Updates timing after 3 cycles
Cost for System  Lump Sum (dependent on the number of intersections) Annual
Maintenance
Cost
 An additional fee from the ATMS annual maintenance cost Each Adaptive system should be evaluated to determine if the systems meet the agency’s needs and develop a pros and cons system evaluation list related to the system’s functionality, performance, operations, maintenance, annual cost, etc. When considering a new Adaptive system, a systems engineering approach should take place in order to consider the candidate systems, the candidate corridors, concepts of operations, system selection, implementation, operations and maintenance, and all costs (hardware/ software/ staffing/ maintenance) associated with these types of systems.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-49
5-5.3. Video Management Systems (VMS)
The core of any advanced video surveillance network is its Video Management System (VMS). Essentially the interface to the users and field elements alike, the correct central system is an all-encompassing platform that shall be the correct size and scale to match each agency’s needs. Many of the
advanced VMS features now found in the ITS field are derived from the security industry. Through open architecture ONVIF (Open Network Video Interface Forum) compliancy, the
selection of the VMS system and CCTV hardware is no longer required through the same vendor.

Most video management systems operate via a serverclient type architecture where robust servers act as the host which renders and process the data intensive CCTV
images. Client CCTV workstations require additional
horsepower (higher-level specifications) in order to
process HD 1080p video. For agencies that wish to
record CCTV video, additional servers/storage devices
with ample hard drive (terabytes) storage are required.

VMS systems from the vendors below typically include a
"tier" system model for design and deployment based on the agency's needs. Table 5.12 summarizes current VMS that are on the market, key features, and the manufacturers that supply these systems.

Table 5.11. VMS System Matrix
VMS
Software
Key
Features Manufacturer
BVMS Standardized across CCTV and
VMS alike Bosch
VideoXpert Low cost, easy to deploy Pelco
S-VMX Modular system Teleste
Ocularis 5 Scalable system OnSSI
Xprotect Can add modules/services Milestone
Control Center v14.0 Feature rich IndigoVision
Security Center
Omnicast Widely Deployed GENETEC
As shown in Table 5.12, there are seven primary VMS software systems that are on the market. The following sections summarize each VMS in more detail about their system and key system features. This information provides a high level of understanding, and it can be used to compare each system.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-50
5-5.3.1 Bosch VMS
The Bosch Video Management System is a unique enterprise IP video security solution that provides seamless management of digital video, audio, and data across any IP network. It provides a seamless VMS to go with Bosch CCTV devices, leveraging the unique capabilities of Bosch cameras and recording solutions. It offers interfaces and standards to integrate other systems and manufacturers.

The system is equipped with a unique embedded resilience. It keeps operations up and running even when both management and recording servers fail. Using the latest state-of-the-art intelligent video analyses and recording technology, the VMS can manage up to 2,000 cameras (including up to 500 ONVIF cameras) with a single server. Key features include:
 Maximum resilience to ensure continuous operation
 Up to 2,000 cameras with a single recording server mean high savings  A scalable system
 Best integration with Bosch Video hardware
 Version 6.0 offers integration with selected 3rd party cameras and storage systems, as well as other hardware and software
5-5.3.2 Pelco VideoXpert
Video management systems by nature are complex – a complexity that often overwhelms the user experience, resulting in a steep learning curve and misplaced focus. Key features include:
 Eliminate single points of failure and ensure reliability though fault-tolerant software, distributed architecture, and multiple levels of redundancy
 Flexible scale with reliable modular architecture
 Migration paths for Endura and Digital Sentry systems  Aggregate VMS networks and manage all video through a single system  Deploy as a hardware or software solution
 Create and assign tags, organizing network resources as you see fit  Fully immersive, 180° views when used with OpteraTM Panoramic Cameras  Leverage third-party solutions for simplified integrations, including:
o Event/Alarm Management
o Analytics
o License Plate Recognition
o Point of Sale
 ONVIF Profile S compliant
5-5.3.3 Teleste S-VMX
Teleste’s S-VMX is the new generation video management software platform designed in terms of high modularity, open architecture, and the use of industry standards. S-VMX is used for managing traffic, transportation, and public security tasks. S-VMX is a modular system and can be expanded as needed for adding more cameras, having other system components or clients, or adding the respective amount of engine power to the core system. Key features include:

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-51
 Open architecture for smooth integration
 A standardized, IT friendly solution
 Web services and mobility
 GIS assisted operation
 Collective metadata handling
 Automated tasks
5-5.3.4 OnSSI Ocularis 5
OnSSI Ocularis 5 is a scalable video management for small to medium single-site and multi-site applications. Ocularis offers easy installation, scalability, high-speed performance, and intuitive controls.

Ocularis software enables third-party integrations and makes compatibility and expandability easy with other systems. Key features include:
 Centrally manage camera views, events, and operator user rights  Advanced investigation tools provide fast access to incidents  User friendly built-in, multi-level maps for ease of navigation  Receive analytics and smart alerts from cameras and recorders  Camera-based motion detection and server-based motion detection with ability to designate areas for motion alarms
 On-demand or scheduled video exports from mobile or remote locations  A wide range of third-party integrations
5-5.3.5 Milestone XProtect Expert
XProtect Expert is an advanced open platform IP video management software (VMS) for medium and large installations. Its central management helps simplify the installation and daily operation of larger systems with multiple recording servers.

XProtect Expert offers reliable video access through failover recording servers, and uninterrupted video recording when complemented with camera-associated edge storage. Using schedule and event-driven driven rules, it is easy to automate security actions and control external systems, reducing the number of manual tasks.

Three unique viewing clients provide seamless access to live and recorded video for different personnel responsibilities. With multi-layered maps, alarm handling and the option of adding XProtect® Smart Wall, XProtect Expert is ideal for installations with active situational live monitoring. Key features include:
 High performance recording server: Building on a native 64-bit windows implementation  Unlimited system scalability: Full flexibility to add additional Recording Servers and expand the system
 Edge Storage: Uses camera-based storage as a complement to the central storage  Reliable video recording: Hot and cold standby failover recording servers maintain video viewing and recording capabilities with minimal interruption in the event of network problems, server failure, loss of power or any other system problems
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-52
 H.265: Support for H.265 compression: H.265 has the potential to be up to 50% more efficient than H.264
5-5.3.6 IndigoVision Control Center V19.0
IndigoVisions Control Center is a fully integrated user interface for managing video, access control and alarms. It is easy to install and intuitive to operate. The control center video management software allows viewing, sound, and oversight of all cameras, from 1 to 100,000. Its capabilities include map-based monitoring that allows the operator to navigate across cameras, and pursuit mode allows to instantly follow any moving object from one camera to the next. The operator can respond to any event with fast forensic search.

IndigoVision’s unique Distributed Network Architecture (DNA) removes the need for a central server – so no single point of failure, greater resilience, dramatically reduced latency, and no network bottlenecks. It allows control center to integrate and manage data from other systems. ONVIF conformance allows integration with open standards cameras and devices. IndigoVision's Camera Gateway™ connects cameras from all major manufacturers using native protocols. Key features include:
 Access Control
 Alarm Systems
 Building Management
 Perimeter Detection
 LPR
 PSIM
 Facial Recognition
 Video Analytics
5-5.3.7 GENETEC Security Center
The Omnicast system is the IP video management solution (VMS) that provides organizations of all sizes the ability to deploy a surveillance system that matches their security and privacy needs. Omnicast provides unparalleled scalability, compatibility with a wide range of industry-leading IP cameras and encoders, the flexibility to address the growing demand for ultra HD video, all while offering advanced cloud connectivity for video archiving. This VMS is modular and scalable, and lets you:
 Automate security, maintenance, and forensic operations with unified modules and 3rd party integrations
 Unify intercoms with your system for visual identification  Anonymize everyone captured on live and recorded video  Monitor video on dynamic maps, web, and mobile applications  Automate workflows and standard operating procedures (SOPs) with our decision management system and its rules engine
 Unify video management with physical access control
 Associate license plate recognition events with other surveillance cameras  Get a global view and centralize the operations of all your sites Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-53
 Backup your video recordings in secured cloud storage  Visually verify asset and financial transactions
 Integrate agency traffic signal cabinets with online enclosure cabinet management solutions 5-5.4. Data Analysis/Arterial Performance Measurement Tools (APeMS) Traffic data and analysis output and tools provides automated statistical processing platform for managing corridors and intersections using precise traffic detection data. These background data systems leverage detections systems such Bluetooth/Wi-Fi, magnetometer (AMS), and traffic monitoring stations (TMS) for export of metadata for integration into any software environment.

This data is commonly known as high resolution data that can be exported for analysis, and the result is detailed automated performance measures that can be used for network managing, monitoring, and diagnostics. What this means – It provides agency professionals with the information needed to proactively identify and correct deficiencies. They can then manage traffic signal maintenance and operations to achieve an agency’s safety, mobility, and quality of life goals.

This technology is cost effective, as performance measures (APeMS) can be applied to a wide range of signalized intersections and use existing infrastructure to the greatest extent possible. These performance measures will also support the validation of other technologies and operational strategies, such as adaptive signal control and emerging connected vehicle applications. Some of the benefits include:
 Increased Safety – A shift to proactive operations and maintenance practices can improve safety by reducing the traffic congestion that results from poor and outdated signal timing.  Targeted Maintenance – Performance measures provide the actionable information needed to deliver high-quality service to customers, with significant cost savings to agencies.  Improved Operations – Active monitoring of signalized intersection performance lets agencies address problems before they become complaints.

The following sections summarize these technologies including their capabilities and key features. 5-5.4.1 Wi-Fi/Bluetooth/Magnetometer Identification
Bluetooth or Wi-Fi travel time system leverages a universal detection platform (e.g., magnetometer) for additional powerful metrics such as vehicle miles traveled, vehicle hours traveled and more. Typically, these systems include easy to use travel time and speed reports, intersection delay analysis, volume, occupancy, and speed, and origin/destination patterns for user configured routes and time periods. Users can view congestion maps in order to focus system operations on hot spots. This information is obtained by either Wi-Fi or Bluetooth re-identification with anonymous MAC addresses. Key features and benefits include:

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-54
 Cost effective travel times and congestion management  Pole mounted for ease of installation
 Bluetooth or Wi-Fi supported
 Detection-enabled
 Platform for future enhancements
5-5.4.2 Traffic Monitoring Stations
As mentioned previously, traffic monitoring stations (TMS) are commonly used for arterial and freeway traffic data collection. This program provides accurate volume, occupancy, and speed reports. TMS are included in this section because they are a technology that provides data analysis/performance measurements. These real-time traffic data measures enable monitoring of congestion to optimize traffic operations. Leveraged in conjunction with TMS station data, users will have insight into complete corridor utilization statistics, including Vehicle Miles Travelled (VMT) and Vehicle Hours Travelled (VHT). 5-5.4.3 Data Analytics for Signal Optimization
Data analytics for signal optimization includes the use of high-resolution data and performance measure reporting in order to improve mobility and safety on a 24/7/365 basis, which is derived from a traffic monitoring platform that automates performance measure reporting and ongoing data collection. These systems continuously collect and report how well signalized intersections are performing; they can accurately capture turn movement counts and other critical data. With this information, operators can use the data in order to identify seasonal or day of week trends or other traffic pattern changes and be able to update signal timing accordingly.

By capturing and analyzing detailed performance measures such as volume-to-capacity (V/C) ratios, arrivals on green, and even accurate turn movement counts; it provides the capability of monitoring signal performance and use the data to re-time and optimize traffic signal timing. It can also obtain speed and red-light violations, which enables an extra layer of analysis and safety review.

Typically, these Data Analysis/Performance Management systems can be operated as stand-alone software management platforms or integrated into advanced traffic management systems (ATMS). 5-5.5. ITS Asset and Maintenance Management Software
When in comes to the system integration and connectivity to switches in the field and other offices, there are assset and maintenance management software that is available in order to set-up and configure the network (e.g. network scheme, assigned IP addresses, map asset locations, etc.). This software is typically included with the type of network switch purchased, it may also come from a third party.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-55
Software such as Industrial IT asset and maintenance management tools enable the integration of Simple Network Management Protocol (SNMP)-enabled devices from different manufacturers into a single network management application. This includes network switches, CCTV's, controllers or other SNMP ITS devices. Therefore, this software offers maximum network visibility to the end-user. Using MultiConfig, hundreds of devices can be configured simultaneously, even while they are in operation. This not only saves time, but also ensures consistent configuration of the network infrastructure. Since the network topology is recognized automatically, all the network nodes and links are accurately displayed on screen, including any unmanaged switches and hubs. This means that the display always shows the exact network status, including security threats, and faults can be located quickly. Industrial clients are made available free of charge and license fees are payable only for the server. Key features include:
 Assign various rights and levels of access to the network through the new user roles feature, increasing application security and regulatory compliance. These rights include read-only, read/write, the ability to create additional users, and whether a user can access the Industrial server through a web browser
 Access all systems they need with one username and password through the single sign-on function, review a comprehensive history of user actions through the audit trail feature and apply standard security functions with the security lockdown feature across all devices with just a few clicks
There are a few ITS maintenance and asset management software tools that allow users to discover, manage and report on both hardware and software assets. Many of those systems allow you to link assets to automate tickets and manage client assignments, purchase orders, warranty information, and more.

The alert systems on these tools are a handy feature that easily identifies lost or stolen inventory. There are also customizable asset reports, that one can generate to show statistics on asset details such as the number and type of assets in the database, where assets reside, and asset status, such as in storage or deployed.
5-5.6. Cloud Technology for ITS Infrastructure
Cloud technology enables an agency to collect, store, and analyze data of all kinds. Today, every government asset is a sensor, and data is what makes a city “smart.” The insights that can be derived through this analysis are limitless, helping cities identify gaps, issues, and trends that will help them deploy their resources more effectively and focus on their core mission.

Smart transportation solutions that can reside in the cloud include smart parking, smart lighting, connected intersections, smart routing, fleet monitoring, and connected vehicles. These solutions are important across both the private and public sector because such infrastructure is critical to economic growth. Just as traditional infrastructure was the catalyst for growth in the 20th century, cloud and digital technology will be the catalyst for the 21st century.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-56
An example of cloud-based computing is Amazon Web Service (AWS). AWS Internet of Things (IoT) is a managed cloud platform that lets connected devices easily and securely interact with cloud applications and other devices. AWS IoT can support billions of devices and trillions of messages and can process and route those messages to AWS endpoints and to other devices reliably and securely. With AWS IoT, applications can keep track of and communicate with all devices, all the time, even when they are not connected.

AWS IoT makes it easy to use AWS services and build IoT applications that gather, process, analyze and act on data generated by connected devices, without having to manage any infrastructure.

Cloud based infrastructure has the ability to host not only connected devices, ATMS, VMS, and ITS technologies, it can also host and provide an ever-connected database for other smart city technologies such as smart lighting and smart parking systems.

Since cloud-based connectivity is provided by 3rd party hosts, re-occurring costs for these services can vary based on the use case, demand, and access by end users. Typically, costs can range from a few hundred to a few thousand dollars per month, per subscription.
5-5.7. Smart Lighting systems
Modern commercial outdoor lighting systems are being asked to do more than ever before. In addition to fulfilling their primary purpose of casting light onto dark roadways, parking areas, and public spaces, outdoor lighting systems are increasingly evaluated for how well they reduce energy consumption, improve safety for both pedestrians and drivers, and serve as the foundation for a range of Internet of Things (IoT) applications.

Intelligent street lighting refers to public street lighting that adapts to movement by pedestrians, cyclists, and cars. Intelligent street lighting also referred to as adaptive street lighting, dims when no activity is detected, but brightens when movement is detected. This type of lighting also has the ability of dimmable street lighting that dims at pre-determined times.
5-5.8. ITS for Parking Facilities
Today’s ever-increasing traffic volumes also require increasingly efficient solutions for parking information and guidance. Up to 25% of inner-city traffic is due to motorists looking for a parking space.

Parking guidance systems not only reduce search and transit times, but also contribute to better traffic flows on city streets and reduced vehicle emissions in our cities. Clear guidance for the drivers is a key element for this.

LED parking signs are designed to assist motorists in getting quickly to a free parking space by directing them to parking lots/locations where occupancy levels are low. The objective is to reduce search and transit times, which in turn reduces congestion on the city road network with subsequent benefits for air quality and living conditions in the urban landscape.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-57
5-5.9. Smart Parking Systems
Smart parking systems can improve a “Smart” City's parking revenues by 20-30%. The latest generation of these
systems combines low cost, in-street
sensors with payment stations, back-end
management and enforcement software,
and smart phone customer access portals,
to deliver:
 New conveniences for visitors and residents – created by available parking spot locations, flexible payments, fees, and parking spot reservations – all through an easy-to-use smart phone application
 Increased revenues are created from the introduction of new services and fees, such as: time of use charging, premiums for reservation services, and less meter downtime  More efficient directed parking enforcement, achievable through real time violation notifications sent to patrolling enforcement officers
 Significant reduction in city-wide traffic volumes and emissions due to reduction in driving time to find open parking spots
Intelligent Parking Systems (IPS) single-space meters provide customers and patrons with a simple and consistent parking user experience which is more cost-effective, customer friendly, and more reliable than older technologies/alternatives. The IPS smart meters provide a credit card enabled single-space meter mechanism that retrofits into current on-street parking meter housing. IPS smart meters offer multiple payment options (credit/debit card, contactless payment, coins, smart card, and tokens), access to realtime data, solar power technology, and a comprehensive web-based management system.

The IPS Data Management System (IPSDMS) is a secure, web-based application that allows clients to manage an entire parking meter network with ease. The IPSDMS provides clients with a comprehensive set of financial, technical, and administrative reporting features and remote meter configuration capabilities, forming an intuitive and powerful smart parking solution. Key features include:
 Ability to seamlessly integrate meters, vehicle sensors, and pay-by-cell applications into a single back end system.
 No need for local software or new hardware installation.  Maintains the latest in encryption and internet security.  Real-time data available 24/7/365 from any web-enabled device.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-58
5-5.10. Traffic Management Center
A Traffic Management Center (TMC) is essentially the
heartbeat of a traffic network and provides a physical
operations center for traffic signal staff and operators to view the ATMS traffic data network and CCTV
surveillance system in real-time, provide incident
management, arterial management to review
recorded/historical data, generate reports and adjust
as necessary to facilitate traffic operations throughout the city or a region. Typically, TMCs are a single facility that will house all centralized functions
necessary for traffic signal and ITS operations. The
TMC is capable of supporting all operations and maintenance functions associated with the ATMS, TMS, VMS, communications network, and other ITS related systems. Overall, the goal is to view and manage the city’s arterial traffic, maintain and monitor traffic signal timing and synchronization; and as a result, to reduce traveler commuter times and maximize roadway capacity from a centralized location.

TMCs can be as large as dedicated rooms
or centers comprised of operator
workstations, video display walls (15'-20'
preferred) or as small as a single desk and
monitor. The larger facilities would likely
include data or server centers, and
storage capable of supporting all host
systems and personnel to operate and
maintain the system. In some cases, if a
dedicated spaces is not needed or not
available, the TMC infrastructure can be
in a shared data or server center or and
be accessed remotely from individual workspaces for in-house or contract staff to gain access. There are many other factors to consider when designing and deploying a TMC, such as: architectural enhancements, available space, furniture, lighting, HVAC, electrical, mechanical, plumbing requirements, accessibility, and security.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-59
As of today, the City of Pico Rivera does not have a centralized traffic management center that combines both traffic signal and CCTV surveillance for remote viewing and access of the traffic network. At a minimum a TMC has the following basic elements which consist of a rack mounted ATMS central sever, video management system server, video wall monitors, and core communications equipment that
resides in the City’s Public Works Department or IT
Department at City Hall or Public Works yard. This is due to the possibility that there is neither the space nor the need for a dedicated workstation. In this basic set up, the system would be accessed remotely from individual staff workspaces.

ATMS hardware and software costs are often a concern to any TMC budget. A centralized ATMS software should be
capable of interfacing with several other systems including traffic monitoring systems (TMS), video management
systems (VMS), asset and maintenance management
Software, communications network and other ITS subsystems, such as changeable message signs (CMS) or arterial management systems. It should be noted that each of these sub-systems represents additional costs and staffing to operate and maintain. In most cases, the ongoing
maintenance and staffing will be higher costs than the initial hardware and ongoing software costs.

In addition to core central systems, planning and design of LED video walls would give the TMC operator a greater field of view to manage and maintain the traffic signal network if a dedicated TMC space is provided. LED video walls and video wall controllers feature bandwidth for high resolution and high frame rate performance. If there is not enough space for LED video walls; large wall mounted video monitor(s) are typical for smaller TMC installations. Overall, the TMC should provide the operator with the capability to view, manage, and operate CCTV systems and ATMS. For virtual TMC the video should be accessible on remote staff workstations through dedicated software or a browser. 5-5.10.1 Traffic Operator Workstations (Standalone Office or Designated Area)
Agencies or cities that do not have a designated area for a full TMC, and still manage their traffic signals, ITS systems, and communications from a designated workstation with
dual monitor (standard office computer with monitors
setup) that can be located in an office or designated area.

This workstation is typically connected to the central traffic management system server (on-premise or cloud) for command and control. Agencies or cities that have limited staff and/or availability of a Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-60
designated area for a full TMC, may use this setup as an option. Additional wall mounted monitors (55"), should also be considered if space is available.
5-5.11. Type of Communication Links Between Traffic Management Data Centers The type of communications links between traffic management data centers are important factors to consider when determining the design and deployment of a central traffic management system and/or video management system (VMS), where the goal is to provide shared real-time two-way traffic data and CCTV video feeds across jurisdictional boundaries. It should be noted that these links are between systems, which do not require the agency to have a full TMC or TOC, just connections between servers via the communication medium. The first step in establishing communications between jurisdictions is identifying the type of intertie connection points, which can be a physical connection (e.g. fiber optic cable), wireless communications (e.g. backhaul wireless radios), and/or the cloud (e.g. internet, virtual private network/VPN).

For the physical connection, fiber optic cable, conduit and pull box or splice vault should be installed at city boundaries for the intertie connection point. This will provide a high-bandwidth fiber optic connection to each operations center for shared traffic data and video images. A fiber sharing plan should be established, with dedicated fiber strands physically connecting to other TMC’s. This shall be implemented through the planning process and agreements shall be established in order to maintain the physical connection including the use of traffic data and video feeds.

For the wireless communication connection, the backhaul wireless radios should be mounted at locations where clear line of sight can be established and connected to local communications room or where the servers and communications equipment will be housed. Typically, radios can be mounted on top or to the side of buildings where the operations center will reside, or towers near the facility. This will be approved by the local agency. The backhaul wireless radios can provide a high-bandwidth connection to each operations center for shared traffic data and video images.

For the cloud connection between centers such as, site-to-site Virtual Private Network (VPN) access could provide traffic data transfer; however, it may have latency issues/support of full streaming video images as these are much more data intensive. This type of connection needs to be coordinated with the local agency ITS staff, and the manufacturer’s representative. Some ITS technologies also have the option to manage systems from the cloud.

Each of these options should be vetted during the design stages of the project including compatibility and functionality when connecting systems that are manufactured by the same company (i.e. S2S communications), and when connecting systems that are manufactured from different companies (i.e.

C2C communications). The following subsections describe the difference between S2S and C2C communications.

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5-5.12. Server-to-Server Communications
Server-to-Server (S2S) communications is another important factor when determining the design and deployment of TMCs where the goal is to provide shared real-time two-way traffic data across jurisdictional boundaries.

Utilizing Server-to-Server (S2S) communications is one of the primary strategies to use to ensure the capability of sharing two-way traffic data, HD IP CCTV video streams, performance metrics and other traffic information across jurisdictional boundaries. S2S communications is the common terminology that is used when connecting systems (from different operation centers) that are manufactured by the same company. S2S communications allows systems (by the same manufacturer) that are connected from different operation centers to be interoperable and fully functional without requiring software development. The advantage of S2S communications is that it minimizes or eliminates the need to maintain interface with other systems (by different manufacturers) including ongoing software development.
5-5.13. Center-to-Center Communications
Center-to-Center (C2C) communications is another important factor to consider when determining the design and deployment of TMCs where the goal is to provide shared real-time two-way traffic data across jurisdictional boundaries.

Utilizing C2C communications is a strategy to consider for sharing two-way traffic data, HD IP CCTV video streams, performance metrics and other traffic information across jurisdictional boundaries. C2C communications is the common terminology that is used when connecting systems (from different operation centers) that are manufactured by the different companies. C2C communications allows systems (by different manufacturers) that are connected from different operation centers to interface by only a predefined set of objects and commands. This does not guarantee full operations, compatibility, and functionality between these systems. In addition, for manufacturers that have not coordinated this effort, this typically requires software development from each manufacturer, and it will require ongoing maintenance throughout the life of the systems, which can include minor and major software updates.

For example:
 A majority of ATMS manufactures have limited to no software development for C2C communications between ATMS by different manufactures.
o A majority of ATMS manufactures have limited to no capability to communicate with ATCs by different manufactures. In this case, the owner would select the predefined set of objects and commands from standard Traffic Management Data Dictionary (TMDD), and this would have to be maintained.
o Although, there are ATMS that are ATC and traffic signal controller agnostic, it does require a level of effort for software upgrades via NTCIP, and ongoing maintenance/software development to maintain the interface  Some VMS manufactures have some software development for C2C communications between VMS by different manufactures.
o A majority of VMS can communicate with CCTV cameras by different manufactures.

A standards based NTCIP approach can assist system applications, regardless of operating system or programming language, to communicate using simple encoded messages that both applications Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-62
understand when utilizing C2C communications. Specifically, the goal related to development of an XMLbased C2C standard is to support the inter-agency communication of traffic data information and/or control commands between traffic operations centers.
 ITS communications requirements are often divided into two categories according to the general environment in which the communications take place. One category is center-to-field communications, such as occurs for remote management of field devices and fleet vehicles. The other category is center-to-center communications. Many C2C platforms today communicate over industry standard Simple Object Access Protocol (SOAP) messages or XML file based approach.

Communications with LA County TMC
Currently, the City of Pico Rivera does not have their own dedicated central traffic management system or TMC located at City Hall. Although, the City's traffic signal controllers are connected to the County of Los Angeles Department of Public Work’s (DPW) TMC in Alhambra over existing wireless communications, which has a dedicated traffic server configured with an Advanced Traffic Management System (ATMS).

The traffic server is configured and utilizes the Kimley-Horn Integrated Transportation System (KITS), a central system for command and control of all traffic signal operations. DPW staff are able to monitor traffic signal operations from this remote location on a real time basis, not just for the City of Pico Rivera but other County and agency signalized intersections that the County operates and maintains. Any timing changes that need to be made to the City of Pico Rivera’s signals can only be done by the County at the request of the City. KITS communicates directly to the City of Pico Rivera’s controllers that supply traffic signal timing/Time-of-Day (TOD) operation and provides real-time display through the system's Graphic User Interface (GUI).

LA County provides these services to the City of Pico Rivera and other local cities typically over two types of communications, 1) over wireless radios or fiber optic cable (a direct connection) or from 2) over the cloud via VPN, which is a server to server type connection over the internet that provides access via login and password credentials from a workstation that is connected to the server. It should be noted that it is required for the central traffic management systems are the same and have compatible local traffic signal controller software.
5-5.14. Operations and Maintenance Costs
The purpose of this section is to provide an overview of the typical operations and maintenance level of effort and associated costs after installation and deployment of a TMC. Operations and maintenance costs should be understood during the planning stages and programmed into each agency’s budget in order to maximize their return on investment.

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After approved design and deployment of a TMC there are operations and maintenance (O&M) costs associated with
operating and staffing. Generally, staffing requirements can be broken down into three (3) distinct areas: in-house, outsourcing or facilities management staffing. Staffing can further be broken down into different sub-roles, such as:

System Administrator or Traffic Engineer (TE), TMC operator and Technology (IT) support.

In-house staffing would comprise of a single person or team of dedicated staff to perform frequent or even daily traffic operation tasks and regular maintenance on their traffic signal system. It is envisioned a new system will require additional training regarding operations and maintenance on the new ATMS, CCTV and other ITS systems. Ideally, this would be a preferred option since all operations and maintenance are performed within the same organization. For the City of Pico Rivera, additional full time or part time in-house staffing may be necessary to provide for the TMC needs.

Outsourcing of TMC staffing results also in additional costs to the organization, however, outsourcing could be the solution for smaller agencies such as the City of Pico Rivera without the resources for dedicated Traffic Engineers, TMC operators, and IT support. Private consulting firms often have the knowledge and expertise to manage independent traffic systems either remotely, via VPN, or on-site for dedicated number of hours per day/per week or days per week. This could result in a less costly ongoing staff costs.

In addition to staffing for management of the TMC functions, facilities management, or traffic signal technicians (outsourced or in-house) can provide a part-time overview and surveillance of the system on an as needed basis remotely at a city yard or other remote location; however, mostly this staff does not have or need hours dedicated to perform ongoing TMC tasks.

Actual costs associated with operations and maintenance staffing are not detailed in this chapter but in another chapter of this plan. It is important to understand the type of staffing required to effectively operate and maintain a TMC.

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5-6. MULTI-MODAL TRANSPORTATION SOLUTIONS
5-6.1. Traffic Signal Synchronization
Traffic Signal Synchronization is a traffic engineering technique to coordinate the green lights for a series of intersections along a corridor to enable the maximum
number of vehicles to pass through, thereby reducing vehicle travel time and stops, fuel consumption and emissions of greenhouse gases (GHG), and other air pollutants from
vehicles.

The way traffic signal synchronization works is by calculating the arrival time for a group of vehicles at each intersection traveling at a specified speed, and then the traffic signals are strategically timed to turn green just as the group of vehicles arrive at each intersection. In order for the traffic signals to be synchronized, a group of signals must all be set to run on the same cycle length (the amount of time it takes for the signal to go from green to yellow to red; and back to green again, after the cross street has been serviced).

A key consideration in performing signal synchronization projects is to ensure that the ITS planning process is followed closely. This process is a systems engineering process that outline the steps to develop a successful system involving various stakeholders, multiple travel modes, and different operators. It starts with identifying the systems engineering management plan framework, developing a Concept of
Operations, identifying system requirements and project architecture, designing components and infrastructure, and conducting software development, testing, systems
integration, and validation, leading to an operations and maintenance manual.

The following are typical steps necessary for planning, development, and maintaining synchronized corridors:
 Planning Phase
 Conduct data collection of as-built plans, timing sheets and turning movement counts  Perform 'Before-Study' to establish existing traffic conditions  Conduct field reviews of traffic signal configuration, signal timing parameters, intersection lane configuration and posted speed limit. Review signal operations at TMCs  Conduct field reviews of hardware, communication status and clocks; review controller timings.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-65
 Design Phase
 Design communications and traffic signal hardware upgrades to allow local agencies to manage and monitor traffic operations from their respective central traffic signal management system.
 Troubleshoot hardware and communication problems and resolve hardware maintenance issues.
 Develop signal timing coordination parameters.
 Provide revised signal timing sheets (that reflect the change on coordination timing), Updated Time-Space diagrams and central traffic signal system database for local agency to maintain  Implementation Phase
 Implement and fine-tune signal timing coordination parameters  Perform 'After-Study' and compare results with 'Before Study' to evaluate the 'Measures of Effectiveness' (MOE)
 Conduct project benefit analysis and provide estimate of “Benefit/Cost ratio”  Prepare final report and present project results to City and the adjacent jurisdictions (if needed)
 Operations and Maintenance Phase
 Monitor coordination timing plans, intersection operations and TMCs operations. Respond to jurisdictions and resident comments
 Provide revised signal timing sheets (that reflect the change on coordination timing), as necessary
 Maintain hardware and software installed. Also, troubleshoot hardware failures, and resolved all the hardware issues for equipment installed
 Present timing plans updates to City and adjacent jurisdictions (if needed) 5-6.1.1 Overall Project Benefits
After a corridor has been synchronized, motorists in the City can anticipate reduced travel time, stops and delays, significant fuel savings, which results in the reduction of emissions and air pollutants.

The travel characteristics of a synchronized corridor or measurements of travel performance can be developed based on the following:
 Travel time
 Delay (travel time difference from user-specified speed and distance)  Number of stops
 Average speed
Evaluation of improvement for each corridor is performed by comparing the travel time performance results of “Before” and “After” conditions. For each parameter, average round-trip results can be computed to estimate the overall improvement from both directions in each corridor. Average Speed is Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-66
the Space-Mean-Speed of a round trip. The goal is to achieve optimal improvements in both directions throughout the course of work from design to implementation and fine-tuning, with priority given to the heavier traffic direction. Figure 5.1 shows sample corridor’s measures of effectiveness (MOE) results.

Figure 5.1. Sample Measures of Effectiveness (MOE) Summary In addition to reducing vehicular travel time on the road, fuel savings and reduction of emissions from motor vehicles are other major goals of a synchronized corridor. Therefore, the quantification of fuel consumption and emissions for “Before” and “After” conditions are needed in order to evaluate the benefits of the project. Figure 5.2 shows a sample corridor’s emissions, fuel, and travel time summary.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-67
Figure 5.2. Sample Emissions, Fuel, and Travel Time Summary

6.30 27
Direction NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total BEFORE 15324 12291 27615 8161 6558 14719 1302 1038 2339 4932 3637 8569 292 218 510 182 140 321 AFTER 14508 11631 26139 7770 6378 14148 1201 996 2197 4450 3396 7846 264 206 470 164 137 301 % Reduction 5% 5% 5% 5% 3% 4% 8% 4% 6% 10% 7% 8% 10% 5% 8% 10% 2% 6% Direction NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total BEFORE 16660 14781.3 31442 9147.1 8695 17842 1541 1491 3032 5887.4 5850.4 11738 355 352 707 236 235 470 AFTER 14980 14509.9 29489 8503.1 8269 16772 1326 1349 2675 4670 4777.2 9447 285 297 582 138 219 357 % Reduction 10% 2% 6% 7% 5% 6% 14% 10% 12% 21% 18% 20% 20% 16% 18% 41% 7% 24% Direction NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total BEFORE 19212 16773.8 35986 9303.8 9333 18637 1500 1587 3087 5528.7 6412.6 11941 335 384 719 225 253 477 AFTER 15188 15347.9 30536 8297.3 8718 17015 1299 1462 2760 4414.7 5497.4 9912 269 344 614 184 256 440 % Reduction 21% 9% 15% 11% 7% 9% 13% 8% 11% 20% 14% 17% 19% 10% 15% 18% -1% 8% Direction NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total NB SB Total AM 816.2 660.2 1476.4 390.8 180.0 570.8 101.0 41.5 142.5 481.8 241.6 723.4 28.2 11.4 39.7 17.4 2.6 20.0 MD 1344.6 217.1 1561.8 515.2 340.8 856.0 171.5 113.5 285.0 973.9 858.6 1832.5 55.6 44.0 99.6 78.1 12.9 91.0 PM 4023.7 1425.9 5449.6 1006.5 615.0 1621.5 201.0 125.6 326.6 1114.0 915.2 2029.2 65.3 39.8 105.1 40.7 -2.9 37.8 Corridor Daily
Annually
Corridor
Daily ($)
Annually ($)
Emissions, Fuel and Travel Time Monetary Savings Summary $10,141
$2,535,330
Daily:

Annually:
$1,616,574
VHT (veh-hr/ hr)
VHT (veh-hr/ hr)
VHT (veh-hr/ hr)
VHT (veh-hr/ hr)
VHT (veh-hr) 546.1
136,535 VHT
$6,466.30
NOx (g/hr)
Fuel (gal/hr)
Fuel (gal/hr)
CO (g/hr) NOx (g/hr) CO2 (kg/hr) 64.0
15,990
NOx (lb) 23.2
5,802
CO2 (lb) 5819.2
1,454,788
865.2
216,300
CO NOx CO2 VOC
Emission, Fuel and Travel Time Savings
Emission, Fuel and Travel Time Monetary Savings
VOC(g/hr)
Fuel (gal/hr)
Fuel (gal/hr)
$618 $52,205 $16,730 $5,633 $843,570 Fuel $2.47 $208.82 $66.92 Fuel (gal)
Sierra Avenue (Sierra Lakes Pkwy to Jurupa Ave)

2. Emissions, Fuel and Travel Time (VHT)
"Before and After" Study Results AM Fontana
NOx (g/hr)
NOx (g/hr) CO2 (kg/hr) Jurisdiction: PM
Length (mile):

Number of Signals:

MD CO (g/hr)
CO (g/hr)
CO (lb) Reduction Rate
CO (g/hr)
$22.53
CO2 (kg/hr) VOC(g/hr)
$3,374.28
CO2 (kg/hr) VOC(g/hr)
VOC (lb) 35.8
8,951
VOC(g/hr)
Sample Corridor: Sierra Avenue
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-68
5-6.2. Arterial Management System
Arterial management systems manage traffic along arterial roadways, employing traffic detectors, traffic signals, and various means of communicating information to travelers. These systems make use of information collected by traffic surveillance devices to smooth the flow of traffic along travel corridors.

They also disseminate important information about travel conditions to travelers via technologies such as dynamic message signs (DMS), and/or highway advisory radio (HAR), and/or mobile applications and websites.

Many of the services possible through arterial management systems are enabled by traffic surveillance technologies, such as sensors or cameras monitoring traffic flow. These same sensors may also be used to monitor critical transportation infrastructure for security purposes.

Traffic control systems address a number of
objectives, primarily improving traffic flow
and safety. Transit signal priority (TSP)
systems can ease the travel of buses or lightrail vehicles traveling arterial corridors and improve on-time performance. Signal preemption for emergency vehicles enhances the safety of emergency responders,
reducing the likelihood of crashes while
improving response times. Adaptive traffic
control systems (ATCS) coordinate control
of traffic signals across metropolitan areas,
adjusting the lengths of signal phases based
on prevailing traffic conditions. Advanced
traffic management systems (ATMS) include
coordinated signal operations across
neighboring jurisdictions, as well as
centralized control of traffic signals, which may include some necessary technologies for the later development of adaptive signal control. Pedestrian detectors, specialized signal heads, and bicycleactuated signals can improve the safety of all road users at signalized intersections. Arterial management systems can also apply unique operating schemes for traffic signals, portable or dedicated dynamic message signs, and other ITS components to smooth traffic flow during special events.

A variety of techniques are available to manage the travel lanes available on arterial roadways, and ITS applications can support many of these strategies. Examples include parking management systems, most commonly deployed in urban centers or at modal transfer points such as airports, monitor the availability of parking and disseminate the information to drivers, reducing traveler frustration and congestion associated with searching for parking. Organizations operating ITS can share information collected by arterial management systems with road users through technologies within the arterial network, such as dynamic message signs, and/or highway advisory radio, and/or mobile applications and websites. Arterial management systems may also include automated enforcement programs that increase compliance with speed limits, traffic signals, and other traffic control devices.

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Sharing information with
other components of the
ITS infrastructure can also
have a positive impact on
the operation of the
transportation system.

Examples include
coordinating operations
with a freeway
management system or
providing arterial
information to a traveler
information system
covering multiple roadway and public transit facilities. 5-6.3. Traffic Surveillance and Monitoring System
There are various ITS technologies available in the
transportation industry for traffic surveillance and
monitoring, including closed circuit television (CCTV), Wi-Fi and Bluetooth travel systems, and system detections.

Traffic surveillance and monitoring systems can provide realtime travel information and video in real-time along selected city corridors. The goal for implementing these technologies is to provide real-time roadway and intersection traffic conditions, improve traffic mobility and safety along the corridors, and it will enable agencies to respond quicker to unanticipated traffic conditions, and effectively plan special events and emergencies. Typically, traffic surveillance is made available to local law enforcement and emergency services staff.

There are various CCTV traffic surveillance systems available for the transportation industry that provide the ability to view in real-time traffic conditions and operations from a remote facility. Today’s technology allows agency staff to monitor their roadways and intersections from their traffic management centers, mobile phones, or tablets. Key strengths lie on the ability to stream video, perform video analytics, and video management capabilities. Some state-of-the-art traffic surveillance systems also have the ability to perform Traffic Video Analytics. These “smart” surveillance systems can provide information on traffic congestion, vehicle speed, wrong direction, vehicle classification, and license plate readers (LPR).

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CCTV surveillance also supplies relevant information to help law enforcement agencies and emergency services deal with roadway incidents. Road and highway crews can also be
dispatched to remove hazards or repair malfunctioning
equipment. Cameras can also help mitigate congestion by collecting data on traffic patterns. This information can then be used to reprogram traffic lights and improve traffic flows.

IP video streams can be transmitted over wired or wireless networks, so all of an agency’s surveillance cameras can be easily monitored from a single operations
center. The low bandwidth and advanced
networking capabilities of IP cameras
additionally facilitate this.

Any traffic-responsive control system
depends on its ability to detect and
manage traffic along arterials and for local
intersection control and / or system-wide
adjustment of timing plans. A system
accomplishes this by using one or more of the following detector types:
 Pavement Invasive Detectors
 Inductive Loop: Most common detector
technology. Consists of one or more turns of
insulated loop wire wound in a shallow slot
sawed in the pavement. Loop detectors come in
different sizes and shapes, and various
configurations can be used depending on the
area to be detected, the types of vehicles to be
detected, and the objective (such as queue
detection, vehicle counting, or speed
measurements).
 Magnetometer: Measures changes in both the
horizontal and vertical components of the earth's magnetic field. Early magnetometers could only detect the vertical component, which made them unable to operate near the equator, where magnetic field lines are horizontal. Newer two-axis fluxgate magnetometers overcome this limitation. Magnetometers are useful on bridge decks and viaducts, where the steel support structure interferes with loop detectors, and loops can weaken the existing structure.

Magnetometers are also useful for temporary installations in construction zones.  Magnetic: Consists of a coil of wire with a highly permeable core. Measures the change in the lines of flux of the earth's magnetic field. Can only detect vehicles moving faster than a certain minimum speed, and therefore cannot be used as a presence detector. Useful where pavement cannot be cut, or where deteriorated pavement or frost activity break inductive loop wires.

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 Non-pavement invasive detectors
 Video Image Processor: Video cameras detect traffic, and the images are digitized, processed and converted into traffic data. Can replace several loop detectors, and measure traffic over a limited area, rather than just a single point.
 Microwave Radar: Transmits microwave energy toward the roadway. CW (Continuous Wave) Doppler radar can only detect flow and speed. FMCW (Frequency Modulated Continuous Wave) radar can also act as presence detector. Certain bridges with large steel structures can cause problems with radar-based systems.
 Active Infrared: Transmits infrared energy from detector and detects the waves that are reflected back.
 Passive Infrared: Does not transmit any energy; detects energy from vehicles, roadway, and other objects, as well as energy from the sun that is reflected by vehicles, roadway, and other objects.
 Ultrasonic: Transmits ultrasonic sound energy waves and measures the distance that the reflected wave travels. Can detect vehicle count, presence, and lane occupancy.  Acoustic: Measure vehicle passage, presence, and speed by passively detecting acoustic energy or audible sounds produced by vehicular traffic.  Specialized detector functions can be provided to monitor different transportation modes or use, including:
 Transit – Transit Signal Priority.
 Payment Toll - Automatic Vehicle Identification / Electronic Toll and Traffic Management.  Vehicle Height – Over height.
 Emergency – Vehicle Pre-Emption.
 Pedestrians – Pedestrian Push Buttons or other technology at signalized intersections.  Bicyclists – Detectors at signalized intersections to provide signal timing for bicyclists.

A system can use traffic detectors individually or in combination to measure variables such as presence, volume, speed, and occupancy. Occupancy refers to the percentage of time that there is a vehicle over the detector. Systems use these variables as control parameters at individual signalized intersections, and in other advanced signal control logic. For local control of intersections, the local controller will:
 Process these outputs.
 Compare processed detector information with some preset control parameter or parameters.
 Decide on intersection phasing and timing.

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5-6.4. Advanced Traveler Information System (ATIS)
Advanced Traveler Information Systems (ATIS) allow motorists the opportunity to minimize trip delays by delivering accurate on-demand, real-time information on traffic conditions. By having access to up-to-theminute traffic conditions, travelers can adjust travel routes, modify departure times, and consider alternative modes of transportation to gain travel-time savings. The deployment of such traveler information systems could positively impact safety and efficiency in the transportation system. Traveler information falls into two broad categories: pre-trip and en-route. This information may be distributed using several existing and evolving communications technologies. Public agencies have historically collected the real-time information, although information distribution may be by either public or private channels.

Arterial travel
information is the
process of capturing
and sharing
performance data to
provide real-time
information about
travel conditions
specific to arterials.

Disseminating
information about
road conditions can
help travelers with
pre-trip planning and
en-route decision-making. Types of information that can be shared with the public include current travel times, weather, crashes, construction information, and events. Travelers can learn about conditions on their route that can influence their choice of mode, time of travel, and route choice. The region has an existing 511 system that could be the primary source for disseminating the information, but it currently only displays freeway information and not on arterials.

Traveler information options are in a state of significant growth and rapidly changing. User expectations, technologies, and the roles of the major participants in the transportation ecosystem are all in motion.

Traveler information data has moved from being a “siloed” set of data collected for transportation uses to being part of the overall “big data” stream that flows to and from consumers. This stream now includes information about drivers, vehicles, and the network that they both move in, from driving behavior patterns to real-time traffic status on freeways and arterials. Both mobile phones and connected infotainment and telematics-equipped vehicles have become a rich source of these valuable data for private companies, who have uncovered models for monetizing it. As a result, the private sector is moving aggressively to capture, process, and sell traveler information and the resulting services on a global scale.

Popular data mega-managers, like Waze and Google, have included these data in their offerings and continue to integrate it with an ever-expanding collection of new data and functionality.

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Further progress in this direction should be expected, as continuing rapid adoption of smartphones and other smart devices provides a widely available platform for both collecting and sharing data and functionality with consumers. Longer term, further adoption of connected infotainment and connected safety solutions will also add to these capabilities.

As a result of these dynamic trends, the traditional role of public sector agencies in providing traveler information must still be considered. It will be beneficial for the City to establish processes that ensure regular reviews are executed to help navigate anticipated change in the traveler information landscape over the next 5-10 years. Providing accurate travel information to travelers entering the City via smart phones and/or agency’s website, and/or kiosks will enhance the traveling experience influence their choice of mode, time of travel, and route choice and for motorists/tourists traveling to Pico Rivera. At the most fundamental level, there is a need for agencies to link business and technology processes more tightly together to ensure that increasingly fast evolution in the consumer and private-sector marketplaces can be quickly understood, and that public-sector models and technology suites can effectively respond to these changes.

Describe how an ATMS system and TMC in Pico Rivera would use or add information from this system. 5-6.5. Transit Management System
Fixed transit routes are often affected by unpredictable events such as incidents, construction, and weather that may close lanes or entire sections of roadway. The transit agency may be required to reroute buses around a lane-blocking event. It benefits the transit agency to have real-time information about these events when they occur and the approximate duration of the lane-blocking event in order to manage their transit routes, divert buses when needed, and inform customers of a temporary change in transit service. This scenario uses the real-time traffic information collected by the transportation agencies and distributes it through a region-wide interface for the transit agency or other stakeholders to use as support for actively managing the transit service routes.

Bus Rapid Transit (BRT) is a transit program designed
to improve capacity and reliability relative to a
conventional bus system. It promotes less stops,
service reliability, and special amenities, including
branding, transit stations with “Next Bus” arrival realtime signs, transit signal priority, signal synchronization, and personal trip planning. A major
element is to provide proper communications
between the bus and the signalized intersections in
order to provide transit signal priority. It requires
cooperative agreements between the transit agency
and the local cities in order to implement transit signal priorities within their local signalized intersections.

City of Pico is currently evaluating the installation of a potential BRT facility on Rosemead Boulevard. This is important to keep in mind in order to minimize disruptions in communication and potential relocation Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-74
of any new fiber optic communication lines due to any future BRT roadway widening or other improvements.

Since this is an opportunities section talk about how transit agnecies serving Pico Rivera can take advantage of a City ATMS system and TMC.
5-6.6. Incident Management System
Traffic incident management aims to reduce the negative impacts incidents have on the performance of freeways and arterial roadways. Negative impacts can take the form of crashes, disabled vehicles, and weather events, to name a few, and these incidents can occur on a parallel roadway that causes traffic to divert onto adjacent facilities.

Traffic Incident Management is a planned and coordinated program process to detect, respond to, and remove traffic incidents and restore traffic capacity as safely and quickly as possible. This coordinated process involves a number of public and private sector partners, including: Law Enforcement, Fire and Rescue, Emergency Medical Services, Transportation, Public Safety Communications, Emergency Management, Towing and Recovery, Hazardous
Materials Contractors, and Traffic Information Media.

Proactive management of the incident-induced traffic can help to reduce travel delay and the possibility of secondary crashes in the resulting congestion. Cross-jurisdictional planning and coordination, which includes real-time data exchange, is a necessary element of an effective arterial traffic incident management program.

Transportation agencies are typically responsible for the overall planning and implementation of traffic incident management programs. Typically, these agencies are also involved in the development, implementation, and operation of traffic management centers (TMC); reduce non-recurring congestion caused by incident; reduce incident related traveler delay to the absolute minimum while protecting the environment and maintaining safety for the victims, responders, and travelers; and improve safety for responders and the travelling public by warning/informing the motorist of real-time unexpected conditions ahead.

Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-75
5-6.7. Special Event Management System
The Los Angeles region attracts local, national, and international tourists due the climate and major attractions and events are held throughout the year including amusement parks, food, music and art festivals, county fair, and parades. These planned special events can significantly impact travel safety, mobility, and travel time reliability.

Special event transportation management systems
and the use of ITS technologies can facilitate the
management and impact of congestion at facilities
holding major planned events. By consistently
integrating different system components and
technologies, the benefits of increased mobility can
be achieved. ITS can be applied in a variety of
environments, including freeway and arterials,
through the use of synchronized traffic signals, closed circuit television, area-wide traveler information
services, travel mobile applications, and other
technologies and systems. A key aspect of ITS is that
these technologies will provide a core
communications network, transportation system monitoring, and advanced information processing capabilities that can act as a foundation for the coordinated operation of the transportation system. These key elements make ITS potentially a powerful tool for localities that host planned special events.

One of the primary goals of transportation agencies is to reduce the amount of travel time for motorists to and from an event. In addition, agencies must minimize the disruption of traffic flow for local motorists who may be passing through the same area or using the same roadways. Many agencies have developed innovative transportation management methods and technologies to help improve planned special event traffic management, including making use of the ITS already installed to manage daily operations and incidents. In addition, the efficiency and effectiveness of traffic operations during planned special events has been shown to be significantly improved by communication and coordination among participating agencies and event stakeholders. Some major events in the city include:
 Pico Rivera Sport’s Arena Events
(Mexican rodeos and Latin
entertainment)
 Mariachi Festival
 Annual Holiday and Tree Lighting
Festival
 Annual Fireworks Spectacular Event
5-6.8. Integrated Corridor Management (ICM)
Integrated Corridor Management (ICM) is an approach to improve mobility by integrating various networks together, so that partner agencies can manage the transportation corridor as a unified multimodal system. According to the US Department of Transportation, “ICM seeks to optimize the use of existing infrastructure assets, making transportation investments go farther." ICM’s collaborative approach Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-76
better utilizes scarce resources and aligns City, County, and State transportation goals for the betterment of the region.