The vision of ICM is that transportation networks will realize significant improvements in the efficient movement of people and goods through institutional collaboration and aggressive, proactive integration of existing infrastructure along major corridors. Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.
The key to ICM is integrating existing ITS and management efforts with new concepts and relationships to develop a coherent multi-modal, multi-jurisdiction, corridor-wide transportation management system.
ICM promotes multi-modal management that supports real-time traffic management, cooperatively develop, and implement real-time (active) traffic management to optimize flow, safety and aid regions and the State to meet greenhouse gas reduction (GHG) targets from transportation. Key multi-agency support and commitment is required in order to successfully deliver an ICM Project, including:
Institutional Integration – Coordination to collaboration between the County, Caltrans, SANDAG, and the local cities will be very essential if the corridor is to be managed as a cohesive system, and a large part of ICM involves developing a community of stakeholders who can address corridor needs in a
collaborative way. This active collaboration, ongoing
organizational cooperation and a more "corridor-centric" perspective, is at least as important as the technical tools available to manage the corridor.
Operation Integration – Joint multi-agency operational
objectives and strategies to manage and balance the total capacity and demand of the corridor Multi-agency and crossnetwork operational strategies.
Technical Integration – Sharing and distribution of information, and system operations and control functions to support the immediate analysis and response.
The initial steps of an ICM Project are: a) Plan the project properly and include engagement with internal and external project stakeholders; b) Define the project goals and scope; c) Understand basic system concepts and components, develop a project management plan, analyze corridors’ attributes and current operations, assess the potential benefits of an ICM project; analysis, and develop modeling and simulations (AMS); c) Develop a framework for building the ICM System – System Engineering Management Plan (SEMP), and defining the vision and rationale for the system-ConOps. A key institutional element of an ICM Project is to build consensus with the local jurisdictions that operate the arterials and maintain all the traffic control and ITS infrastructure. This type of project needs to involve the stakeholders in order to achieve agreement on the ConOps and the necessary infrastructure development and maintenance.
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In order to achieve the project ICM goals to increased corridor throughput, improved travel time reliability, improved incident management, and enabled intermodal travel decisions, the project will need to define performance requirements, including a decision support system and a set of performance metrics that reflects the characteristics of the City and the needs of the corridor users. Performance requirements already developed by current and previous ICM/Connected Corridor projects will need to be presented to the project stakeholders to facilitate the understanding and development of an ICM system with an initial focus on managing incidents and events, with gradual expansion to demand management and commute congestion.
It should be noted that
Caltrans has identified the
I-210 Connected Corridor
Pilot Project as a model
that can be replicated on
other corridors in the state.
The current Caltrans
Triangle ICM Project in
Orange County along SR57, SR-91, SR-22, and I-5
freeways should be a wellbalanced system that can
provide optimal
operational viability, proactively avoid flow breakdown, detect, and respond to congestion events faster, improve safety and security, manage congested flow when it does occur, promote transit ridership and mode shifts, and protect local arterials from unnecessary diversion.
Caltrans has deployed an ICM project called the I-210 Connected Corridors Pilot in the Los Angeles Metro Region. The I-210 corridor includes many attributes that are ideal for an ICM pilot demonstration, including:
A well-instrumented roadway (in-pavement sensors on the freeway mainline and ramps, with collected data automatically processed through the Performance Measurement System) Directional traffic flow corresponding to morning and evening commute hours A good network of parallel arterials linked to the congested freeway Existing infrastructure investments that can be leveraged Extensive transit service, a network of bicycle lanes, and parking/park-and-ride facilities The Connected Corridors Pilot is located on a 22-mile section of the I-210 freeway (the Foothill Freeway) in the San Gabriel Valley in Los Angeles County. It extends from the SR-134/I-210 interchange near downtown Pasadena to the Foothill Boulevard interchange in La Verne. This section of the I-210 runs through an urban environment and includes the most heavily congested sections of the freeway. Table
5.13 shows ICM strategies that can be incorporated on an ICM Project.
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Table 5.12. Integrated Corridor Management (ICM) Strategies Freeway
Management
Strategies
Adaptive Ramp
Metering
System-wide Adaptive Metering system with built-in fuzzy algorithm Coordinated ramp meters
Maximum Queue Detectors - Designed to alleviate spill back onto local streets
Mainline (Incident)
Management System
End of Queue Warning using Variable Speed Limit
Incident
Management
Strategies
Active Traffic
Management
Capabilities
Reduce secondary incidents using Variable Advisory Speed Signs (VASS) Close Lanes using Lane Usage Signs (LUS)
Implement Response
Plans
Use Arterial Trailblazer Signs
Use Arterial Signal Timing Flush Plans
Arterial
Management
(Incident
Response
Strategies)
Arterial Management
Capabilities
Use of signal synchronization along project corridors Incorporate eco signal operations
Use of ITS elements including: CCTV System, Bluetooth/Wi- Fi/C2X Radios Use of transit signal priority and emergency vehicle pre-emption Transit
Management
Strategies
Transit Management
Capabilities
Preferential Signalization using transit signal priority ramp meter BypassHOV Incorporate Park and Ride Facilities and provide real-time information Provide transit traveler information - travel times, directions to transit facilities
Traveler
Information
Strategies
Traveler Information
Capabilities
Use of ITS elements including: information display board (IDB), highway advisory radio, and changeable message signs (CMS)
Integration with future alternative modes of transportation Transmit Freeway travel times and comparative transit travel times Better integration with IE511 System
The benefits of implementing an ICM program can be expected in the form of travel time savings, improvement of travel time reliability (reduction in travel time variance), gallons of fuel savings and tons of mobile emissions saved annually.
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5-7. SMART ITS TECHNOLOGIES
5-7.1. Connected Autonomous Vehicles (CAV)
Our transportation system is going through some major changes due to advancements in vehicle, roadway, and communications technologies. Short-range dedicated radio and mobile phone technology allow drivers, pedestrians, transit passengers, freight operators, and transportation management personnel to communicate with each other within a connected transportation network. This Connected Autonomous Vehicles (CAV) concept is moving rapidly from the experimental phase into real-world deployments in California, New York City, Tampa, Florida, and Wyoming. As this technology develops and spreads, the public will realize safety, mobility, and environmental benefits improve how we move about our daily lives.
The CAV concept refers to the capability of the various elements of our roadway transportation system
(pedestrians, bicyclists, vehicles, transit, freight, roadside infrastructure, transportation management centers, etc.) to electronically communicate with each other in real-time.
The U.S. Department of Transportation's (USDOT’s)
Connected Vehicle program is working with State and local transportation agencies, vehicle and device makers, and the public to test and evaluate technologies that will enable to “talk” to one another. Vehicles on the highway, for example, would use short-range radio signals to communicate with each other (vehicle-to-vehicle communications) so every vehicle on the road would be aware of where other nearby vehicles are located. Drivers would receive notifications and alerts of unsafe situations, such as someone about to run a red light as they’re nearing an intersection or an oncoming car, out of sight beyond a curve, swerving into their lane to avoid an object on the road.
Over 30,000 motor fatalities occurred every year throughout the United States and connected vehicles could dramatically reduce the number of fatalities and serious injuries caused by accidents on our roads and highways. While the number of people surviving crashes has increased significantly due to new vehicle technologies such as airbags, anti-lock brakes, and other vehicle-technologies, the USDOT is shifting its focus from helping people survive crashes to preventing crashes from happening in the first place.
A widespread deployment of connected vehicle technology is anticipated to provide numerous additional benefits beyond safety. Cellular Vehicle to everything (C-V2X) is a key technology that will make significant contributions in the ITS industry.
Cellular Vehicle-to-Everything (C-V2X) is a unified connectivity platform designed to offer vehicles low-latency vehicle-to-vehicle (V2V), vehicle-to-roadside infrastructure (V2I) and vehicle-to- Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-80
pedestrian (V2P) communication. C-V2X enables cars to communicate with each other and with any other C-V2X-enabled objects in their environment, including traffic lights or pedestrians, using a dedicated wireless spectrum. C-V2X technology can operate and ‘see’ in any weather or lighting conditions such as fog, night and direct sunlight. C-V2X technology can dramatically improve road safety; it helps drivers avoid collisions and other dangerous situations by communicating efficiently with other vehicles and transportation infrastructure. Through these communications, driver-assistance and autonomous driving systems receive alerts prompting changes in route or other interventions to avoid trouble on the road.
Coordination between vehicles and infrastructure will mitigate unnecessary breaking and stopping at intersections, resulting in reduced fuel consumption and lowered emissions. Road weather information gathered from the various nodes of the system will be gathered and analyzed by transportation management centers, allowing for advanced warnings and more efficient deployment of maintenace staff and improved operations of their roadway systems. A system of connected vehicles has the potential to transform the way we travel through the creation of a safe, interoperable wireless communications network. Various connected vehicles applications are planned to offer a wide range of safety, mobility and environmental benefits, as shown on Figure 5.3.
Figure 5.3. Connected Vehicle Applications
On November 21, 2024, the Federal Communications Commission (FCC) adopted final rules for cellularvehicle-to-everything (C-V2X) technology. These rules will improve transportation safety and permit more efficient mobility as this advanced communications technology is integrated into vehicles and infrastructure. Per the FCC, these new rules will accelerate the automotive industry and state and federal governement plans for transitioning from dated technology to the more advanced C-V2X automobile safety technology. In-vehicle and roadside units will be allowed to operate C-V2X technology in the 5.9 GHz spectrum band dedicated to ITS. The Report and Order promotes efficient use of 30 megahertz of spectrum dedicated for ITS in the 5.9 GHz band as well as provides substantial safety benefits to the American public. Refer to the U.S. Department of Transportation’s (DOT) Saving Lives with Connectivity: A Plan to Accelerate V2X Deployment report for more information on the National Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-81
V2X Deployment Plan. When the City of Pico Rivera decides to adopt this technology, they should refer to the FCC and U.S. DOT’s latest rules and regulations. 5-7.2. Connected Autonomous Vehicle Infrastructure
Vehicle-to-Everything (V2X) communications is the passing of information from a vehicle to any entity that may affect the vehicle. Through its instant communication V2X allows multiple road safety applications, such as:
Forward Collision Warning
Queue Warning
Do Not Pass Warning (DNPW)
Blind Intersection Warning
Emergency Vehicle Approaching
Road Works Warning
Curve Speed Warning
Red Light Violation Warning
Cooperative Cruise Control & Platooning
Vulnerable Road User (VRU) alerts
Vehicle-to-Vehicle (V2V) communications is
the wireless exchange of data among vehicles
(including cars, trucks, transit vehicles, and
motorcycles) traveling in the same vicinity. V2V
communication is based on WLAN technology
and works directly between vehicles or the
infrastructure, which form a vehicular ad-hoc
network, as two V2X senders come within each other’s range. Direct communications build upon proximity direct communication (300+ feet typically). This latency-sensitive communication is a vital component for V2V safety.
Vehicle-to-Infrastructure (V2I) communications is the wireless exchange of critical safety and operational data between vehicles and roadway infrastructure. This type of network communication utilizes LTE broadcast messages from a V2X server to other vehicles and beyond. This type of
communication is more latency tolerant, as it typically involves V2I situational awareness. This includes cellular, Wi-Fi or satellite applications. V2I is the next generation of ITS. Agencies are likely to install V2I infrastructure alongside or integrated with existing or proposed ITS equipment. It is anticipated that the majority of V2I deployments may qualify for similar federal-aid programs as ITS deployments if the deploying agency meets certain eligibility requirements. Deploying agencies may use the funds for
equipment procurement, installation, preventive maintenance, Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-82
and operational costs of V2I technologies, provided that the equipment and systems are compatible with the basic connected vehicle standards for interoperability and security standards.
Vehicle-to-Pedestrian (V2P) communications is the wireless exchange of critical safety and operational data between road users including people walking, people using wheelchairs or other mobility devices, passengers embarking and
disembarking buses and trains, and people riding bicycles.
Pedestrian detection can be implemented in vehicles,
infrastructure, or with pedestrians themselves to provide warnings to drivers and pedestrians. Some of the V2P
applications in development include:
Mobile Accessible Pedestrian Signal System (PEDSIG) - An application that allows for an automated call from the smart phone of a pedestrian who is
blind or has low-vision to the traffic signal. In
addition, drivers attempting to make a turn are
alerted to the presence of a pedestrian at the
crosswalk.
Pedestrian in Signalized Crosswalk Warning
(Transit) - An application that warns transit bus
operators when pedestrians, within the crosswalk
of a signalized intersection, are in the intended path
of the bus.
Transit Signal Priority (TSP) - An application that
provides signal priority to transit at intersections
and along arterial corridors.
Connection Protection (T-CONNECT) - An
application that enables coordination among public
transportation providers and travelers to improve
the probability of successful transit transfers.
Dynamic Transit Operations (T-DISP) - An
application that links available transportation
service resources with travelers through dynamic
transit vehicle scheduling, dispatching, and routing capabilities.
Cellular Vehicle-to-Everything (C-V2X) communications Cellular vehicle-to-everything (C-V2X) will serve as the foundation for vehicles to communicate with each other and everything around them—providing 360º non-line-of-sight awareness and a higher level of predictability for enhanced road safety and autonomous driving through an on-board cellular communications network, such as 5G.
Connected Vehicle Reference Implementation Architecture (CVRIA) The Connected Vehicle Reference Implementation Architecture (CVRIA) has listed the following roles in implemeting a connected vehicle program:
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Enterprise - Describes the relationships between organizations and the roles those organizations play within the connected vehicle environment.
Functional - Describes abstract functional elements (processes) and their logical interactions (data flows) that satisfy the system requirements.
Physical - Describes physical objects (systems and devices) and their application objects as well as the high-level interfaces between those physical objects. Communications - Describes the layered sets of communications protocols that are required to support communications among the physical objects that participate in the connected vehicle environment.
The vision for connected vehicle technologies is to transform surface transportation systems to create a future where:
Highway crashes and their tragic consequences are significantly reduced. Traffic managers have data to accurately assess transportation system performance and actively manage the system in real time, for optimal performance. Travelers have continual access to accurate travel time information about mode choice and route options, and the potential environmental impacts of their choices. Vehicles can talk to traffic signals to improve mobility and reduce delay, and help drivers operate vehicles for optimal fuel efficiency.
Connected vehicle safety applications will enable drivers to have 360-degree awareness of potential hazards and crash situations—even those they cannot see. In-car warnings will alert drivers of imminent crash situations, such as merging trucks, cars on the driver’s blind side, or when a vehicle ahead brakes suddenly. Connected vehicle technologies will generate real-time data that drivers and transportation managers can use to make green transportation choices. For instance, informed travelers may decide to avoid congested routes, take alternate routes, use public transit, or reschedule their trip—all of which can make their trip more fuel efficient and eco-friendly.
Potential benefits of a Connected Vehicle Program Include:
Increases in safety, mobility, system efficiency, and access to resources for disadvantaged groups, and decreases in negative environmental impacts such as vehicle emissions, the need for physical expansion, and noise.
Decreases in undesirable transportation impacts to the environment and society. Increased opportunities to partner with non-government groups, such as private industry and universities.
Real-time and real-world data to help with transportation planning and transportation system operations.
Demonstrations of CV environments that fit into real-world environments of today. Reduction of fatalities through weather-related, safety, infrastructure-based, and other applications.
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Additionally, connected vehicle road weather applications will assess, forecast, and address the impacts that weather has on roads, vehicles, and travelers. Data from connected vehicles provide the opportunity to pinpoint where and how weather is affecting the roadways, thus leading to greater understanding of the scope of road treatments and mitigation strategies during inclement weather, greater quality of the information provided to drivers and travelers, and greater details for producing more targeted traffic management strategies.
A Connected Vehicle platform has many parts that need to be in place for it to be working on the street successfully. Whether these solutions are provided by the Original Equipment Manufacturer (OEM) or 3rd party integrators, generally there are four (4) different areas of CV technology that need to be implemented for a working deployment. These areas are:
On-board Unit (OBU) – Vehicle/Pedestrian/Bicyclist
Road-side Unit (RSU) - Traffic Signal/Lighting Standard V2X Middleware - Data Services/Background Processes
V2X Applications (Apps) - Human Interface/Message Format The On-board Unit (OBU) is typically a ruggedized C-V2X radio unit located inside a vehicle that is capable of interfacing to either the road-side unit (RSU), adjacent OBU or to the cloud for V2I broadcast messages. These units shall support multiple connectivity options, such as Bluetooth, Wi-Fi, GPS, and cellular. Security is also a main focus of this product and has built-in security measures.
The Road-side Unit (RSU) is typically a ruggedized Wi-Fi hoptspot radio unit located on a signal mast-pole at a signalized intersection. These units and tied into the traffic signal controller cabinet and interface to approaching OBU's within 300 feet of the intersection and to other adjacent RSU units along the corridor. These units support multiple connectivity options, such as Bluetooth, Wi-Fi, and GPS.
Configuration of these units are specialized and require an in-depth knowledge and background of applied processes.
V2X middleware is the entire background database
functionality of the connected vehicle architecture that runs services between all OBU's, RSU's and V2X
applications. These important processes interpret all
messages and flags and determine how the traffic data
gets routed. Typically a Linux or C standard platform, this allows the V2X middelware architecture to run on several different hardware platforms.
V2X applications (Apps) are various software
applications that are accessed via in-car infortainment system, by tablet or smartphone. Currently, there is a
large range of V2X apps that will to continue to grow as the technology emerges. Some of these Apps include: Forward Collision Warning (FCW), Emergency Brake Light (EEBL), Blindspot Warning (BSW), Do Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-85
Not Pass Warning (DNPW), Left Turn Assist (LTS) among others like Blind Curve Warning and Reduced Speed Warning. Most applications are typically Apple iOS and Android compatible.
The signal phase and timing information or SPaT from the signal controller will need to be shared or provided to the automobile industry using a roadside unit. The City will need to agree via a an agreement to share this
information to the auto industry via a secured 3rd party application. The SPaT messages will allow drivers to see the traffic signal information as they approach the
intersection at the posted speed. Typical signalized
intersection V2I communication network and signal
controller cabinet and roadside V2I equipment are
shown on Figures 5.4 and 5.5.
Figure 5.4. Signalized Intersection Typical V2I Communication Architecture Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-86
Figure 5.5. Signalized Intersection Typical V2I Communication Network For a successful deployment of a CV Program in Pico Rivera, the City must establish standards and policies to use new technologies and support tools for real-time needs and to meet long-term public policy objectives. Development of a cost/benefit analysis should be performed and lessons learned through implementation on high priority CV applications. Lastly, it shall support all State, local and all transit agency functions in the Los Angeles area; and meet the latest State and National ITS and CV architectures.
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5-7.3. Light Detection and Ranging (LIDAR)
LIDAR is one remote sensing method that can be used to map structure including vegetation height, density, and other characteristics across a region. LIDAR directly measures the height and density of vegetation on the ground making it an ideal tool for scientists studying vegetation over large areas.
LIDAR technology is often used for distance sensing for autonomous vehicles. Many manufacturers are working to develop cost-effective, compact LIDAR systems. Virtually all producers pursuing autonomous driving consider LiDAR a key enabling technology, and some LIDAR systems are already available for Advanced Driver Assistance Systems (ADAS).
5-7.4. Autonomous Vehicles / Automation
The National Highway Traffic Safety
Administration (NHTSA) defines vehicle
automation as having five levels:
Level 0: No Automation - Driver is in
complete and sole control of brakes.
Steering, throttle, and motor power at all
times.
Level 1: Function-Specfic Automation –
Automation of one or more functions;
electronic stability control or pre-charged
brakes.
Level 2: Combine Function Automation – Automation of at least two functions (e.g. adaptive cruise control and lane centering steering).
Level 3: Limited Self-driving Automation – Automation that takes over all safety-critical fucntions under certain traffic conditions. Driver is available for ocacasional control.
Level 4: Full Self-driving Automation – Vehicle can perform all safetycritical driving functions for an entire trip. Driver is not expected to be available for control during the trip.
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Different levels of automation may have a significant impact on driving safety, personal mobility, energy consumption, operating efficiency, environmental impact, and land use. While research into automated vehicles and other aspects of automation are in the early stages, it is fast gaining attention around the world in all sectors of the economy. Potential benefits of automation programs Include:
Reducing the number and severity of
crashes caused by drivers or by other
conditions (e.g., weather, pedestrians,
roadway conditions).
Reduction of aggressive driving.
Expanding the reach of transportation
modes to disabled and older users, as well
as providing “last mile” connectivity
service for all users.
Increasing the efficiency and
effectiveness of existing transportation
systems.
Providing guidance to State and local
agencies to help them understand the impacts of automated vehicles on the assets that they manage (i.e., roads, bridges, land, etc.).
An autonomous vehicle (driverless, self-driving car) is a vehicle that is capable of sensing its environment and navigating without human input. Autonomous cars can
detect surroundings using a variety of techniques such
as radar, sensor technologies (LiDAR), GPS, odometry,
and computer vision. Advanced control systems interpret sensory information to identify appropriate navigation
paths, as well as obstacles and relevant signage, traffic signals, etc. Autonomous cars have control systems that are capable of analyzing sensory data to distinguish between different cars on the road, which is very useful in planning a path to the desired destination. Some autonomous vehicles update their maps based on sensory input, allowing the
vehicles to keep track of their position even when conditions change or when they enter uncharted environments.
Although, autonomous vehicle technology is different from the connected vehicle technology, both platforms will be merged in the near future to form a connected automated vehicle as highlighted on Figure 5.6.
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Figure 5.6. Connected Automated Vehicle
Also, autonomous vehicles technology will also be applicable for transit, freight and other transportation modes. Manufacturers are already developing and testing driverless transit pods to serve as transit shuttles for downtown areas, business parks, universities, and airports. They are also promoting the use of these vehicles for “First and Last Mile” to promote transit, increase transit ridership, and reduce the number of vehicles in their roadway system.
According to Intel, the flow of data coming from each autonomous vehicle will reach over 4,000 gigabytes per vehicle per day. Also, vehicle manufacturers are changing their business model to a more functional and lifestyle models where consumers employ automobiles-as-a-service.
This is one reason why Uber and GM/Lyft, among others, are investing heavily in autonomous technology.
So over the next few years, vehicles will come with
more autonomous features. Adaptive cruise control
will be a feature that will allow a vehicle to drive
autonomously in traffic jams. Lane keeping alerts
will turn into real lane keeping while driving down
the highway, and assisted parking will turn into fully
autonomous parking. Various vehicle
manufacturers are already testing out these
technologies (or some version of it) on their future
release models.
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5-7.5. Smart Cities - Transportation Elements
Smart City is an urban development vision to
integrate multiple Information and
Communication Technology (ICT) and Internet of
Things (IoT) solutions in a secure fashion to
manage a city's assets – the city's assets include,
but are not limited to, local departments'
information systems, schools, libraries,
transportation systems, hospitals, parks, power
plants, water supply networks, waste
management, law enforcement, and other
community services. The goal of building a smart
city is to improve quality of life by using urban
informatics and technology to improve the
efficiency of services and meet residents' needs.
ICT allows city officials to interact directly with
the community and the city infrastructure and to
monitor what is happening in the city, how the
city is evolving, and how to enable a better
quality of life. Through the use of sensors
integrated with real-time monitoring systems,
data are collected from citizens and devices –
then processed and analyzed.
Intelligent Transportation Systems (ITS)
technologies and applications can be used to
reduce congestion, keep travelers safe, protect
the environment, respond to climate change,
connect underserved communities, and
support economic vitality.
Smart City transportation system elements
include smart ITS technologies, connected vehicles/autonomous vehicles, smart city fleet, smart parking systems, smart roadway lighting systems, vehicle electrification, and smart universal payment system.
As part of this master plan, there will be a section that provides recommendations for a citywide Ethernet signal communications infrastructure and it will address ITS and CV technologies that are available in today’s market that can be integrated as part of the technology upgrades at the signalized intersections.
As the City continues to expand their ITS infrastructure and Ethernet signal communication systems in the near future, it should also evaluate future integration of Smart City roadway technologies, including smart roadway lighting systems, smart parking systems, and other ITS technologies.
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5-7.6. Shared-Mobility and Mobility-as-a-Service (MaaS) Shared-use mobility are transportation
services that are shared among users,
including public transit; taxis and limos;
bikesharing; carsharing (round-trip, one-way,
and personal vehicle sharing); ridesharing
(car-pooling, van-pooling); ridesourcing/ridesplitting; scooter sharing; shuttle services; and commercial delivery vehicles providing flexible
goods movement.
Mobility-as-a-Service (MaaS), describes a shift away from personally owned modes of transportation and towards mobility solutions that are consumed as a service. This is enabled by combining transportation services from public and private transportation providers through a unified gateway that creates and manages the trip, which users can pay for with a single account. Users can pay per trip or a monthly fee for a limited distance. The key concept behind MaaS is to offer both the travelers and goods mobility solutions based on the travel needs. MaaS is not limited to individual mobility; the approach can be applied to movement of goods, particularly in urban areas.
This shift is fueled by a myriad of innovative new mobility service providers such as ride-sharing, bikesharing programs, and car-sharing services as well as on-demand bus services. On the other hand, the trend is motivated by the anticipation of self-driving cars, which put in question the economic benefit of owning a personal car over using on-demand car services, which are widely expected to become significantly more affordable when cars can drive autonomously. This shift is further enabled by improvements in the integration of multiple modes of transportation into seamless trip chains, with bookings and payments managed collectively for all legs of the trip. MaaS may cause a decline in car ownership, which would reduce overall emissions. It could also significantly increase the efficiency and utilization of transit providers that contribute to the overall transit network in the City.
The City will need to evaluate incorporating shared-mobility and MaaS in their smart transportation plan.
The City will need to work withing their departments to bring citywide smart transportation solutions that will benefit all roadway users. Also, they need to justify new regulations and policies that support the growth of shared mobility and MaaS.
The development and deployment of a fully connected transportation system that makes the most of multimodal, transformational applications requires a robust, underlying technological platform. The platform consists of well-defined technologies, interfaces, and processes that combine to ensure safe, stable, interoperable, reliable system operations, thereby minimizing risk and maximizing opportunities within a smart transportation system.
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5-7.7. Internet of Things (IoT)
The Internet of Things (IoT) is the internetworking of physical devices, vehicles (also referred to as "connected devices" and "smart devices"), buildings and other items— embedded with electronics, software, sensors, actuators, and network connectivity that enable these objects to collect and exchange data. In 2013 the Global Standards Initiative on Internet of Things (IoT-GSI) defined the IoT as "the infrastructure of the information society”. The IoT allows objects to be sensed and/or controlled remotely across existing network infrastructure, creating opportunities for more direct integration of the physical world into computer-based systems, and resulting in improved efficiency, accuracy, and economic benefit.
The IoT can assist in integration of communications, control, and information processing across various transportation systems. Application of the IoT extends to all aspects of transportation systems (i.e., the vehicle, the infrastructure, and the driver or user). Dynamic interaction between these components of a transport system enables inter- and intra- vehicular communication, smart traffic control, smart parking, electronic toll collection systems, logistic and fleet management, vehicle control, and safety and road assistance.
5-7.8. Mobile Applications (Apps)
Dynamic Mobility Applications (DMA) are the next
generation of applications that will support further
transformations in mobility. These applications focus
on innovative methods for operating existing
transportation systems and on greater integration
across modes (e.g. light vehicles, transit vehicles, and trucks).
After successfully delivering Connected Vehicle applications in Palo Alto and other San Francisco Bay area cities, these type of mobile applications (Apps) allow transportation agencies to selectively publish traffic intersection data to any 3rd party. One such Connected Vehicle application is the “Talking Intersections," which provides valuable intersection data to the driver, improving safety, reducing emissions, and more. Another application example is one that allows a user’s smart phone to act as a virtual RSU and is able to receive nearby roadway conditions and roadway closures.
Data provided by signal controllers, sensors, and central management software are used to predict and time-calibrate the state of the traffic signal, so auto manufacturers can incorporate it into their telematics and in-vehicle information systems. A growing number of communities are exploring these applications since early results were favorable and auto manufacturers are launching Connected Vehicle systems in 2017 and later model cars.
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5-7.9. Big Data
Big Data or Data Capture and Management (DCM) is the creation and sharing of high-quality, real-time, multimodal transportation data, captured from connected vehicles, mobile devices, and infrastructure.
The Big Data vision is to improve the operation and management of each agency's transportation system as well as available traveler information by providing integrated data from connected vehicles to researchers, application developers, and system operators.
With the popularity of the application of large-scale traffic sensors and surveillance cameras in traffic network analysis and resources allocation, local cities and agencies have begun collecting a large amount of
structured/unstructured traffic data. This large
amount of data provide a good platform to develop
new paradigms and strategies in system design,
system development, information processing, and
performance evaluation in ITS.
Large data providers structure this data to systemwide information that analyzes data from traditional road sensor networks with up-to-the-minute data from consumer and fleet vehicles, mobile devices, and incidents. With millions of additional GPS points, large data offers public agencies access to the most comprehensive coverage and analysis available.
Ultimately, large traffic data or metadata will focus on the most recent technical progresses on the big data driven applications for ITS, e.g., data processing methods, data-driven computing techniques, and application-oriented system models. The primary objective of this model is to build an intelligent system that dynamically visualizes the statistics of the large-scale traffic data. Enterprise data will also have to:
Integrate new data sets inline with legacy data management systems Identify a role for data management and ownership
Enable business relationships between public and private sector for data privacy protection 5-8. INTEGRATION OF ITS COMPONENTS
Understanding the integration of ITS components is a key factor for decision makers, stakeholders, and local support staff. Typically, the migration from existing to new ITS components, elements and communication systems occurs in phases. This happens as funds become available and to keep communications online during a transitional stage. A complete communication or ITS upgrade cut-over can occur, however it needs to be properly planned. The first step of master planning this process is to understand buildout conditions, and then develop a phase approach to reach these goals. Included in this process is to develop an overall system architecture plan that shows the buildout conditions. The overall system architecture plan illustrates the links between all traffic signals, ITS field elements, communication hub locations, TMC, IT server room, City Hall and other City owned building locations. Once this is established, a phase implementation plan can be developed – beginning with the first phase of improvements – by possibly implementing an updated core central and communications systems. As the work occurs, an interim plan should be established that maintains the existing legacy systems while Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-94
implementing the new advanced systems. Depending on the level of the project, it should be understood that there may be two operating systems (legacy systems and new advanced systems) until the replacement of all legacy systems is complete. For the City, it is envisioned that the primary improvements consist of the following:
Adding a new Advanced Traffic Management System (ATMS) Upgrade existing legacy communications to Ethernet/Internet Protocol (IP) based communications
Adding a new state of the art TMC
Upgrade existing legacy traffic signal controllers to an Advanced Transportation Controllers (ATC) Other ITS elements: Video detection cameras, CCTV cameras, arterial management systems, DMS systems, and possible C2C communications (e.g., with LA County Public Works or adjacent cities) Adding a new Asset and Maintenance Management System (MMS) 5-8.1. Integration of Ethernet/IP-based Communications
One of the primary objectives of the ITS Master Plan is to provide recommended systems, and to layout a migration path to integrate from existing to the latest communications and ITS technologies. This upgrades to Ethernet/Internet Protocol (IP) based communications systems, ITS field elements (e.g., traffic signal controllers/equipment, video detection cameras, CCTV cameras, arterial management systems, DMS, etc.), S2S/C2C communications and TMCs.
In order to provide Ethernet/IP-based communications, the existing traffic signal controllers must be compatible or have the ability to be upgraded. If not, traffic signal controllers must be replaced or modified to allow communications over an Ethernet/IP-based network including network equipment in the field (e.g. hardened managed Ethernet switches). Core central systems servers/network equipment must also be able to communicate via Ethernet/IP and be configured for TCP/IP transmission. Legacy systems generally do not have the ability to be upgraded; therefore, these systems should be replaced by the latest ATMS along with the latest traffic signal controllers (ATCs) and ITS elements.
As the City continues to buildout their new ITS infrastructure, they should look out for opportunities to implement these recommended Ethernet/IP-based communications as well as an ATMS, ATCs and ITS elements on a phased implementation plan. Under this scenario, it should be understood that there will be two operating systems (legacy system and new Ethernet/IP-based system) until all phases are complete.
5-8.2. System Architecture
The purpose of having a system architecture plan is to understand the agency’s vision regarding their traffic signal, ITS elements, and communications systems under build-out conditions. It provides a highlevel understanding of the overall network including the communication topology, links, and typical connections between field communication hubs, traffic signal controllers, ITS elements, and TMC.
Depending on the level of detail, system architecture plans may also include the typical hardware required Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-95
at each communication hub, traffic signal cabinet, and at the TMC including links to other offices (workstations) and buildings (Public Works Yard).
Figure 5.7 illustrates an example of 2070 system architecture of Intelligent Transportation System (ITS) elements and communications.
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-96
Assessment of Intelligent Transportation System (ITS) Opportunities Figure 5.7. Typical 2070 System Architecture Intelligent Transportation System (ITS) Elements Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-97
Once the system architecture plan is complete, another layout plan (e.g. Traffic Signal, ITS Elements and Communication Infrastructure map) can be developed that illustrates the existing and proposed traffic signal, communications, and ITS infrastructure on a citywide map. This plan can be used as a roadmap to facilitate the selection of priority corridors, proposed improvements, and determine a phased implementation plan. The plan can include items such as, the communications type and alignment, new traffic signal controllers (ATC), arterial management systems, closed circuit television (CCTV) systems, Changeable Message Signs (CMS), communication hub cabinet locations, type of ATMS, and TMC. 5-8.2.1 Development of the Local Agency and Regional Integration of ITS Components Plan Using the methods described, a conceptual network topologies/system architecture maps and ITS Elements and Communication Infrastructure maps were developed for the City. These maps are illustrated in the following subsections. This information will be used as the baseline for buildout conditions in order to prompt discussions with the City in order to determine final improvements. Once vetted, these maps will be updated and finalized based on City’s input, our recommendations, and final review and approvals from City staff. Our next steps will be to use the finalized maps in order to identify near term and future term projects, and a phased implementation plan that will be based on priority corridors and a cost analysis of the proposed improvements along with the budget allocated for the first phase of project improvements (e.g. using funds programmed under the current contract).
The migration plan in order to implement the first phase of project improvements and the next steps for implementing ultimate buildout conditions will be further developed with the City as part of the System Engineering Management Plan (SEMP) and Concept of Operations & Deployment Plan (ConOps) in subsequent chapters.
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-98
5-8.2.2 City of Pico Rivera – System Architecture/Communication Infrastructure The City of Pico Rivera currently does not have a Traffic Management Center that is dedicated for operating and managing traffic with dedicated staff. The City also does not have a traffic management system (TMS) for remote operation and control by city staff. Major arterials such as Rosemead Boulevard, Slauson Avenue, Washington Boulevard, Whittier Boulevard, and Beverly Boulevard utilize wireless radios for local signal communications. There is some signal interconnect cable along short segments of Rosemead Boulevard. There could be an opportunity to replace the existing wireless radios by installing fiber optic cable with new conduit when funds become available. The proximity of City Hall to Passons Boulevard also provides a future cable route for hardwire fiber optic cable entry into the City Hall building.
The City currently also 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 wide area network. During the design phase of the project and with cooperation of City staff, we will help the City identify potential communication hub cabinet locations that will serve as collection points for ITS elements and for creating redundant sites for communication back to central (future).
New Ethernet/IP-based communications will be established, primarily using fiber optic cable and wireless Ethernet broadband for last mile locations or sites that do not have existing underground conduit.
Neighboring agencies of Montebello, Downey, Santa Fe Springs, Commerce, Whittier, and Los Angeles County provide the opportunity to offer inter-agency communication, primarily along Beverly Boulevard, Whittier Boulevard, Washington Boulevard, Slauson Avenue, and also Telegraph Road.
Figure 5.8 illustrates the proposed Ultimate Conditions System Architecture for the City of Pico Rivera.
illustrates the proposed traffic signal, ITS elements, and communication infrastructure for the City of Pico Rivera for Ultimate Conditions. Both should be used as a reference for an overall design approach and deployment of a future traffic signal network.
Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-99
Figure 5.8 Proposed Ultimate Conditions: System Architecture - City of Pico Rivera Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-100
Figure 5.9. Proposed Ultimate ITS Elements and Communications Map Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-101
Figure 5.9 - Proposed Ultimate ITS Elements and Communications Map Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-102
Figure 5.9 - Proposed Ultimate ITS Elements and Communications Map Assessment of Intelligent Transportation System (ITS) Opportunities December 2024 5-103
As shown in Figure 5.8, the proposed system architecture for the City of Pico Rivera shows a ring topology, communications over fiber optic and wireless, advanced traffic management system (ATMS) and ATCs, a TMC (future) at City Hall with network equipment/connectivity to the cloud, communication hub cabinets, CCTV cameras, video detection, and arterial management system (Bluetooth and Wi-Fi).
As shown in Figure 5.9, the proposed traffic signal, ITS elements and communication infrastructure are consistent with the proposed system architecture; this map also provides more detail regarding the communication alignment, use of existing conduit and fiber optic cable, existing conduit with new fiber optic cable, new conduit and new fiber optic cable, wireless communication links, communication hub cabinets, CCTV camera locations, arterial management system (Bluetooth or other) locations, and potential locations to intertie communications with the adjacent agencies – for center-to-center (C2C) or server-to-server (S2S) communications.
5-9. NEXT STEPS
As mentioned previously, this information will be used as our baseline for buildout conditions in order to prompt discussions with the City in order to determine final improvements. Once vetted, these maps will be updated and finalized based on agency input, our recommendations, and final review and approvals from agency staff. Our next steps will be to use the finalized maps in order to identify near term and future term projects, and a phased implementation plan that will be based on priority corridors and a cost analysis of the proposed improvements along with the budget allocated for the first phase of project improvements (e.g. using funds programmed under the current contract).
The migration plan in order to implement the first phase of project improvements and the next steps for implementing ultimate buildout conditions will be further developed with the City as part of the System Engineering Management Plan (SEMP) and Concept of operations & Deployment plan (ConOps) in subsequent chapters.
CITY OF PICO RIVERA
INTELLIGENT TRANSPORTATION SYSTEMS (ITS)
MASTER PLAN
Chapter 6. (DRAFT)
Development of System Engineering Management Plan
(SEMP)
6-0
Development of System Engineering Management Plan (SEMP) December 2024 6-i
TABLE OF CONTENTS
6-1. INTRODUCTION ...............................................................................................................................1 6-2. PURPOSE OF DOCUMENT ...................................................................................................................1 6-3. SCOPE OF PROJECT ...........................................................................................................................4 6-3.1. Near-Term Deployment – Level I ................................................................................................. 5 6-3.2. Long-Term Deployment – Level II/Level III ................................................................................... 5 6-3.3. Project Area .................................................................................................................................. 7 6-3.4. Project Stakeholders ............................................................................................................... 14 6-4. TECHNICAL PLANNING AND CONTROL ................................................................................................. 16 6-4.1. Work Breakdown Structure .................................................................................................... 16 6-4.1.1 WBS 1 -Existing System Inventory and Evaluation ....................................................... 16 6-4.1.2. WBS 2 – Evaluation of Surrounding Systems ................................................................ 16 6-4.1.3. WBS 3 – Assessment of Intelligent Transportation System (ITS) Opportunities .......... 17 6-4.1.4. WBS 4 – System Engineering Management Plan (SEMP) ............................................. 18 6-4.1.5. WBS 5 – Concept of Operations (ConOps) and Strategic Deployment Plan ................. 19 6-4.1.6. WBS 6 – Inter-Agency Communication Needs .............................................................. 19 6-4.1.7. WBS 7 – Funding Strategies Plan .................................................................................. 20 6-4.1.8. WBS 8 – Traffic Signal Interconnect, TMW, and ITS Field Elements Plans and Details . 21 6-4.1.9. WBS 9 – Technical Specifications, and Hardware and Software Procurement List ...... 22 6-4.1.10.WBS 10 – System Implementation and Construction Support ..................................... 22 6-4.1.11.WBS 11 – Operations and Maintenance Support Services ........................................... 22 6-4.2. Decision Gates ......................................................................................................................... 23 6-4.3. Task Resources ........................................................................................................................ 23 6-4.4. Task Procurement Plan ........................................................................................................... 24 6-4.5. Critical Technical Objectives ................................................................................................... 24 6-4.6. Systems Engineering Schedule ................................................................................................ 24 6-4.7. System Integration Plan .......................................................................................................... 25 6-4.8. Verification Plan ...................................................................................................................... 26 6-4.9. Operations & Maintenance Plan ............................................................................................. 27 6-4.9.1. Manufacturer’s Warranty and Support ........................................................................ 27 6-4.9.2. Preventative Maintenance............................................................................................ 27 6-4.9.3. System Backups............................................................................................................. 28 6-4.9.4. Active Monitoring and Maintenance ............................................................................ 28 6-4.9.5. Spare Equipment ........................................................................................................... 28 6-4.10. Training Plan ............................................................................................................................. 28 6-4.11. Resource Analysis ..................................................................................................................... 29 December 2024 6-ii
Development of System Engineering Management Plan (SEMP) 6-5. PROJECT SCHEDULE ........................................................................................................................ 29 6-6. SYSTEMS ENGINEERING PROCESS....................................................................................................... 30 6-6.1. System Requirements and User Needs Analysis ..................................................................... 30 6-6.1. System Alternatives Analysis ...................................................................................................... 42 6-6.2. DEFINE INTERFACES......................................................................................................................... 43 6-6.2.1. Interconnect Process...................................................................................................... 43 6-7. REGIONAL ITS ARCHITECTURE IMPLEMENTATION .................................................................................. 44 6-8. TRANSITIONING CRITICAL TECHNOLOGIES ............................................................................................ 45 6-9. INTEGRATION OF SYSTEM ................................................................................................................ 46 6-9.1. Installation of ATC Traffic Signal Controllers – User Need 1.0 ................................................ 46 6-9.2. Provide Ethernet/IP-based Communications – User Need 2.0 ............................................... 46 6-9.3. Ethernet/IP based Communication over Fiber Optic Cable – User Need 3.0 ......................... 48 6-9.4. Ethernet/IP based Communication over Wireless Ethernet Broadband – User Need 4.0 ..... 49 6-9.5. Provide Centralized Advanced Traffic Management System (ATMS) – User Need 5.0 .......... 49 6-9.6. Automated Traffic Signal Performance Measures (ATSPM) – User Need 6.0 ........................ 50 6-9.7. HD IP CCTV Cameras – User Need 7.0 ..................................................................................... 50 6-9.8. Video Management System (VMS) – User Need 8.0 .............................................................. 50 6-9.9. Arterial Management System – User Need 9.0 ...................................................................... 51 6-9.10. Arterial Performance Measures – User Need 10.0 ................................................................. 51 6-9.11. Changeable Message Sign (CMS) Signage – User Need 11.0 .................................................. 51 6-9.12. Transit Signal Priority/ ............................................................................................................. 52 Bus Signal Priority (BSP) – User Need 12.0 ........................................................................................... 52 6-9.13. Local Traffic Management Center Improvements – User Need 13.0 ..................................... 54 6-9.14. Connected Vehicle (CV) Infrastructure Design – User Need 14.0 ........................................... 55 6-9.15. Integrated Corridor Management (ICM) – User Need 15.0 .................................................... 55 6-9.16. Inter-Agency Communications – User Need 16.0 ................................................................... 58 6-9.17. Smart Cities Applications – User Need 17.0............................................................................ 58 6-9.17.1. Smart Parking System – User Need 17.0.4................................................................... 60 6-9.17.2. Smart Lighting System – User Need 17.0.5 .................................................................. 61 6-9.17.3 Roadway Electrification – User Need 17.0.6 ................................................................. 63 6-9.17.4 Electric Vehicles and Charging Infrastructure – User Need 17.0.14 ............................. 64 6-9.17.5 Micromobility – User Need 17.0.17 .............................................................................. 64 6-9.17.6 Smart Weather Systems – User Need 17.0.18 .............................................................. 65 6-9.18. Communication Backbone for Smart Cities Applications – User Need 18.0........................... 65 6-10. TECHNOLOGY DEPLOYMENT BY LOCATION ......................................................................................... 66 6-10.1. City of Pico Rivera ................................................................................................................... 66 Development of System Engineering Management Plan (SEMP) December 2024 6-iii
6-10.1.1. Near Term and Future Improvements by Others ........................................................ 67 6-11. INTEGRATION OF SYSTEMS ENGINEERING EFFORT ................................................................................ 68
LIST OF TABLES
Table 6.1 – Project Stakeholders ................................................................................................................ 14 Table 6.2 – Systems Engineering Schedule ................................................................................................. 25 Table 6.3 – Project Schedule ....................................................................................................................... 29 Table 6.4 – User Needs and Requirements for Updated Traffic Signal & Intelligent Transportation Systems – City of Pico Rivera .................................................................................................................................... 32 Table 6.5 Regional ITS Service Packages .................................................................................................... 44 Table 6.6 Traffic Data Network Calculations – Typical Agency Use Case ................................................... 47 Table 6.7 Traffic Management Equipment – Near-Term Deployment ....................................................... 66 Table 6.8 Traffic Management Equipment – Long-Term Deployment ....................................................... 67 Table 6.9 - Project Organizations Chart ...................................................................................................... 69
LIST OF FIGURES
Figure 6.1. VEE Development Model ............................................................................................................ 2 Figure 6.2. Systems Engineering Management Planning Process ................................................................ 3 Figure 6.3. City of Pico Rivera Existing Traffic Signal Communications ........................................................ 9 Figure 6.4. Citywide Synchronized Corridors Map ...................................................................................... 11 Figure 6.5. Proposed “Near-Term” System Architecture ............................................................................ 12 Figure 6.6. Proposed “Long-Term” System Architecture ............................................................................ 13 Figure 6.7. Example Sites for Smart Cities Applications – Transit ............................................................... 62 Figure 6.8. Example Sites for Smart Cities Applications – Connected Vehicles .......................................... 62 Figure 6.9. Example Sites for Smart Cities Applications – Mobility ............................................................ 63 Development of System Engineering Management Plan (SEMP) December 2024 6-iv
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Development of System Engineering Management Plan (SEMP) December 2024 6-1
6-1. INTRODUCTION
The purpose of the Systems Engineering Management Plan (SEMP) is to provide the City of Pico Rivera with a technical plan and the systems engineering processes to be used for this project. This process will be used as the project guidelines for the development, design, deployment, operations, maintenance, and methodology for the implementation of recommended Intelligent Transportation System (ITS) improvements within the agency.
The SEMP includes system engineering
requirements and analysis, system
alternatives analysis, transitioning of
critical technologies, system
integration requirements,
recommended technologies, and
system engineering responsibilities
including references to a regional ITS
architecture implementation.
The SEMP provides a high-level description of the systems engineering effort needed for development.
The SEMP identifies what items are to be developed, delivered, integrated, installed, verified, and supported. It also identifies when these tasks will be implemented, agency responsibility, and how the recommended technologies will be accepted and managed. The SEMP is developed based on the Federal Highway Administration (FHWA) National, State (Caltrans), and Regional (Southern California Association of Governments – SCAG) ITS architecture and requirements. 6-2. PURPOSE OF DOCUMENT
State and local governments and transportation organizations apply transportation tools to address transportation issues on a regional basis. Each region has unique needs and is affected, in some manner, by neighboring regions. Intelligent Transportation Systems (ITS) are some of these transportation tools. It harnesses the valuable information generated by various subsystems within and around a region to better manage and operate the transportation system as a whole.
Intelligent Transportation Systems (ITS) program implementation at the project level is to be consistent with, and leverage from, the regional ITS architecture. Before the project level development begins, groundwork is laid in the planning process and the development of a Systems Engineering Management Plan (SEMP). The SEMP includes a list of stakeholders, a system inventory, an identification of regional needs and transportation services that meet those needs, a high-level operational concept, functional requirements, and regional interconnections and information exchanges. The project will refine and expand products from the regional ITS architecture.
The SEMP will identify the schedule and responsible parties for tasks to be completed, and how the proposed Ethernet based communication and Transportation Management System will be deployed, verified, and supported. Systems engineering principles will be used to help the City of Pico Rivera, local Development of System Engineering Management Plan (SEMP) December 2024 6-2
agencies/cities and stakeholders manage the project, and maximize the cost/benefit ratio offered by the project. The SEMP accomplishes the following objectives:
Provides ITS based requirements that will dictate the design, construction, integration, testing, and maintenance of technical systems.
Reduces the proliferation of management documentation and implements applicable standards. Identifies the technical challenges of the system to be built and provides an integrated approach to the implementation system that includes near term and long-term solutions. Provides a system engineering process to address technical challenges. Provides a system roll-out that respects the City’s staffing constraints.
The VEE development model is the recommended development model for ITS projects. Figure 6.1 illustrates the systems engineering development process (VEE Diagram), which is used as reference by which is used by the Federal Highway Administration (FHWA) National, State, and Regional ITS architecture and requirements. The SEMP is intended to exist as a living document that describes the roles of the stakeholders through the phases of development. The current version of the SEMP is taking place prior to the development of the Plans Specifications and Estimate (PS&E), which occurs roughly at the subsystem requirements project architecture level of the VEE diagram. When a contractor is selected for the implementation of the project, the SEMP can be updated to reflect the most current information.
Figure 6.1. VEE Development Model
Regional integration allows for the sharing of information and coordination of activities among regional transportation systems to operate these systems efficiently and effectively. Regional integration may also have a synergistic effect on transportation systems (e.g., information from one system may be used by another system for a different purpose). A regional ITS architecture illustrates this integration and Development of System Engineering Management Plan (SEMP) December 2024 6-3
provides the basis for planning the evolution of existing systems and the definition of future systems that facilitate the integration over time. Due to the complexities and challenges of successfully implementing and managing these types of projects, it is important to follow the systems engineering management planning process that has been established through local, regional, state, and federal levels. Figure 6.2 illustrates the systems engineering management planning process.
Figure 6.2. Systems Engineering Management Planning Process Development of System Engineering Management Plan (SEMP) December 2024 6-4
6-3. SCOPE OF PROJECT
The City of Pico Rivera has embarked on a major effort to advance the development and implementation of Intelligent Transportation System Program in the agency with an emphasis in the development of a city-wide traffic signal communications master plan and signal synchronization of new and existing signals on the regional arterial roads. The City has acknowledged that the deployment of Intelligent Transportation Systems (ITS) will be an integral part of regional efforts to maximize arterial and local system capacity and improve operational efficiency. The objective of this project is to reduce traffic congestion and its associated negative impacts by deploying advanced technologies to facilitate the local jurisdiction to operate their traffic signals and ITS efficiently and effectively. Key guiding principles that the project will achieve include the following primary and secondary goals:
Primary:
a. Implementation of traffic management systems that can be accessed remotely in real-time for operations, maintenance, and management
b. Enhancement to existing and/or new proposed traffic signal systems; advanced transportation controllers (ATC), advanced traffic management systems (ATMS), arterial management systems, Ethernet communications, operations, etc. c. Having the ability to share data
d. Lay a system framework for the City to be able to respond to future transportation initiatives and/or strategies such as Integrated Corridor Management (ICM), Smart Cities, and Connected Autonomous Vehicles (CAV)
Secondary:
a. Having the ability to view video streams in real-time b. Implementation of a system that looks beyond the traditional time-of-day operations, capturing advanced technologies for ease of operations and maintenance The system integration can only take place with the participation and cooperation of the City of Pico Rivera and other local agencies. These stakeholders must work together to establish a proposed ITS system architecture that reflects a consensus view of the parties involved and can be implemented over time as funding and staffing resources become available. The key will be designing a system for them to install beginning now and being able to upgrade and add over time as they are able to use the technology.
The scope of project consists of upgrading the local agency existing legacy traffic signal controllers, traffic management systems, and communication systems with the latest off-the-shelf techonologies including advanced traffic management systems (ATMS), advanced transportation controllers (ATC), selected ITS elements, and Ethernet/IP-based communications that will be expandable and scalable for future integration of ITS technologies and strategies, such as Integrated Corridor Management (ICM), Smart Cities, and Connected Autonomous Vehicles.
Development of System Engineering Management Plan (SEMP) December 2024 6-5
6-3.1. Near-Term Deployment – Level I
As part of this project, and in order to meet the system requirements being developed in the SEMP, two high-level system architectures must be considered. Currently, the City of Pico Rivera owns and operates their signals but does not maintain them with in-house staff. The City of Santa Fe Springs Traffic Signal and Street Lighting Division currently maintains the City of Pico Rivera’s signals through a contract.
Additionally, the City of Pico Rivera does not have a central Traffic Management System (TMS) to communicate, operate, and maintain their traffic signals. Fortunately, more than half of the City signals located on major arterials are hosted at the County of Los Angeles’ TMS - KITS, at the County’s Department of Public Works Headquarters in their TMC.
The first scenario, known as the “near-term” scenario, would continue to have the City’s signals be connected to the County of Los Angeles’ TMS – KITS, with upgrades to signal hardware infrastructure. The City of Santa Fe Springs Traffic Signal and Street Lighting Division would continue to maintain the City of Pico Rivera’s signals. This scenario would also leverage existing 5GHZ wireless to keep costs low until additional funding can be achieved. The following summarizes the “near-term” system improvements:
Update legacy 170 traffic signal controllers to new Advanced Transportation Controllers (ATC) Linux based for interoperability with latest ITS technologies. Provide an update to the County’s existing Traffic Management System (TMS) for remote command and control of each traffic signal network in the City of Pico Rivera. Provide the City of Pico Rivera with a workstation so that they can monitor their signals (through a VPN connection). Remote command and control of each traffic signal in the agency would depend on privileges provided by the County of LA.
o This requires an I.T. server rack to house any proposed equipment, including Firewall appliance/VPN to be established at City Hall data closet. Final location to be determined by City Staff.
Provide robust and redundant Ethernet IP communications utilizing 5GHz band wireless (unlicensed) and Backhaul wireless technology (FCC licensed). Provide a secure high-speed transportation network.
Provide the capability for future Integrated Corridor Management (ICM) elements through a centralized transportation network that provides local arterial and freeway management.
The “near-term” scenario can only be implemented once the City of Pico Rivera has secured funding for this level. As the City continues to grow and has substantiated the results of these proposed improvements, they can implement the next levels, and then eventually the final “build-out” scenario. 6-3.2. Long-Term Deployment – Level II/Level III
As part of the long-term high-level system architecture deployment, it is envisioned using additional ITS improvements such as fiber optic communication backbone for build-out and platform for the City to grow. Fiber Optic communications would be installed along major corridors in the City so that they would Development of System Engineering Management Plan (SEMP) December 2024 6-6
be able to “transition” to a stand-alone system and connect to a new cloud-based ATMS service that the City would use. This configuration would provide the agency staff with the ability to monitor traffic in realtime and provide command and control from anywhere.
Due to space limitations at the City Hall and City Yard, along with a lack of staffing for a dedicated physical space, the City of Pico Rivera has requested not to build a dedicated Transportation Management Center (TMC). Under this Level, a suggested cloud-based ATMS service would be provided to the City that will have the capability to monitor and control traffic signals on the City’s network. The agency would be able to operate and maintain all connected traffic signals, and the signals would interface to the new ATMS database at City Hall. Signals would no longer be hosted by the County of LA’s TMS, KITS. In addition, the City of Pico Rivera would begin to maintain their own signals. However, it is good practice that the County of LA have access to monitor local agency signals for regional synchronization at the intersection level. To accomplish this, ADVANTEC suggests either of the following two setups be applied under the new scenario:
I. LA County’s Information Exchange Network (IEN), which is currently being upgraded to be managed and integrated with Metro’s Regional Integration of Intelligent Transportation Systems (RIITS).
II. Supply a license version of the cloud-based ATMS to the County of LA DPW at their TMC in Alhambra. They would be able to logon onto the ATMS and view/modify signals with permissions set by the City of Pico Rivera.
The cloud-based ATMS would be used as a monitoring and data repository for research and analysis to help determine regional system enhancements, operations, and maintenance. Under the second scenario, the local Agency would gain ultimate control of the traffic signals, and all connected ITS elements, such as CCTV and RSU’s. This scenario would leverage substantial fiber optic backbone communication improvements, as it has long proven to be more robust than 5GHZ wireless and able to handle significantly more data throughput. The following summarizes the “build-out” condition system improvements:
Expand existing high-powered PC workstation and 65” monitor with additional hardware/software at City Hall required to run all the ATMS/VMS/AMS/CMS programs and operations. This would form the basis of the proposed traffic network or Traffic Management Workstation (TMW).
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. Provide the City with a 19” server rack in the IT Data closet of the City Hall for centralized traffic and video database.
Provide an Advanced Traffic Management System (ATMS) for remote command and control of each traffic signal network in the City of Pico Rivera. It would be cloud-hosted and provide the capability for centralized command and control with local traffic dissemination to the motoring Development of System Engineering Management Plan (SEMP) December 2024 6-7
public. City staff would be able to monitor traffic signals and perform research and analysis to help determine system maintenance, operations, and enhancements. Provide a robust and redundant Ethernet IP communications backbone (using fiber optic cable) interconnecting TMW to all roadside ITS elements.
Provide the ability to share real-time traffic information and video images through Cloud-based communications.
Provide the ability to share traveling information with the public via SoCal 511, mobile applications and/or agencies’ web pages.
Install Dynamic Message Signs (DMS)/Changeable Message Signs (CMS) at strategic locations to disseminate travel information for various purposes such as travel times, alternate routes, incidents, amber alert, special events traffic management, etc. Continue providing the capability for future ICM elements through a centralized transportation network that provides local arterial and freeway management. Provide the capability of future integration of ITS technologies along the Regional Transportation Project Corridors.
Provide the capability of future “Multi-Modal” and “Transit” technologies to enhance mobility, safety, and the environment in the City of Pico Rivera. The proposed system will be expandable and scalable for future integration of other ITS technologies and strategies, such as Smart Cities, and Connected Autonomous Vehicles; including communications such as Connected Vehicle-to-Everything (C-V2X) and 5G wireless communications.
Further evaluations and recommendations will be made to the City regarding the TMC area and required workspace. Other alternatives have been detailed in Section 6-6.1 System Alternatives Analysis.
Implementation of these ITS initiatives is based upon the City’s priority needs, local city/agency needs, project requirements, and funding availability. Therefore, the implementation of the systems improvements will be conducted in levels. Typically, under an implementation process using levels, ITS projects are identified as either “near-term” projects or long-term (“final”) projects. “Near-term” projects are those that address critical needs and are technically and institutionally ready for deployment. Longterm projects are those that address the needs that are not as critical, and/or require technologies or interactions that are not feasible in the near-term and are recommended for future deployment. Our Phased Implementation Plan will be provided in the “Concept of Operations (ConOps) and Deployment Plan,” Chapter 7.
6-3.3. Project Area
The project area consists of the traffic signals and communications systems along the regional arterial roadway network identified by the City of Pico Rivera and the County of Los Angeles. It consists of the local agency, County, and State:
Development of System Engineering Management Plan (SEMP) December 2024 6-8
City of Pico Rivera
County of Los Angeles Transportation
Caltrans District 7
Figure 6.3 illustrates the existing traffic signal locations, communications, ITS components, and the traffic management system equipment.
Figure 6.4 illustrates the City’s existing synchronized corridors.
Figure 6.5 demonstrates the “Near-Term” ITS System Architecture. This illustrates typical wireless links between the data center and equipment from the field, and existing/proposed wireless links to off-site locations including the LA County Public Works Building.
Figure 6.6 demonstrates the “Build-out” ITS System Architecture. The build-out conditions illustrate new fiber optic cable backbone. Upgraded traffic signal controllers (ATCs), arterial management systems, DMS/CMS, CCTV cameras, and more are also included.
Further description of ITS improvements and each Phased Deployment Plan will be detailed in the following chapter, Concept of Operations (ConOps) and Strategic Deployment Plan.
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Figure 6.3. City of Pico Rivera Existing Traffic Signal Communications
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Figure 6.3. City of Pico Rivera Existing Traffic Signal Communications
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Figure 6.4. Citywide Synchronized Corridors Map
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Figure 6.5. Proposed “Near-Term” System Architecture
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Figure 6.6. Proposed “Long-Term” System Architecture
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6-3.4. Project Stakeholders
The success of the traffic signal communications master plan depends on participation by a diverse set of stakeholders. In this step, the stakeholders in the regional transportation system are identified, and the process of encouraging their participation in the regional ITS architecture development process has been initiated.
Identification of participating agencies and stakeholders is one of the required components of a regional ITS architecture. Table 6.1 is an initial listing of the project stakeholders and their roles and responsibilities on this project. The stakeholder list will need to be assessed and updated each time the plan is updated.
Table 6.1 – Project Stakeholders
ID Stakeholder Key Contacts Title Role/ Responsibilities 1 City of Pico Rivera Mr. Gene Edwards
Mr. Kenner Guerrero
Senior Engineer
Associate Engineer
Administer the ITS Master Plan
2 City of Pico Rivera
(Consultant)
Mr. Thomas Mericle –Principal (TKM
Engineering –
Consultant)
Provide Input on the ITS Master
Plan
3 City of Santa Fe
Springs
Mr. Johnny Chavarria Traffic Signal &
Street Lighting
Division Supervisor
Adjacent local agency with
similar transportation network
and possible C2C link; Maintains
the City of Pico Rivera’s signals,
including operations
4 City of Downey Mr. Edwin Norris Deputy Director of
Public Works
Adjacent local agency with
similar transportation network
and possible C2C link
5 City of Industry Mr. Matthew Hudson City Engineering
Manager
Adjacent local agency with
similar transportation network
and possible C2C link
6 City of Whittier Mr. David Mochizuki Director of Public Works
Adjacent local agency with
similar transportation network
and possible C2C link
7 City of Commerce Mr. Mohammad
Mostahkami
City Consultant Adjacent local agency with
similar transportation network
and possible C2C link
8 City of Montebello Mr. James Enriquez Director of Public Works
Adjacent local agency with
similar transportation network
and possible C2C link
9 Caltrans District 7 Mr. Mort Fahrtash Office Chief,
District Traffic
Management &
State agency with possible C2C
link
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ID Stakeholder Key Contacts Title Role/ Responsibilities Division of Traffic
Operations
10 County of Los
Angeles
Mr. Patrick Smith Associate Civil
Engineer
Adjacent local agency with
similar transportation network
and possible C2C link
11 Los Angeles County
Metropolitan
Transportation
Authority (LACMTA
or Metro)
Mr. Ed Alegre Senior Director Operates public transit service throughout Los Angeles County
12 Foothill Transit City Liaison Operates public transit service throughout the San Gabriel
Valley and the Pomona Valley
13 Montebello Bus
Lines
City Liaison Operates public transit service
throughout the Cities of Pico
Rivera, Whittier, Commerce, and
Montebello
14 SCAG Transportation
Manager
Administers the Regional
Metropolitan network in the
Southern California region
15 ADVANTEC
Consulting
Engineers, Inc.
Mr. Carlos Ortiz
Mr. John Dorado
Mr. Bryan Elenes
Mr. John Cox
Project Director
Project Manager
Deputy Project
Manager
Systems Engineer
Assisting the City of Pico Rivera
with the ITS Master Plan
ADVANTEC Consulting Engineers, Inc. (ADVANTEC) is providing professional engineering services for the City of Pico Rivera related to the Intelligent Transportation Systems (ITS) Master Plan. Elements of the SEMP have been developed through the preliminary planning stages of this project in order to clearly define the requirements of the system that will meet the needs of the participating agencies, associated stakeholders, and project goals and objectives.
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6-4. TECHNICAL PLANNING AND CONTROL
The purpose of the section is to describe the activities and plans that will act as controls on the project’s systems engineering activities. This includes relevant tasks provided in ADVANTEC’s scope of work under this contract including tasks associated with the development and completion of the ITS Master Plan.
Once the plan has been completed, other tasks like project plans, specifications, and estimate (PS&E) for the Level I project improvements; hardware and software procurement list; system implementation and construction support; and system operations and maintenance support services can be achieved.
6-4.1. Work Breakdown Structure
The following items describe the framework for the management and engineering activities and deliverables that will result in the successful completion of the project. Each item is described as a Work Breakdown Structure (WBS). The key WBS items are as follows:
6-4.1.1 WBS 1 -Existing System Inventory and Evaluation The Regional ITS Master Plan is a comprehensive planning and “living” document that establishes our foundation and implements best practices and processes to achieve the agencies goals and objectives.
The purpose of this chapter 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 of Pico Rivera. This information will be used to develop our baseline conditions in order to provide recommended improvements and prioritize improvements on a per agency per corridor basis.
The existing system inventory and evaluation was conducted by data collection provided by each agency, and a detailed field review at every signalized intersection and traffic operations center at each agency.
Task Deliverables:
I. Existing System Inventory
II. Existing System Inventory and Evaluation Report – Intelligent Transportation Systems (ITS) Master Plan, Chapter 3
6-4.1.2. WBS 2 – Evaluation of Surrounding Systems
The evaluation of surrounding systems identifies the communication needs for inter-agency coordination with adjacent cities, Los Angeles County, and Caltrans District 7. It includes identifying the framework for future inter-agency coordination to provide a common structure for the design and deployment of future Advanced Traffic Management Systems (ATMS), Advanced Transportation Controllers (ATC), communications and other ITS systems. Future inter-agency ITS projects may include corridor signal coordination, traveler information system, arterial and freeway management systems, and transit systems including Bus Rapid Transit (BRT).
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The purpose of this Chapter is to provide the City of Pico Rivera with evaluations of the surrounding cities/agencies’ traffic signal systems, traffic signal communication systems, and Intelligent Transportation Systems (ITS) for information sharing and inter-agency coordination purposes. The surrounding cities/agencies include the City of Pico Rivera, City of Industry, City of Downey, City of Santa Fe Springs, City of Whittier, 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 in order to share traffic data and video images in the City of Pico Rivera in the near future. The outcome is to provide inter-agency traffic signal synchronization along major corridors and to provide real-time solutions for intersection management, arterial management, incident management, emergency management, operations and maintenance management, and special event management through the use of Intelligent Transportation Systems (ITS). This will allow the City of Pico Rivera and other local cities/agencies to enhance the transportation system on a regional level with a common goal to improve the environment by reducing congestion and greenhouse gas emissions, and improve safety and mobility, and the overall quality of life in the area.
Task Deliverables:
I. Inter-Agency Communication Assessment
II. Evaluation of Surrounding Systems – Intelligent Transportation Systems (ITS) Master Plan, Chapter 4
6-4.1.3. WBS 3 – Assessment of Intelligent Transportation System (ITS) Opportunities The purpose of the assessment of intelligent transportation system (ITS) opportunities is to provide the City of Pico Rivera with an understanding of current Intelligent Transportation Systems (ITS) that are available on the market. Based on our stakeholders needs and opportunities, this will be utilized as a guide for the selection, deployment and implementation of the City of Pico Rivera’s near-term and future-term traffic signal systems, communications, and ITS elements upgrades.
This Chapter also includes discussions about what kind of strategies can be used and their benefits as a result of implementing these transportation technologies. We classify these strategies as multi-modal transportation solutions and our discussion topics include: traffic signal synchronization and a their measurements of effectiveness (MOE), arterial management systems, traffic surveillance and monitoring systems, advanced traveler information systems (ATIS), transit management systems, freeway management systems, incident management systems, special event management systems, and integrated corridor management (ICM) systems. Understanding these strategies helps with the selection of the proper system(s) that meet current and future needs.
In addition, this Chapter includes discussions about next generation technologies and applications that are in the pipeline of our transportation industry today. We categorized these as smart ITS technologies Development of System Engineering Management Plan (SEMP) December 2024 6-18
and our discussion topics 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 traffic data. All information provided is relevant to understanding where our transportation industry is going in the near-term, and in fact it is happening now, so that the City can set up their transporation infrastucture to support these next generation technologies/applications and take advange of their benefits, and have opportunities to expand their systems as these technologies are realized.
It is also important to understand how these systems are integrated via the agency’s traffic signal and communication network, from the field elements back to the central operations center (e.g., TMC).
Therefore, this Chapter also includes the recommended communication network topology (e.g., system architecture) for the agency under build-out conditions. Ultimately, these plans will be used as our roadmap to facilitate the selection of priority corridors, proposed improvements, and determine a phased implementation plan. This information will be discussed in greater detail in subsequent sections of this master plan.
Task Deliverables:
I. Assessment of Current ITS Needs and Opportunities
II. Recommended communication network topology (e.g., system architecture) for the agency under build-out conditions
III. Assessment of Intelligent Transportation System (ITS) Opportunities – Intelligent Transportation Systems (ITS) Master Plan, Chapter 5
6-4.1.4. WBS 4 – System Engineering Management Plan (SEMP) The purpose of the Systems Engineering Management Plan (SEMP) is to provide the City of Pico Rivera, other local agencies/cities and their stakeholders with a technical plan and the systems engineering processes to be used for this project. This process will be used as the project guidelines for the development, design, deployment, and methodology for the implementation of recommended Intelligent Transportation System (ITS) improvements within the region.
The SEMP includes system engineering requirements and analysis, system alternatives analysis, transitioning of critical technologies, system integration requirements, recommended technologies, and system engineering responsibilities including references to a regional ITS Architecture implementation.
The SEMP provides a high-level description of the systems engineering effort needed for development.
The SEMP identifies what items are to be developed, delivered, integrated, installed, verified, and supported. It also identifies when these tasks will be implemented, agency responsibility, and how the recommended technologies will be accepted and managed. Finally, it will define the technical processes to be used to produce each of the project’s products. The SEMP is developed based on the Federal Highway Administration (FHWA) National, State, and Regional ITS architecture and requirements.
Task Deliverables:
I. SEMP Development, and Technical Report – Intelligent Transportation Systems (ITS) Master Plan, Chapter 6 (this document)
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6-4.1.5. WBS 5 – Concept of Operations (ConOps) and Strategic Deployment Plan The purpose of this chapter is to provide the City of Pico Rivera with a high-level overall system design and overall
recommendation for traffic signal system, communication network, ITS technologies, and TMW related improvements.
Specifically, the Concept of Operations (ConOps) and strategic deployment plan will provide detailed communication
requirements for all field devices, hub locations, and will identify the recommended technologies for the agency.
Recommendations for deployments of Advanced Traffic
Management Systems, HD IP CCTV cameras, Video Management Systems, Arterial travel times and volume, occupancy, and speed monitoring systems, Changeable Message Sign systems, and other ITS field elements will be included.
System architecture exhibits will show proposed and future ATMS and communications systems. This section will also help present the framework for the deployment of the agency’s ATMS.
A phasing and deployment strategy is developed that identifies near-term deployments (Level I) and longterm deployments (future subsequent levels). Project priorities will be discussed, and recommendations will be provided under this section. Priorities will be provided based on preliminary cost estimates, agency needs, local and regional benefits, and associated maintenance levels. Priority ratings will be based on the stakeholders’ feedback on needs and benefits gained. A critical path diagram will be provided to show the dependencies of each project, sequence of deployment and tasks that can be performed simultaneously.
Each level of work will be linked to available funding sources and qualification requirements stated.
Task Deliverables:
I. ConOps and Strategic Deployment Plan – Intelligent Transportation Systems (ITS) Master Plan, Chapter 7
6-4.1.6. WBS 6 – Inter-Agency Communication Needs
This chapter identifies communication needs for inter-agency coordination via a region wide basis for establishing needs of communication between adjacent cities, County of Los Angeles, and Caltrans District
7. A framework is provided for future inter-agency coordination to provide a common structure for the design and deployment of future ITS systems. Future inter-agency ITS projects may include signal coordination across jurisdictional boundaries, sharing CCTV video images, traveler information system, arterial and freeway management systems, transit systems (BRT), and inclement weather messages. This project provides the first opportunity for the City of Pico Rivera to implement inter-agency communication for traffic management purposes.
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To accomplish this key goal, 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 understand. Specifically, the objective related to the development of inter-agency communication is to establish a C2C standard to support the two-way transmission of traffic data information and/or control commands (using TMDD) between TMC systems and sub-systems.
Task Deliverables:
I. Inter-Agency Communication Needs – Intelligent Transportation Systems (ITS) Master Plan, Chapter 8
6-4.1.7. WBS 7 – Funding Strategies Plan
This Chapter identifies the local, regional, State, and federal ITS funding sources that City of Pico Rivera will be able to pursue for implementation of future levels that will be recommended in the ITS Master Plan. The development of the City of Pico Rivera’s ITS Master Plan is a key requirement for many funding sources that are related to ITS deployments. This section describes the funding sources available including grant applications, contact information, and references to other agencies that have obtained similar funding.
Task Deliverables:
I. Funding Strategies Assessment – Intelligent Transportation Systems (ITS) Master Plan, Chapter 9 NOTE: The following WBS items are currently not funded as part of the City of Pico Rivera’s ITS Master Plan. They are not part of ADVANTEC’s Scope of Work. Once the City has identified and obtained funding for these items via WBS 7 – Funding Strategies Plan, then WBS items 8-11 can be achieved. The following items are phases of the project improvements. Once these phases are implemented, the ITS Master Plan can be considered fully implemented.
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6-4.1.8. WBS 8 – Traffic Signal Interconnect, TMW, and ITS Field Elements Plans and Details Project plans and details will be prepared to implement the first phase of approved project improvements.
The project improvements will be based on the priority corridors and on the budget allocated under the current contract. It is anticipated the approved project improvements will include the following:
Traffic Management Workstation (TMW)
Advanced Traffic Management Systems (ATMS) for remote command and control of each local agency – will be cloud-based per the City of Pico Rivera Advanced Transportation Controllers (ATC) at signalized intersections Ethernet/IP-based redundant communications backbone for interconnecting traffic management center/HUBs with ATCs and roadside ITS elements
o Installing single-mode fiber optic cable inside existing conduit; wireless communications, and Ethernet-over-copper communications.
High Definition Closed Circuit Television (CCTV) camera systems at selected intersections Arterial Management Systems (Bluetooth/Wi-Fi)
Dynamic Message Signs (DMS)/Changeable Message Signs (CMS) Center-to-Center (C2C) communications
Other ITS elements
The plans and details will be incorporated into a bid package that will be solicited for bid and construction.
Task Deliverables:
I. Traffic Signal Interconnect, TMW, and ITS Field Elements Plans and Details (after funding has been procured)
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6-4.1.9. WBS 9 – Technical Specifications, and Hardware and Software Procurement List Technical specifications will be prepared to indicate proposed hardware, software, cabling, equipment, installation, testing requirements, equipment warranty information, and other pertinent information to facilitate the construction of the first phase of the proposed improvements including a hardware and software procurement list. It will also provide system integration requirements during the construction phase. It will define the role of the System Integrator, ADVANTEC Team, City of Pico Rivera, and agency staff, and hardware/software approved vendors during the construction activities. The design team will prepare Technical Specifications for all the required equipment, delivery, installation, testing, and commissioning requirements, and any additional item that may be required for the project including hardware and software upgrades.
The technical specifications and hardware and software procurement list will be incorporated into a bid package that will be solicited for bid and construction.
Task Deliverables:
I. Technical Specifications, and Hardware and Software Procurement List (after funding has been procured)
6-4.1.10. WBS 10 – System Implementation and Construction Support The design team will assist with construction support services, such as construction plan interpretation and consultation during the bidding and construction phases of the project. Additionally, the design team will assist the City of Pico Rivera in preparing bid addenda as required to provide clarification to the drawings. The design team will attend the pre-construction meeting to provide construction plan interpretation. The design team will provide response to System Integrator’s requests for information (RFI) about the plans and specifications.
Task Deliverables:
I. System Implementation and Construction Support Services (after funding has been procured) 6-4.1.11. WBS 11 – Operations and Maintenance Support Services After the project improvements have been accepted by the City of Pico Rivera, the design team may provide system operations services if required by the City. If selected, the design team will provide temporary operational staff after system acceptance. The design team will provide as needed on-site troubleshooting of traffic management system problems. The design team will assist the City of Pico Rivera and the local agencies regarding hardware and software issues, traffic signal timing issues, communications/network issues, and pro-actively investigate and address system concerns/issues that may arise after the entire project has been accepted.
Task Deliverables:
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6-4.2. Decision Gates
The task decision gates listed below are the critical activities that must be satisfactorily completed before a task is considered completed.
1. Data Collection – Complete data collection and existing system inventory for the region.
2. Intelligent Transportation Systems (ITS) Master Plan – Complete ITS Master Plan sections for the existing system inventory and evaluation, evaluation of surrounding systems, assessment of ITS opportunities, priority corridors, systems engineering management plan, concept of operations, and strategic deployment plan.
3. Authorization to Proceed with Construction (CMAQ federal funded projects) – Department of Local Assistance approves preliminary design package and issues authorization to proceed with construction.
4. System Design – Provide complete bid-ready PS&E. Consultant will complete PS&E for the given phase of construction.
5. Selection of System Integrator – Select a System Integrator to implement detailed system integration and construction.
6. Construction – The Systems Integrator will be responsible for implementing the ITS infrastructure based on the approved PS&E package. Requirements have been verified and accepted by the City of Pico Rivera and the local agencies.
7. Operations and Maintenance (O&M) Support Services – After the project has been accepted by the City of Pico Rivera and the local agencies, systems operations and maintenance support services will be provided for a 3-month period by the design team.
6-4.3. Task Resources
Task resources are identified for the major activities involved in the implementation and operation of each local agency’s ATMS, communications and ITS elements. For each activity, the organization needs to conduct the activity, the lead agency or contractor, consultant/traffic engineer, the estimated level of effort needed, funding sources, and any specialty skills, tools, equipment, or services is documented.
Typically, the organization services required for each ITS implementation is as follows:
City of Pico Rivera – Administers the project from the planning to the construction phase, and systems operations and maintenance support services. The funding source is provided through the agency.
Design Team (Consultant/Traffic Engineer) – Responsible for assisting in all phases of the project, including project planning, coordination, Regional ITS Master Plan, design phase (PS&E), integration assistance, construction support, and system operations and maintenance support. System Integrator – Typically contractor or sub-contractor, responsible for integration of all ITS components, including ATMS, CCTV, Arterial Management, DMS/CMS and C2C systems.
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Transit Agency – Provides input and may participate with integration of ITS components, such as BRT.
6-4.4. Task Procurement Plan
The task procurement plan is a summary of the procurement activities associated with each task, including hardware and software procurement, and any contracted services needed to accomplish each task, such as systems engineering services or development services.
Later, defined in this report the design team will identify a list of commercial-of-the-shelf (COTS) hardware and software, and equipment needed for implementation of the system. Please refer to Section 6-10, Technology Deployment by Location, for a full itemized list of ITS technology deployment by location, further broken down into each agency location and by local intersection. As part of the design phase of the project, the supplied equipment list will be further refined with input from each agency. Prior to procurement, all necessary component description, preferred vendor make and model number, and cost estimate will be provided.
6-4.5. Critical Technical Objectives
Currently, there have been advances in the industry to provide interoperability between different manufacturers or developers. This is a standards-based National Transportation Communications for ITS Protocol (NTCIP) approach can assist system applications, regardless of operating system or programming language, to communicate using simple encoded messages that both applications can communicate between different equipment manufacturers or developers. Although, NTCIP communications protocol does not ensure seamless integration or translation of all information between different equipment manufacturers or developers; therefore, it is anticipated some level of systems engineering will be required for the integration of C2C communications between TMCs and between ATMS systems by different manufacturers. Resources will be set aside to achieve this key goal of integration and sharing of traffic data and video between TMCs.
It is anticipated all COTS hardware and software will be procured and supplied by the selected contractor/systems integrator. This includes all local roadside traffic signal equipment, communications equipment, back-haul communications equipment, ITS field elements, TMW hardware/software, workstations, and all other pertinent cables/connections/furnishings. Since the proposed equipment will be contractor furnished, the equipment may be received in systems integrator’s warehouse or delivered on-site to each agency where it will be tested, assembled (if required), and configured as part of each task and sub-task.
6-4.6. Systems Engineering Schedule
This section illustrates a high-level schedule of the systems engineering activities that shows the sequencing and duration of these activities. The schedule coincides with the WBS, deliverables, consultant work in-progress, agency reviews, and contractor/systems integrator work. This is used illustrate the Development of System Engineering Management Plan (SEMP) December 2024 6-25
sequence of the primary project tasks including review and approvals in order to control and direct the project. Table 6.2 illustrates the high-level schedule of the systems engineering activities.
Table 6.2 – Systems Engineering Schedule
Task Description Project Timeline
WBS1 Existing System Inventory and Evaluation
WBS2 Evaluation of Surrounding Systems
WBS3 Assessment of Intelligent Transportation
System (ITS) Opportunities
WBS4 System Engineering Management Plan
(SEMP)
WBS5 Concept of Operations (ConOps) and
Strategic Deployment Plan
WBS6 Inter-Agency Communication Needs
WBS7 Funding Strategies Plan
- Final Regional ITS Master Plan
WBS8 Traffic Signal Interconnect, ATMS, and
ITS Field Elements Plans and Details
WBS9 Technical Specifications, and Hardware
and Software Procurement List
- Project Bid Advertise and Award
-
Project Construction – Level I
Improvements – Contractor/Systems
Integrator
WBS10 System Implementation and
Construction Support
WBS11 System Operations and Maintenance
Support Services
Legend
Consultant Work In-progress Agency Review Contractor/Systems Integrator Work As previously stated, WBS 8-11 are currently not funded and are not part of ADVANTEC’s Scope of Work.
Once they have been funded, the City of Pico Rivera can implement these phases. After these phases have been completed, the ITS Master Plan can be considered to be fully implemented. 6-4.7. System Integration Plan
The typical layout of a Systems Integration Plan (SIP) describes in detail all the various steps between the procurement, deployment, integration, testing, and commissioning of all the ATMS, ATC, CCTV, Arterial Management, DMS/CMS, ITS elements, and communication systems components. A system architecture diagram has been developed that illustrates how the various components of the City’s system will be installed and connected with the ITS field components and possibly adjacent agencies. Please refer to Chapter 5, Assessment of ITS Opportunities, for the system architectures provided for each agency. The architecture shows the individual computer workstations and servers, and the interconnections between Development of System Engineering Management Plan (SEMP) December 2024 6-26
the equipment. The system architecture also details the links between the computer equipment and the field communications network, the communications equipment that will be provided, and the planned location of that equipment.
The design team will work with each agency to review any planned changes to the communications network and develop communication assignments for the intersections. This review will ensure that the creation and modification to any communications network can support the planned ATMS improvements, communications and other ITS elements, and not interfere with existing or planned local and regional ITS networks. Overall, the development of a System Integration Plan will depend heavily on the ITS manufacturer’s specifications and each agency’s requirements.
The final design phase of the project will pull excerpts from the SIP for the high-level system integration steps that the systems integrator will need to take to install, test, and commission the proposed ATMS, Ethernet communications, and ITS elements. These steps include references to the sections of the Systems Integration Plan.
At a minimum, the Contractor/System Integrator shall perform the following high-level tasks:
Hardware/Software system procurement, inspection, unit testing, and bench testing Roadside installation and commissioning; this includes fiber optic and wireless communication network infrastructure, as well as other communications, and ITS equipment After installation of network equipment, system testing will occur After completion of the previous two tests, a thorough end-to-end communication test occurs After a completed end-to-end communications test occurs, the next step involves testing the other systems that use the communications infrastructure Overall system commissioning will occur last
6-4.8. Verification Plan
The verification plan includes various procedures that lead to the verification and final acceptance for each ATMS, ATC, communications, and ITS element that has been installed. These procedures will be provided in detail within the project technical specifications. To verify proper system functionality and control operation, it will require the Contractor/System Integrator to follow the verification plan outlined in the technical specifications and include an Acceptance Testing Plan (ATP) with procedures to follow for each system.
The purpose of this ATP test will be to validate the performance of the system under live operating conditions. This test plan will include step-by-step testing and/or inspection procedures, detail the various system functions, and identify the hardware and software to be used during testing. The test plans will also document the system conditions that will be tested and make recommendations as to who should be in attendance for each test. The test steps will demonstrate that the software installed for each system is properly interacting with the field devices and other systems and that the system delivered follows the project requirements.
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6-4.9. Operations & Maintenance Plan
An effective operations and maintenance of ITS elements plan must begin during the planning and design stages. This activity is especially important for the stakeholders to understand the expectations and the functional requirements of the ITS elements and transportation management systems. The goal is to have a complete understanding of the system’s purpose including full and efficient utilization of the ITS system.
The following summarizes opportunities for staff involvement during this process:
Early involvement in the planning and design phases of the program to ensure proper consideration of reliability, operational, and maintainability issues Assurance of thorough training (hands-on)
Participation in construction inspection and acceptance testing Exposure to similar systems through field services with operations staff After each system is operational, several important management functions need to be completed. One is to schedule and conduct in-house, on-the-job training programs including ongoing training as necessary for future personnel. The in-house training program can be provided by the manufacturer’s representative and/or supplemented by sending operations and maintenance staff to attend outside training or to visit similar systems. In addition, training will be provided for all ITS elements after the installation of the Level I near-term project improvements.
6-4.9.1. Manufacturer’s Warranty and Support
The Contractor/Systems Integrator will provide a warranty up to final acceptance per the contract requirements. Any ITS component failures before warranty expiration under the project contract will result in replacement of the device by the Contractor/System Integrator. Spare hardware may be provided to adequately cover for replacement of ITS equipment during the warranty period. Warranty beyond the final acceptance for the ITS equipment will be the responsibility of each agency. It is encouraged that each agency reviews opportunities to maintain extended maintenance agreements with each systems manufacturer.
Agency should be aware that the software for traffic management systems, arterial management systems, and video management systems require an annual maintenance contract by the manufacturers after the warranty period has expired for software maintenance support and upgrades. Therefore, the local agencies/cities should allocate sufficient funds on an annual basis for software maintenance support and upgrades.
6-4.9.2. Preventative Maintenance
Preventative maintenance of the proposed ITS improvements plays an important role in the uptime and availability of each system. It is anticipated each agency will provide routine preventative maintenance as part of the traffic signal maintenance schedule. Any deficiencies found during this time should be documented, reported, and repaired/replaced. This information should also be reported to the City of Pico Rivera.
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6-4.9.3. System Backups
The system operator(s) of each system shall schedule regular backups of the configurations for database and other field devices. If any controller, Ethernet switch, or ITS element configuration is changed for any reason, a backup should be scheduled to capture the updated configuration information and saved in the configuration repository. This can be performed on a per system basis to automate daily backups. 6-4.9.4. Active Monitoring and Maintenance
Active monitoring and maintenance should be performed for each system. This may include the configuration of alarms via electronic mail or text to the proper personnel when a system is not working properly. To maintain system operations, the personnel responsible should regularly monitor the ITS elements and management software and review any alerts and validate any action that needs to be taken. 6-4.9.5. Spare Equipment
Spare ITS equipment should be available as per the requirements of the contract to replace any of the hardware components that fail. The actual quantity of spares and devices will be determined in the final design phase.
6-4.10. Training Plan
In general, a training plan will be provided for each system, and it will focus on the overall training curriculum to operate and troubleshoot the system. The training plan will include the following information for the project:
Purpose/training objectives
Curriculum/training scope
Subject matter/materials to be provided/presented
Requirements
Roles and responsibilities
Techniques and tools to be used (instructional, hands-on, etc.) Potential participant pre-requisites
Equipment set-up needed
Schedule
Preliminary indication of how many hours per subject matter are envisioned The curriculum discussion will break out the individual training modules, the material to be included in the module, and the expected duration. The goal of this plan is to provide the agencies with the planned training so that they can ensure that the necessary resources are available to get the most out of the training that will be provided.
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6-4.11. Resource Analysis
A key component of the operations and maintenance plan is the amount and/or type of resources available. The agency has the option of two (2) types of resources:
1) “In-House” – Staff directly on Agency/City’s payroll, and 2) “Contract” – Staff that the Agency/City can hire to provide services that current City staff cannot provide in a cost-effective manner.
Each agency should consider their current workload and determine whether or not it will be necessary to contract additional operations and maintenance work to private contractors and/or consulting firms. This includes agencies that have already been maintaining their traffic signals and other field equipment with traffic signal maintenance staff/IT Department or outside contractors. For this reason, each agency must analyze their current resources.
6-5. PROJECT SCHEDULE
The project schedule has been broken down by decision gates. Table 6.3 identifies the initiation of activities for each decision gate and their anticipated completion.
Table 6.3 – Project Schedule
Decision Gate Activities Initiation Activities Completion Data Collection & Inventory September 2022 December 2022 Intelligent Transportation Systems (ITS) Master Plan December 2022 December 2024 Authorization to Proceed with Construction TBD TBD
System Design TBD TBD
Select System Contractor/Integrator TBD TBD
Construction/Integration TBD TBD
Systems Operations and Maintenance Support Services TBD TBD
Development of System Engineering Management Plan (SEMP) December 2024 6-30
6-6. SYSTEMS ENGINEERING PROCESS
This section describes the intended execution of the systems engineering processes used to develop the system. These processes are generically described in the Systems Engineering Guidebook for Intelligent Transportation System and identified in the VEE life cycle technical development model as shown in the figure below.
The system requirements are identified based on alternative analysis used to meet the needs of the region’s overall goal and each agency’s specific requirements. After alternatives are selected, a system architecture and functional design that can be reviewed and verified is created. The identification of system requirements allows the user to verify the operation of system components during the integration of the system.
6-6.1. System Requirements and User Needs Analysis
The system requirements consider what the system will accomplish functionally, how it is to perform, and under what conditions it is to operate.
In this step, the tasks, or activities (the “functions”) that are performed by each ITS element in the region are defined. Functional requirements are associated with the ITS elements that are associated with one or more subsystem. When we refer to ITS elements in this section, we are referring to ITS elements that are associated with one or more ITS subsystems.
Functional requirements are one of the required components of a regional ITS architecture. The requirements of the system are established to provide a clear vision of what the expectations are for the updated Intelligent Transportation System (ITS) technology platforms. The needs are established to Development of System Engineering Management Plan (SEMP) December 2024 6-31
provide a solution to a problem. The performance requirements define what the system must do.
Functional requirements define how the system must do it. Upon integration of the project, each requirement should be verified to ensure the system needs are being met. The basic user needs and associated requirements for the project are described on the following pages.
Table 6.4 highlights a high-level assessment of
the user needs and requirements for the
proposed Traffic Signal and Intelligent
Transportation Systems for each agency,
including Caltrans District 7 and the County of
Los Angeles. It summarizes the user needs (e.g.,
the ITS element, communication, or system
component), and the associated performance
requirements, functional requirements, and
conformance requirements.
Development of System Engineering Management Plan (SEMP) December 2024 6-32
System Engineering Management Plan
Table 6.4 – User Needs and Requirements for Updated Traffic Signal & Intelligent Transportation Systems – City of Pico Rivera No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
1.0 Provide Advanced Transportation
Controllers (ATC) for interoperability
with latest ITS technologies
Mandatory (M)
Optional (O)
1.1 Conforms to latest ATC 5201 v06
Specification M
1.2 ATC Engine Board/CPU (Linux) M
1.3 Ethernet IP Communications Module M
Required for interconnection
to IP based traffic signal
network
1.4 Applications Programming Index (API) M
Used to interface other
available programming at
controller level
1.5 Backwards compatible with existing
signal hardware M
1.6 Provide Ethernet IP interface at local
cabinet level M See items 3.0 and 4.0 for requirement
2.0 Provide Ethernet/IP-based
Communications for two-way
transmission of traffic data and
network video images for entire traffic
network
Mandatory (M)
Optional (O)
2.1 IEEE 802.x standard M
2.2 Utilize redundant routing technology for
automatic link repair of network M
2.3 Layer 2 transport shall be at
Aggregation/Access layer M
2.4 Layer 3 transport shall be at
Core/Aggregation layer M
2.5 Integrate into existing Ethernet IP
networks O
New signal network should
not interfere with existing
signal networks
2.6 Utilize dedicated IP schema for traffic
signal/ITS network M
3.0 Provide Fiber Optic cable technology
for high-speed backhaul transmission
of traffic data and network video
images
Mandatory (M)
Optional (O)
Development of System Engineering Management Plan (SEMP) December 2024 6-33
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
3.1 Cable type shall be Single Mode Fiber
Optic (SMFO) type, ITU 652.D compliant
or better
M
3.2 Local fiber optic links shall be 1000
mbps/1 Gigabit O Signal-to-Signal, Signal-toHUB
3.3 Back-haul fiber optic links shall be 2.5
Gigabit-10 Gigabit O HUB-to-HUB, HUB-to-Core, Core-to-Core
3.4 Interface to Ethernet Access Switch
(EAS) at local cabinet level M New EAS required at local cabinet level
3.5 Interface to Ethernet Core Switch at
City Center level M Update Ethernet Core Switch at City Center level
3.6 Installation of new cable to utilize
existing conduit to fullest extent O
3.7 New underground required at
specific locations O
3.8 Fiber to terminate at patch panels for
all cabinet terminations M
3.9 Fiber to terminate at fiber
distribution unit at all HUB
locations/City Centers
M
4.0 Provide Wireless Ethernet Broadband
for two-way transmission of traffic
data and network video images
Mandatory (M)
Optional (O)
4.1 Local wireless link to operate in 5GHz
range (FCC Unlicensed) O
4.2 Local wireless link shall be no less than
300 mbps aggregate M
User bandwidth shall be
dependent on real-world
conditions and final
adjustment
4.3 Back-haul wireless link to operate in 6 GHz
– 80 GHz range (FCC Licensed) O
4.4 Back-haul wireless link shall be no less
than 833 mbps aggregate M
User bandwidth shall be
dependent on real-world
conditions,
4.5 C-V2X shall be deployed and accessible at
the local cabinet level O Site conditions TBD
4.6 Interface to Ethernet Access Switch
(EAS) at local cabinet level M New EAS required at local cabinet level
4.7 Clear line of sight shall be obtained
for all wireless links O
Development of System Engineering Management Plan (SEMP) December 2024 6-34
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
4.8 Requires installation of new wireless
mast pole/foundation O
4.9 Utilize existing mast pole for radio
antenna mounting O
4.1 Provide wireless assessment for final
wireless placement M Wireless alternative to fiber optic cable at select locations
5.0 Update centralized Advanced Traffic
Management System (ATMS) for
remote command & control of traffic
signal network
Mandatory (M)
Optional (O)
5.1 Client/Server Architecture M
5.2 User friendly graphical user interface
(GUI) M
5.3 Scalable/Expandable to agency needs M Size and scale dependent upon agency
5.4 Provide overall system map M
5.5 Provide local intersection graphics M
5.6 NTCIP integration of 3rd party sub-systems
(CCTV/CMS/Arterial Management.) O
Sub-system can be standalone or integrated into
ATMS system
5.7 Requires dedicated space/power for
hardware components M On-site server space required
5.8 Requires Ethernet IP interconnection
for local traffic signal controllers to
display on the system
M
6.0 Provide Automated Traffic Signal
Performance Measures (ASPTM),
Purdue Coordination Diagrams (PCD)
Mandatory (M)
Optional (O)
6.1 High-resolution data recorded at 0.1 per
second intervals M
6.2 Utilizes a database server for export of
data collection M
6.3 Displays output in easy-to-understand
graphics M
6.4 Defines approach volumes, speeds,
delays, arrivals on green/red M
6.5 Requires upgraded vehicle detection
at local intersection and advanced
detection level.
M
Development of System Engineering Management Plan (SEMP) December 2024 6-35
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
6.6 Requires upgraded traffic signal
controller software O Conform to current ATC controller specification
7.0 Provide HD IP CCTV cameras for realtime surveillance of traffic signal network
Mandatory (M)
Optional (O)
7.1 IEEE Ethernet based; IP compatible M
7.2 Full Pan Tilt Zoom (PTZ) functionality M
7.3 Utilizes PoE technology for camera power O
7.4 Utilizes Video Analytics for smart camera
detection O
Camera shall be able to
utilize integrated or 3rd party
analytics
7.5 Ruggedized hardened unit, IP67 (or
latest) specification M
7.6 CCTV camera shall be accessible
through HTTP based web service M
7.7 Requires installation of new CCTV
mast pole/foundation O
7.8 Utilize existing mast pole for CCTV
camera mounting O
8.0 Provide Video Management System
(VMS) for network video streaming of
HD IP CCTV cameras to TMW center
Mandatory (M)
Optional (O)
8.1 Client/Server Architecture M
8.2 User friendly graphical user interface
(GUI) M
8.3 Scalable/Expandable to agency needs M Size and scale dependent upon agency
8.4 ONVIF compliant for interface to cameras
by different manufacturers M
8.5 Integration of 3rd party video analytics to
provide for object detection O
8.6 Requires dedicated space/power for
hardware components M On-site server space required
8.7 Requires Ethernet IP interconnection
for local IP CCTV cameras to display
on the system
M
Development of System Engineering Management Plan (SEMP) December 2024 6-36
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
9.0 Provide Arterial Management System
(Bluetooth/Wi-Fi) detection
technology along project arterials
Mandatory (M)
Optional (O)
9.1 Advanced roadside Bluetooth detection
up to 300’ M Use if this is the agency’s preferred technology
9.2 Advanced roadside Wi-Fi (2.4 GHz)
detection up to 300’ M Use if this is the agency’s preferred technology
9.3 GPS/SIM card/Solar power capable M
9.4 Utilize existing roadside controller
cabinet to mount hardware O
9.5 Utilize existing mast pole for
hardware antenna mounting O
10.0 Provide Arterial Performance
Measures (Travel Time/OriginDestination/Volumes) utilizing Arterial Management System
Mandatory (M)
Optional (O)
10.1 System manages, collects, and processes
detection data M
10.2 Generates travel time, speed reports,
intersection delay and origin-destination
patterns
M
10.3 Dedicated database server required for
data collection M
10.4 Requires dedicated space/power for
hardware components O On-site server space required
10.5 Cloud-based subscription service O No on-site server hardware required
11.0 Provide Dynamic Message Signs
(DMS)/ Changeable Message Signs
(CMS) for dissemination of Transit
Information to the motoring public
Mandatory (M)
Optional (O)
11.1 Full Color/Amber LED sign panels shall
conform to Caltrans standard M
11.2 Client/Server Architecture M
11.3 Remote sign configuration by use of
graphical user interface (GUI) M
11.4 MUTCD/NTCIP compliant M
11.5 Requires installation of new CMS
mast pole/foundation M
11.6 Requires new high-voltage service
(240v) M
Development of System Engineering Management Plan (SEMP) December 2024 6-37
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
11.7 Provide interface to Ethernet IP
network M
Interconnection to local
traffic network dependent on
agency
12.0 Transit Signal Priority (TSP) / Bus Rapid
Transit (BRT)
Mandatory (M)
Optional (O)
12.0.1 Prioritize calls M
12.0.2 Adhere to bus headways M
12.0.3 Secure communications system M
12.0.4 Receive automated maintenance alerts M
12.0.5 Configure phase selectors remotely M
12.0.6 Track intersection activity in real time M
12.0.7 Central Management or Monitoring
System M
12.0.8 Prioritize calls M
12.0.9 Activate signal priority based on
estimated time of arrival or distance M
12.0.10 Receive information from all directions
from intersections M
12.0.11 NTCIP Compliant M
12.0.12 Priority Request Generator M
12.0.13 Priority Request Server M
12.0.14 TSP operation during “Free”
operation shall increase the green
time provided to transit phase/s and
decrease the green time to the nontransit phase/s without interrupting the normal phase sequence.
M
12.0.15 TSP operation during coordination
shall increase the green time
provided to transit phase/s and
decrease the green time to the nontransit phase/s without adverse impact to signal coordination
M
12.0.16 Provide capability to extend or
shorten green intervals M
Development of System Engineering Management Plan (SEMP) December 2024 6-38
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
12.0.17 Provide transition back from priority
mode that retains coordination M
12.0.18 Secure on-board vehicle equipment M
12.0.19 Interface to signal control system and
communications system M
12.0.20 Utilize RSU and C-V2X as interface to
local signal controller O
13.0 Provide a Local Traffic Management
Center (TMC) for advanced traffic
management for agency staff
Mandatory (M)
Optional (O)
13.0.1 Provide designated area to house all
necessary hardware/software, agency
staff & equipment
M
13.0.2 Client/Server Architecture deployment M
13.0.3 User friendly graphical user interface
(GUI) M
13.0.4 Interface to sub-regional TMC/ATMS
systems
M
13.0.5 Provide Center-to-Center communication M
13.0.6 Provide interface to local SoCal 511 transit
service M
13.0.7 Provide local fiber optic hard-line
connection for two-way
communications to traffic signal
networks
O
13.0.8 Provide public internet interface at
traffic signal network for Cloudhosting, AWS, etc. O
13.0.9 Establish VPN connection for agency
remote access
M
13.0.10 Integrate all ATMS, VMS, Arterial
Management, CMS, and Connected
Vehicle infrastructure
O
14.0 Provide Connected Vehicle
infrastructure (V2X) for deployment of
Connected Vehicle Programs
Mandatory (M)
Optional (O)
14.0.1 Provide Connected Vehicle Infrastructure M V2V, V2I, V2P Infrastructure Development of System Engineering Management Plan (SEMP) December 2024 6-39
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
14.0.2 Provide Connected Vehicle
Communications (C-V2X) M Local intersection level
14.0.3 Deploy Connected Vehicle Application
(OBU, RSU, Database, V2X Apps) M
14.0.4 Integrate Connected Vehicle
technology into existing ATMS
systems
O
14.0.5 Utilize existing roadside controller
cabinet to mount hardware O
14.0.6 Utilize existing mast pole for
hardware antenna mounting O
14.0.7 Provide interface to Ethernet IP
network M
14.0.8 Provide test bed phase function of
Connected Vehicle program M
14.0.9 Provide basic V2X parameters such as
SpaT, MAP, BSM, and TIM messages O
14.0.10 Interface RSU and C-V2X technology
to other 3rd party applications; such
as TSP, safety, others.
O
15.0 Provide Integrated Corridor
Management (ICM) integration
platform for arterial/freeway incident
management systems via ATMS
Mandatory (M)
Optional (O)
15.1 Provide enhanced response time to
incident management M
15.2 Provide improved reliability of travel time
throughout the valley M
15.3 Enable intermodal travel routing
dissemination M
15.4 Integrate into existing ATMS systems O
15.5 Interface to separate Incident
Management system M
15.6 Interface to separate Freeway
Management system M
16.0 Provide Inter-Agency Communication
(C2C, C2F) for sharing of traffic
information across jurisdictional
boundaries
Mandatory (M)
Optional (O)
16.1 NTCIP Communication standard M
Development of System Engineering Management Plan (SEMP) December 2024 6-40
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
16.2 Data objects shall adhere to TMDD
standard definitions M Specific set of objects to be defined
16.3 Sharing of video images accomplished
through open standard protocols O
16.4 Physical LAN interconnection of fiber
optic cable from center-to-center O
16.5 Web interface WAN connection via
internet service provider O
16.6 Dedicated VPN connection via
Firewall VPN appliance M
Required at both the
transmit and receive end of
each connection
17.0 Provide Smart Cities Applications
Mandatory (M)
Optional (O)
17.0.1 Support Smart ITS technologies M
17.0.2 Connected vehicles/autonomous vehicles O Dependent upon selected system
17.0.3 Smart city fleet system O Dependent upon selected system
17.0.4 Smart parking system O Dependent upon selected
system
17.0.5 Smart roadway lighting system O Dependent upon selected system
17.0.6 Vehicle electrification system O Dependent upon selected system
17.0.7 Smart universal payment system O Dependent upon selected system
17.0.8 Integrate to Ethernet IP network O
17.0.9 Integrate to legacy systems O
17.0.10 Cloud-based subscription service O
17.0.11 Integrate connected
vehicles/autonomous vehicles M Mandatory for selected system
17.0.12 Integrate smart parking systems M Mandatory for selected system
17.0.13 Integrate smart roadway lighting
systems
M Mandatory for selected
system
17.0.14 Integrate vehicle electrification
stations M Mandatory for selected system
17.0.15 Interface to signal control system and
communications system M Mandatory for selected system
Development of System Engineering Management Plan (SEMP) December 2024 6-41
No. User Need Functional Requirement Performance Requirement Conformance Comments / Agencies
17.0.16 Integrate smart universal payment
system
M Mandatory for selected
system
18.0 Communication Backbone for Smart
Cities Applications
Mandatory (M)
Optional (O)
18.1 IEEE 802.X standard M
18.2 Utilize redundant routing technology for
automatic link repair of network M
18.3 Layer 2 transport shall be at
Aggregation/Access layer M
18.4 Layer 3 transport shall be at
Core/Aggregation layer M
18.5 Communications over fiber, wireless,
and Ethernet over copper O
18.6 Integrate into Ethernet IP networks M
18.7 Utilize dedicated IP schema M
18.8 Cloud-based subscription service O
Development of System Engineering Management Plan (SEMP) December 2024 6-42
6-6.1. System Alternatives Analysis
The system requirements consider what the system will accomplish functionally, how it is to perform, and under what conditions it is to operate. System alternatives shall be analyzed as part of the SE process, and for the most efficient and reliable communication system to accomplish the defined user needs of the agency. Overall, a fiber optic network would be the best solution for an area wide communication infrastructure that would serve all proposed and future ITS needs. However, the installation of new underground conduit is at times cost prohibitive, that may require additional resources and environmental clearance, which may lengthen the approval and implementation process. Therefore, the alternatives have been divided between the “near-term” scenario and the “long-term” scenario, where the “near-term” scenario prioritizes using high-bandwidth wireless technology while the “long-term” scenario emphasizes installing new fiber optic cable and conduit.
Therefore, a system alternative analysis was conducted to identify other forms of Ethernet/IP-based communications that will provide communications as an alternative to the installation of new fiber optic cable and conduit. The following summarizes these communication alternatives:
“Near-term” System Architecture: Another form of Ethernet/IP-based communications, this scenario would utilize licensed PTP wireless technology to complete communication back-haul links over long distances, or from center-to-field communication hub, or center-to-center. Existing 5 GHz wireless Ethernet communications for local links as seen in Figure 6.3 would be upgraded to late-model MIMO 5GHz wireless technology. Corridors or intersections where wireless radios do not currently exist would be provided with new high-bandwidth wireless technology, including intersections that currently have GPS Synchronization Clocks. High-bandwidth wireless Ethernet typically requires more sophisticated equipment and may incur additional licensing fees to operate within licensed bandwidth ranges. It also requires the equipment to be mounted at strategic locations (e.g., mounted on towers, poles, water tanks, top of buildings, etc.) to provide the optimum wireless communication link. This includes mounting equipment at specific heights, clearance of major obstructions, and meeting line-of-sight requirements. Most importantly, the City of Santa Fe Springs Traffic Signal and Street Lighting Division would continue to maintain the signals in the City of Pico Rivera. Meanwhile, the signals that are currently hosted at the County of Los Angeles’ TMS, KITS, would continue to do so. The City of Pico Rivera would continue to own and operate their signals. All of the City’s signalized intersections would be upgraded with new 2070 ATC signal controllers. Necessary improvements would be made to the County’s TMS to account for the upgrades being made in the City. A new PC workstation would be proposed and installed at the City of Pico Rivera’s City Hall so that they could monitor their signals over VPN connection. Privileges to remotely command and control the system would be coordinated with the County of LA, if needed.
“Long-term” System Architecture: Under this scenario, a new cloud-based ATMS will be established for the City to use. A majority of the City’s signals will be integrated onto the new ATMS. The County of LA would still be able to connect for regional synchronization; via a proposed Development of System Engineering Management Plan (SEMP) December 2024 6-43
Cloud-based connection. The signals would be connected citywide via new conduit and fiber optic cable being installed on project corridors as defined in Chapter 3 of the City’s ITS Master Plan Report. For any signals that are in last-mile locations, 5GHz wireless Ethernet communications or alternate technology, such as 4G LTE could be installed at these signalized intersections. For corridors that run through Caltrans jurisdiction at freeway ramps, coordination would have to take place between the City, the Design Team, and Caltrans. In addition, a new Traffic Management Workstation (TMW) would be provided for the City at their City Hall. A standalone high-powered PC workstation and 65” monitor would be required to run all of the CMS/VMS/AMS/ATMS operations and programs. A 19” server rack in the IT Data closet of the City Hall would be provided for traffic and video database.
For Operations and Maintenance (O&M) purposes, the City of Pico Rivera could now start evaluating whether to start maintaining their own traffic signals and no longer rely on the City of Santa Fe Springs Traffic Signal and Street Lighting Division under a contract. However, if the City of Pico Rivera does not want to maintain their signals and wish to have the City of Santa Fe Springs Traffic Signal and Street Lighting Division continue to do so, it is suggested to build a "satellite” TMC at the City of Santa Fe Springs facility instead for remote operations and maintenance of the agency traffic signals. Satellite TMC Improvements would be based on functional requirements of the new system.
6-6.2. DEFINE INTERFACES
The City of Pico Rivera system elements have been defined, the regional needs and services are understood, and an operational concept is being developed with viable integration opportunities for the region in a broad sense. In this step, the connections between ITS elements are identified, creating a “framework for integration” that will support the exchange of information between ITS elements. 6-6.2.1. Interconnect Process
The inventory needs and services, operational concept, and functional requirements lay the groundwork for evaluation of which ITS elements should connect to each other. Based on the existing system inventory and ITS evaluation, a preliminary set of connections will be further identified in the following chapters, Concept of Operations and Inter-Agency Communications Needs.
Typically, all that is being identified at this point are connections or “interconnects” between ITS elements. The specific information that is exchanged on each interconnect is not defined until the next step in the process. It is an iterative process, but this Interconnect step will be used to filter to all connections as early in the process as possible.
Development of System Engineering Management Plan (SEMP) December 2024 6-44
6-7. REGIONAL ITS ARCHITECTURE IMPLEMENTATION
One of the requirements of the SEMP is to consider the regional ITS initiatives. This section identifies the source of the CONNECT-IT (Connect and Integrate Transportation Technology), the regional ITS architecture for LA County, and other applicable ITS initiatives (e.g., service packages) that the City of Pico Rivera ITS Master Plan takes into consideration.
CONNECT-IT (Connect and Integrate Transportation Technology) is the regional Intelligent Transportation Systems (ITS) architecture for the LA County region. It is the blueprint for ITS project coordination and integration among public agencies. ITS applies communication and computing technologies to respond efficiently and proactively to demands for surface transportation-related services including safety and operations. As these demands increase in pace and complexity, staff benefit from coordinated project planning, deployment, and operations from both the technical and operational perspectives.
The Los Angeles County Metropolitan Transportation Authority (Metro) updated the regional ITS architecture in 2018 to bring the region into compliance with federal requirements and to make it consistent with the National ITS Architecture version 8.1.
As the masterplan for ITS integration and project coordination among participating public agencies like the City of Pico Rivera, it presents the opportunity for participants to make new ITS investments and create Smart City initiatives that will shape mobility in LA
County in the near future. It is a resource and tool
that provides guidance to stakeholders, regional
agencies, and local agencies throughout the ITS
project lifecycle including design, engineering, and
phase implementation.
The CONNECT-IT assists in defining high-level requirements in ITS design for specific project development.
It is consistent with federal requirements and the National ITS Architecture, and it supports a uniform regional approach to both the planning and deployment process.
Error! Reference source not found. summarizes the service packages that are associated with this project.
Table 6.5 Regional ITS Service Packages
Service Package Name Service Package Description
DM01: ITS Data
Warehouse (Planned)
Provides access to transportation data to support transportation planning, condition and performance monitoring, safety analysis, and research
PT09: Transit Signal
Priority (Planned)
Uses transit vehicle to infrastructure communications to allow a transit vehicle to request priority at one or multiple intersections.
Development of System Engineering Management Plan (SEMP) December 2024 6-45
Service Package Name Service Package Description
TM01: InfrastructureBased Traffic Surveillance
(Operate)
Includes traffic detectors, other surveillance equipment, the supporting field equipment, and Center to Field communications to transmit the collected data back to the TMC
TM02: Vehicle-Based
Traffic Surveillance
(Operate)
Uses probe data information obtained from vehicles in the network to support traffic operations
TM04: Connected Vehicle
Traffic Signal System
(Planned)
Uses both vehicle location and movement information from connected vehicles (CVs) and infrastructure measurement of nonequipped vehicles to improve the operations of traffic signal control systems
TM06: Traffic Information
Dissemination (Operate)
Provides driver information using roadway equipment such as changeable message signs (CMS)
TM07: Regional Traffic
Management (Operate)
Provides for the sharing of information and control among TMCs to support regional traffic management strategies
TM08: Traffic Incident
Management System
(Planned)
Manages both unexpected incidents and planned events so that the impact to the transportation network and traveler safety is minimized
As shown in Table 6.5, there are eight service packages that are considered in the City of Pico Rivera Regional ITS Master Plan, which illustrates that this project is in conformance with CONNECT-IT. The ITS service packages are directly connected to User Needs, many of which have been discussed in this master plan in-depth.
6-8. TRANSITIONING CRITICAL TECHNOLOGIES
The migration from existing to new ITS elements and communication systems is a critical component in implementing new technologies. A complete communication or ITS upgrade cut-over can occur, however it needs to be properly planned. An overall communication architecture should be established that illustrates the links between all ITS field elements, field communication hubs, IT server room, City Hall and/or other City owned building locations during the design phase of the project. As the work occurs, a plan should be established that accommodates the legacy ITS system while implementing a new communications network. As the agency continues to implement new and future ITS improvements, they should look into the latest technologies to provide the backbone infrastructure to accommodate new and future improvements. Since the City Pico Rivera has differing levels of existing communication systems and how they interconnect to their traffic signals, system integration details will have to be determined during the design phase of the project.
Development of System Engineering Management Plan (SEMP) December 2024 6-46
6-9. INTEGRATION OF SYSTEM
A System Integrator will be procured by the City of Pico Rivera for the deployment of the various ITS recommendations into one integrated regional system as identified in the system architecture. The sequence of activities that will integrate software components into sub-systems, and sub-systems into entire systems will be defined. Integration and verification are intricately linked processes in which one follows the other until the entire system is ready for operational deployment. All integration activities should follow the sub-system guidelines. The following summarizes the system level design guidelines for the project and is based on the User Needs and Requirements for Updated Traffic Signal & Intelligent Transportation Systems in Table 6.4.
6-9.1. Installation of ATC Traffic Signal Controllers – User Need 1.0 The need for installation of the latest ATC model traffic signal controllers has been identified for the region. For agencies that require monitoring of ATSPM’s or propose to run Adaptive Traffic Signal Control (ATSC), new ATC controllers will be required. City and agency staff should be aware that removal and replacement of legacy controllers with new ATC models typically require new local timing data/sheets.
Additionally, each controller replacement will require a “4-way” flash operation while the new ATC controller is installed.
Typically, the process for implementing a new ATC controller or other ITS device into a network system includes the following:
Configure/set IP Address & VLAN Assignment(s) within the ITS Device/field equipment (e.g., controller, VIDs, IP switch, etc.)
Add ITS Devices to ATMS System through user interface (e.g., database, Map display, etc.) Add ITS Device’s IP Address & VLAN Assignment to Master spreadsheet (for documentation purposes)
Integration of the proposed ATC controller will be required at the central ATMS. Please note that the type of network modification needed when a user or field device is added to the system is to establish/configure the appropriate IP Address, port number, and verify proper communications to the central system.
6-9.2. Provide Ethernet/IP-based Communications – User Need 2.0 The communication systems guideline consists of different design elements connected together including fiber optic cable, wireless Ethernet broadband, Ethernet-over-copper (VDSL), Ethernet switches, patch cords and other various equipment. The design criteria for the regional improvement project are an Ethernet based private and secured Wide-Area Network (WAN). Essentially the data transmission medium for the proposed ATC/CCTV/Arterial Management/DMS/CMS/ATMS system (and other future trafficbased network systems), a strong Ethernet-based WAN is critical for viewing ITS elements in real-time.
Using existing/proposed fiber optic backbone cables, or wireless Ethernet back-haul links, we are able to design a robust WAN topology with proposed field communication hub locations. Similar to an enterprise Development of System Engineering Management Plan (SEMP) December 2024 6-47
campus LAN model, this network layout provides the local agencies with a foundation to build upon for future expansion. The typical proposed network layout includes:
1. Core Layer – City Hall Data Server Room (Layer 3)
2. Aggregate Layer – Field Hub Locations (Layer 2)
3. Access Layer – All connected field devices (Traffic Signal, CCTV, Bluetooth/Wi-Fi, Video Detection System, etc.)
Based on a network ring topology, new field communication HUB locations will be implemented to connect to all local field devices in a leaf ring format. Local Traffic/CCTV field data will be sent over 1,000 base fiber/wireless connection to each field communication hub location. All traffic data will be gathered at this point and sent to the core layer over a separate 2.5/10 Gigabit fiber uplink connection. Uplink connections will be made from each separate field communication hub location to City Hall core location.
As part of the regional network design, bandwidth calculation needs to be performed to account for adequate network performance. Error! Reference source not found. summarizes the typical network bandwidth calculations.
Table 6.6 Traffic Data Network Calculations – Typical Agency Use Case Pico Rivera 53 Intersections
ATC Traffic Signal Controller 0.5 Mbps
Video Detection Network Streaming 4.0 Mbps
Bluetooth/Wi-Fi Arterial Management
System
0.5 Mbps
HD IP CCTV Camera with PTZ Control
(each camera, dual streaming)
8.0 Mbps
Network Management – monitoring 10.0 Mbps
Future ITS/ATMS Traffic Data (including
adaptive control)
1.0 Mbps
Backhaul Assumption Actual Capacity
2.5/10 Gigabit
Backbone
Connection
All proposed ATC traffic signal controllers
(70 X 0.5 Mbps)
All proposed HD IP CCTV cameras
communicating (30 X 8.0 Mbps)
All proposed Video Detection network
streaming (60 X 4.0 Mbps)
35 Mbps
240.0 Mbps
240.0 Mbps
Development of System Engineering Management Plan (SEMP) December 2024 6-48
Backhaul Assumption Actual Capacity
All proposed Bluetooth/Wi-Fi detection
stations (40 X 0.5 Mbps)
ITS / ATMS Traffic Data (70 X 1.0 Mbps) –
“Future”
Network management monitoring
network devices
20.0 Mbps
70.0 Mbps
10.0 Mbps
Total 615 Mbps 2,500 Mbps
(a 25% load)
As indicated in the calculations above, an entire citywide Traffic Data network system is able to operate over 2.5 gigabit uplink connection at 32% load (typical). Additionally, each agency will have redundant 2.5 gigabit uplink connections minimum sharing the network traffic for even less load as part of the proposed improvement project. The design criteria will include implementation of advanced routing technology such as Layer 3 transport to accommodate Traffic/CCTV/Arterial Management/DMS/CMS and future VLAN’s, such as an adaptive traffic control network. This type of inter-VLAN communication also makes it possible to integrate other proposed ITS traffic applications, such as Adaptive Traffic Control Systems (ATCS), CMS/Parking etc. Therefore, communications network design shall provide enough capacity (bandwidth) for the proposed ITS traffic improvements and future ITS traffic data to be implemented when necessary.
6-9.3. Ethernet/IP based Communication over Fiber Optic Cable – User Need 3.0 The communication of field devices with a centralized traffic management center will depend on reliable Ethernet/IP-based communications over a fiber optic/wireless topology. The components of the system that will require integration include the following at a minimum:
Fiber Optic Cable allocations:
o Main Trunk Lines - 144
strands (backbone)
o Secondary Trunk Lines - 96
or 72 strands (distribution)
o Third Tier Trunk Lines - 12
strands (drop cables)
An Ethernet Access Switch (EAS)
installed at each traffic signal cabinet
to forward information from various
devices including the traffic signal
controller
Development of System Engineering Management Plan (SEMP) December 2024 6-49
A fiber patch panel at each traffic signal cabinet to connect the Ethernet switch to the fiber optic drop cable
A splice enclosure that connects the fiber optic drop cable to the fiber backbone/distribution cable
The fiber distribution unit (FDU) at the central field communication HUB/or other primary location that connects the fiber distribution cable to a central location over a gigabit Core Ethernet switch
A Layer 3 Ethernet switch installed at the central field communication HUB location that forwards information from various devices including traffic controllers and central traffic management software
6-9.4. Ethernet/IP based Communication over Wireless Ethernet Broadband – User Need 4.0
The communication of field devices with a centralized traffic management center will depend on reliable Ethernet/IP-based communication over a wireless point-to-multipoint (PTMP) topology. The components of the system that will require integration include the following at a minimum:
An Ethernet Access Switch (EAS) installed at each traffic signal cabinet to forward information from various devices including the traffic controller A Power-over-Ethernet (PoE) device at each traffic signal cabinet to provide power and data to the local wireless radio antenna
A clear line-of-sight to the adjacent wireless radio antenna Back-haul wireless radios will be required at the central field communication hub location that forward information from various devices including traffic controllers and central traffic management software
6-9.5. Provide Centralized Advanced Traffic Management System (ATMS) – User Need
5.0 It is recommended that the local agency upgrade to the latest version of each manufacturer’s ATMS software. The new ATMS systems provide the functionality of full Ethernet/IP-based communication, integration of ATC controllers and upgraded capabilities such as high-resolution data and peer-to-peer communication. Additionally, they also support expanded functions such as ATCS control, CCTV view and control, and 3rd party integration of isolated sub-systems like Arterial Management Systems, CMS software and ASPTM’s. Legacy Traffic Management Systems (TMS) do not have this capability. Therefore, agencies should consider upgrading concurrently with other late model ITS technologies to provide total visibility and control of these systems. The City of Pico Rivera does not have an ATMS platform at all, and thus should move to obtain an ATMS capable of all of the latest features including C2C connection.
Development of System Engineering Management Plan (SEMP) December 2024 6-50
6-9.6. Automated Traffic Signal Performance Measures (ATSPM) – User Need
6.0 Traffic signal performance measures help define whether an agency's traffic signal operations are operating within the agency's near and long-term goals. By collecting and automating the process of collecting data, conducting analysis, and generating reports, such as Purdue coordination diagrams, this data helps improve the agencies capability to improve their objectives. Similar to an ATCS system, upgraded vehicle detection is required when applying these measures. Lane by lane vehicle detection is a necessity to determine the total volume of cars at any given time.
6-9.7. HD IP CCTV Cameras – User Need 7.0
The need for High-Definition IP CCTV Cameras has been
proposed at selected high-volume intersections. The
intersections have been strategically chosen for intersections tilt/zoom capabilities that will allow city/agency staff to monitor traffic conditions at intersections and roadway segments, troubleshoot, and fine-tune intersection operations in real-time.
The surveillance images can be shared with other stakeholders including other City departments, other agencies, and the public via City/agency’s websites and/or mobile applications. Careful placement at the intersection should be considered to ensure proper line of sight so that the city/agency staff can manage and operate the intersections efficiently. Integration of the proposed IP CCTV cameras will be required at the central VMS system.
6-9.8. Video Management System (VMS) – User Need 8.0
A dedicated video management system is a complex
management system that administers the IP CCTV video
camera deployment of any given agency. Typically, these systems require dedicated hardware servers, additional
equipment and licensing fees to filter and decode the video streams. A cost analysis evaluation should be performed for each agency to determine whether a dedicated VMS system should be deployed. In lieu of a dedicated VMS system,
alternate "web viewer" based software programs provide similar CCTV control and can be used for sharing video images. Web viewer systems must first be evaluated based on CCTV camera type/model, as some CCTV systems require dedicated hardware servers.
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6-9.9. Arterial Management System – User Need 9.0
The need for monitoring floating car data along key arterial segments in the City of Pico Rivera is a priority. Bluetooth and Wi-Fi detection sensors and processing units should be placed at specific locations along key project corridors to transmit unique MAC address data to the central TMC location.
Backend software has the ability to host a server at the TMC or subscription based in the Cloud. Unique algorithms have the capability to calculate travel times, speeds, volumes, and origin-destination along a corridor.
6-9.10. Arterial Performance Measures – User Need 10.0
By deploying vehicle detection stations utilizing the
latest Bluetooth/Wi-Fi and magnetometer
technology, agencies are able to export this data and
monitor important variables such as travel time,
origin-destination, speeds, volume, occupancy and
more. This information is obtained by either Wi-Fi or
Bluetooth re-identification with anonymous MAC
addresses. Strategic placement of these roadside
units should be planned based on use. Mid-block units may detect free-flow arterial traffic, while intersection-based units monitor traffic speeds. Both cases should provide a wireless/hard-lined connection to the traffic data network. If this cannot be accomplished, the use of 3G/4G cellular communications is an option.
6-9.11. Changeable Message Sign (CMS) Signage – User Need 11.0 The need to disseminate traffic and transit information to the motoring public is an important factor in ITS technology. Changeable Message Signs (CMS) or Dynamic Message Signs (DMS) are signs that display electronically generated messages. The location and placement of such signs typically conform to Caltrans standard for height and placement within the median or shoulder. Longitudinal placement of CMS signs generally depends on the posted speed limit and whether it falls within a business/residential district or urban roads. Signs are legible up to 1 mile away. Dedicated CMS signs also typically require their own dedicated power source and connection to the Ethernet IP network. If this is not feasible subscription based 3G/4G cell modem will suffice.
Integration of each CMS sign will be required with the central CMS software. The CMS or DMS structural elements aesthetics can be designed in accordance with the community guidelines and/or requirements.
Development of System Engineering Management Plan (SEMP) December 2024 6-52
6-9.12. Transit Signal Priority/
Bus Signal Priority (BSP) – User Need
12.0 The City of Pico Rivera is currently
working with LA Metro on the NextGen
Countywide Signal Priority (CSP)
Upgrade and Expansion Project. This is a
Bus Signal Priority (TSP) Project for Line
108, which is on Slauson Avenue and
includes the following signalized
intersections: Slauson Ave at Rosemead
Blvd, Slauson Ave at Crossway Dr, and
Slauson Ave at Paramount Blvd. As part
of this project, signal priority will be
provided for Metro buses on Line 108,
using CSP technologies to implement the
priority element. These CSP technologies
like wireless radios have been
successfully demonstrated previously to enhance Metro BRT services, resulting in substantial travel time savings for the public without negatively impacting the overall transportation network. This project began in 2021 and is expected to be completed in 2024. Line 108 currently exists but does not have these CSP technologies. It begins at Slauson Ave at Rosemead Blvd and travels westbound towards South Los Angeles.
Per LA Metro, the controllers at the aforementioned three signalized intersections will need to be upgraded to 2070 ATC Signal Controllers so that the new CSP devices can be installed and utilized. These new signal controllers will need to be provided by the City of Pico Rivera as they are not part of the NextGen CSP Upgrade and Expansion Project. New signal controllers at these intersections are part of the City of Pico Rivera ITS Master Plan. Once the new signal controllers have been installed and construction can move forward, the City of Pico Rivera will be responsible for the following:
Providing LA Metro with the existing as-built plans of the necessary intersections Coordination with LA Metro during design, installation, and testing (including review and providing access to each intersection’s signal controller) Updating any timing sheets
Providing space in the existing signal cabinets for the installation of WLAN equipment Issuing encroachment permits at no cost to LA Metro
Authorizing LA Metro to obtain traffic signal control firmware to operate CSP The City of Pico Rivera will continue to own and operate its local traffic signal control system and equipment. Finally, the City can disconnect CSP hardware as deemed necessary and alert LA Metro of the change.
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The City of Downey will also be implementing Bus Signal Priority (BSP) for various corridors in their city including Telegraph Road. This will be important since the City of Pico Rivera currently operates and maintains one signal along telegraph Road (Rosemead Boulevard/Telegraph Road). A future Memorandum of Understanding (MOU) may be needed between both agencies or City of Pico Rivera could possibly consider turning the signal ownership and operations over to the City of Downey since they already operate 5 out 6 signalized intersections along that particular stretch.
TSP is a significant and effective strategy to improve service and reduce delay for mass transit vehicles at intersections controlled by traffic signals. 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, light-rail, trains, and streetcars — are on the road less, which reduces fuel and fleet costs for more profitable operations. Key components of TSP system consist of two primary components:
1. Priority request generator (PRG) – located on transit vehicles
2. Priority request server (PRS) – located inside traffic signal cabinet The PRG determines whether a vehicle needs preferential treatment (priority), and if so, to communicate the vehicle’s request for priority to the PRS. The PRS server receives and prioritizes priority requests from different PRG generators and communicates the service request to the traffic signal controller. Transit and traffic management centers often serve as a role to monitor and maintain system performance and operations.
Bus Service Priority (BSP) offers local transit agencies like Metro and Foothill Transit priority at signalized intersections or along dedicated project corridors. BSP uses the similar technology to Transit Signal Priority (TSP) 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 and announcing itself to the upstream intersections. Therefore, the Development of System Engineering Management Plan (SEMP) December 2024 6-54
result is a continuous steady green band throughout the corridor. Local agencies would have to install additional equipment at the signal controller cabinet level, while the transit agency installs BSP equipment on-board, similar to the PRG/PRS system. Furthermore, the system is typically operated separately from a centralized traffic management system and requires its own centralized hardware and software. 6-9.13. Local Traffic Management Center Improvements – User Need 13.0 The City of Pico Rivera has stated that they do not want a physical Traffic Management Center (TMC). Currently,
the City does not have space at their City Hall, City Yard, or other City-owned building where they can dedicate
physical space for a new TMC. In addition, the City
currently does not have the staffing that would be
available to operate the new TMC. They would like to
obtain a new ATMS service that is cloud based where City employees can access the system to view what is going
on and manage the system.
As part of the “long-term” improvements, several TMC like improvements will be implemented as part of the Traffic Management Workstation (TMW). A standalone high-powered PC workstation and 65” monitor will be provided at the City Hall required to run all of the AMS/ATMS/CMS/VMS programs and operations.
A 19” server rack would be provided in the IT Data closet of the City Hall for traffic and video database.
These smaller improvements would be part of the City’s proposed traffic network.
The City of Pico Rivera could always change their mind and build a new TMC if they would like. A Local TMC is a key goal for providing advanced traffic management and monitoring at the local agency level throughout the City of Pico Rivera and providing a direct link to a sub-regional TMC. Based on the links to a sub-regional TMC, the local TMC would be able access and/or view and monitor the traffic control, video, and ITS elements from the local roadside elements. From this perspective, a local TMC (City) may only contain a single ATMS workstation that connects to the sub-regional TMC.
A complex set of varying interfaces must be established for a successful working deployment. Trained staff must monitor and maintain the traffic signal network, demarcation of hardwired/fiber optic/wireless signal communications will need to be brought into the building, and designated space/IT space is required for each system. Overall, the goal is to view, operate, and manage the city/region’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.
Standard equipment that is required for basic TMC operations is similar to the following items as discussed in the Regional TMC section (see Regional TMC section for details):
Video Wall/Controller
Control Room IT Server/Data Equipment and Racks
Development of System Engineering Management Plan (SEMP) December 2024 6-55
Dedicated Electrical Service/HVAC
Cables and Raceways
ATMS Servers
Workstation(s)
6-9.14. Connected Vehicle (CV) Infrastructure Design – User Need 14.0 Unlike traditional traffic network deployments, Connected Vehicle technology is present and must be accounted for during the initial design phase. Wireless design guidelines must be established with a strategic deployment plan within a given project area. If designated, a new wireless communication installation would be able to transmit adjacent point-to-point traffic data in addition to localized C-V2X radio
communications. If this cannot be established from point-topoint, additional or stand-alone 5.9 GHz C-V2X radio units must be strategically placed/powered at mid-block locations. Ideally an unrestricted line of sight must be established from one radio to the next, providing overlap within a 300 meter range. This provides complete coverage within a connected vehicle network.
A Connected Vehicle platform has many parts that need to be in place for it to be working on the street successfully. Whether these solutions are provided by the Original Equipment Manufacturer (OEM) or 3rd party integrators, generally there are four (4) different areas of CV technology that need to be implemented for a working deployment. These areas are:
On-board Unit (OBU) – Vehicle/Pedestrian/Bicyclist
Road-side Unit (RSU) - Traffic Signal/Lighting Standard V2X Middleware - Data Services/Background Processes
V2X Applications (Apps) - Human Interface/Message Format
For a successful deployment of a CV Program in the City of Pico Rivera, stakeholders must establish standards and policies to use new technologies and support tools for real-time needs and to meet longterm public policy objectives. Development of a cost/benefit analysis should be performed and lessons learned through implementation on high priority CV applications. 6-9.15. Integrated Corridor Management (ICM) – User Need 15.0 Through an ICM approach, transportation professionals manage the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole. Transportation networks will realize significant improvements in the efficient movement of people and goods through institutional collaboration and aggressive, proactive integration of existing infrastructure along major corridors.
Development of System Engineering Management Plan (SEMP) December 2024 6-56
The key to ICM is integrating existing/proposed ITS and management efforts, between freeways (e.g., I-5 and I-605) and local arterials (e.g., Telegraph Rd, Slauson Ave, Rosemead Blvd, Washington Blvd, Whittier Blvd, Beverly Blvd, etc.) with new concepts and relationships to develop a coherent multi-modal, multijurisdiction, corridor-wide transportation management system. Several sub-management systems, such as Freeway Management Systems, Incident Management Systems, Arterial Management Systems, and Special Events Management Systems promotes multi-modal management that supports real-time traffic management, and cooperatively develop and implement real-time (active) traffic management.
ICM promotes multimodal management that supports real-time traffic management, cooperatively develop, and implement real-time (active) traffic management to optimize flow, safety and aid regions and the State to meet greenhouse gas reduction (GHG) targets from transportation. Key multi-agency support and commitment is required to successfully deliver an ICM project, including:
Institutional Integration - Coordination to collaboration between the City of Pico Rivera, Caltrans, and the local cities will be very essential if the studied corridors can be managed as a cohesive system, and a large part involves developing a community of stakeholders who can address corridor needs in a collaborative way. This active collaboration, ongoing organizational cooperation and a more "corridor-centric" perspective, is at least as important as the technical tools available to manage the studied corridors.
Operation Integration - Joint multi-agency operational objectives and strategies to manage and balance the total capacity and demand of the corridor Multi-agency and cross-network operational strategies; and Technical Integration - Sharing and distribution of information, and system operations and control functions to support the immediate analysis and response.
A key institutional element is to build consensus with Caltrans and the local jurisdictions who operate the arterials and maintain all the traffic control and ITS infrastructure, and these agencies will need to express interest, support, and commitment to the project. It will need to involve the stakeholders very closely to achieve selection of the studied corridors.
Depending on a selected evaluation criteria for corridors and segments, corridor management can include active monitoring of all modes and facilities within the corridor, management techniques such as ramp metering, arterial signal synchronization, incident traffic management, advanced traveler information system, and other advanced technologies and techniques to manage and balance demand throughout the corridors. It is anticipated that some of the following strategies can be included as part of the selection criteria of the ICM corridors and segments:
Development of System Engineering Management Plan (SEMP) December 2024 6-57
Freeway Management
Strategies
Adaptive Ramp Metering - Incorporate System-wide Adaptive Metering System
- Coordinated ramp meters
- Incorporate Queue Detectors -
Designed to alleviate spill back onto
local streets
Mainline (Incident)
Management System
- End of Queue Warning using Variable
Speed Limit
Incident Management
Strategies
Active Traffic Management
Capabilities
- Reduce secondary incidents using
Variable Advisory Speed Signs (VASS)
- Close Lanes using Lane Usage Signs
(LUS)
Implement Response Plans - Use Arterial Trailblazer Signs - Use Arterial Signal Timing Flush Plans
Arterial Management (Incident
Response Strategies)
Arterial Management
Capabilities
- Use of signal synchronization along
project corridors
- Incorporate local agency traffic signal
operations
- Use of ITS elements including: CCTV
System, Bluetooth / Wi-Fi systems, CV2X radios
- Use of transit signal priority and
emergency vehicle pre-emption
Transit Management Strategies Transit Management
Capabilities
- Preferential Signalization using transit
signal priority ramp meter Bypass-HOV
- Incorporate Park and Ride Facilities and
provide real-time information
- Provide transit traveler information -
travel times, directions to transit
facilities
Traveler Information Strategies Traveler Information
Capabilities
- Use of ITS elements including:
information display board (IDB),
highway advisory radio, and changeable
message signs (CMS)
- Integration with future alternative
modes of transportation Transmit
Freeway travel times and comparative
transit travel times
- Integration with SoCal 511 System,
RIITS, IEN
In order to achieve the project ICM goals to increase corridor throughput, improved travel time reliability, improved incident management, and enabled intermodal travel decisions, the project will need to define performance requirements, including a decision support system and a set of performance metrics that reflects the characteristics of the City of Pico Rivera.
Development of System Engineering Management Plan (SEMP) December 2024 6-58
6-9.16. Inter-Agency Communications – User Need 16.0
Center-to-Center (C2C) communications is an important
objective of the City of Pico Rivera traffic signal
synchronization project. The goal is to provide shared two-way traffic data and CCTV video feeds across jurisdictional boundaries. The first step in establishing C2C communications is identifying center-to-center intertie points. For instance, locations along city boundaries with shared fiber optics can provide for a high-bandwidth connection to each TMC center for shared traffic data and video images using a dedicated fiber optic backbone. A fiber sharing plan should be
established, with dedicated fiber strands physically connecting to each TMC. This shall be implemented through the planning process and agreements shall be established to maintain the physical connection including the use of traffic data and video feeds. For agencies that are not physically able to connect to a shared fiber optic backbone network, other connections may be established such as an IPSec VPN link
through the world-wide web. In
addition, a third party or Consultant
can be connected to the system via
an IPSec VPN link to assist agencies
on the operations and maintenance
of the synchronized corridors.
After physical hardware links are
established, further hardware and software integration will be required to perform seamless inter-agency communication. A key factor in sharing information between ATMS systems is the background processes of the manufacturers themselves. Key efforts must be made on both ends to establish data sharing based on industry standards/protocols.
6-9.17. Smart Cities Applications – User Need 17.0
Smart City is an urban development vision to integrate multiple Information and Communication Technology (ICT) and Internet of Things (IoT) solutions in a secure fashion to manage a city's assets – the city's assets include, but are not limited to, local departments' information systems, schools, libraries, transportation systems, hospitals, power plants, water supply networks, waste management, law enforcement, and other community services. The goal of building a smart city is to improve quality of life by using urban informatics and technology to improve the efficiency of services and meet residents' needs. ICT allows city officials to interact directly with the community and the city infrastructure and to monitor what is happening in the city, how the city is evolving, and how to enable a better quality of life.
Through the use of sensors integrated with real-time monitoring systems, data are collected from citizens and devices – then processed and analyzed.
Development of System Engineering Management Plan (SEMP) December 2024 6-59
In 2016, the USDOT Smart City Challenge
encouraged cities to put forward their best and
most creative ideas for innovatively addressing the
challenges they are facing with their
transportation system. The vision of the Smart City
Challenge was to demonstrate and evaluate a
holistic, integrated approach to improving surface
transportation performance within a city and
integrating this approach with other smart city
domains such as public safety, public services, and
energy. The intent of this challenge was to address
how emerging transportation data, technologies,
and applications can be integrated with existing systems in a city to address transportation challenges.
The USDOT was looking for bold and innovative ideas for proposed demonstrations to effectively test, evaluate, and demonstrate the significant benefits of smart city concepts. The USDOT Smart City Challenge was a $40 million grant award for one mid-sized city that can demonstrate how advanced data and Intelligent Transportation Systems (ITS) technologies and applications can be used to reduce congestion, keep travelers safe, protect the environment, respond to climate change, connect underserved communities, and support economic vitality. To assist cities, the USDOT identified twelve (12) vision elements that provided a framework for applicants to consider in the development of a city’s proposed demonstration. This includes the following:
1. Urban Automation
2. Connected Vehicles
3. Intelligent Sensor-Based Infrastructure
4. Urban Analytics
5. User-Focused Mobility Services and Choices
6. Urban Delivery and Choices
7. Strategic Business Models and Partnering Opportunities
8. Smart Grid
9. Electric Vehicles and Charging Infrastructure
10. Roadway Electrification
11. Connected/Involved Citizens
12. Architecture and Standards
13. Low Cost/Efficient/Secure/Resilient Information and Communication Technology
14. Smart Land Use
15. Micromobility
16. Smart Weather System
The City of Pico Rivera ITS Master Plan will provide recommendations for a citywide Ethernet IP signal communications infrastructure, and it will address ITS and CV technologies that are available in today’s market that can be integrated as part of the technology upgrades at the signalized intersections. As the City of Pico Rivera continues to expand their ITS infrastructure and Ethernet signal communication Development of System Engineering Management Plan (SEMP) December 2024 6-60
systems in the near future, the agency should evaluate future integration of Smart City roadway technologies, including smart roadway lighting systems, smart parking systems, and other ITS technologies.
6-9.17.1. Smart Parking System – User Need 17.0.4
Smart Parking Systems are a key element in the Smart
Cities applications. The need for Smart Parking Systems is important for the local agencies and to the region,
which can improve parking revenues and reduce traffic
volumes and emissions due to reduction in driving time
to find open parking spots. 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. This includes:
New conveniences for visitors and residents – created by available parking spot locations, flexible payments, fees, and parking spot reservations – all through smart phone applications 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 o Although fees for public parking within parking lots and structures are not currently established within the City of Pico Rivera, this illustrates the benefit if the local cities/agencies were to consider this option
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
Links to on-street dynamic message signs with messages displaying occupancy and directions to alternate parking facilities when other parking facilities are full Intelligent Parking Systems (IPS) single-space meters are included in the Smart Parking systems family that provide customers and patrons with a simple and consistent parking user experience which is more costeffective, 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 real-time data, solar power technology, and a comprehensive web-based management system. Although parking meters are not currently established within the City of Pico Rivera, this illustrates the benefit if the local cities/agencies were to consider this option.
The IPS Data Management System is a secure, web-based application that allows clients to manage an entire parking meter network with ease. The Data Management System 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:
Development of System Engineering Management Plan (SEMP) December 2024 6-61
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.
As the City of Pico Rivera and/or other local agencies continue to expand their ITS infrastructure and Ethernet signal communication systems, the Smart Parking Systems can be linked to the proposed communications infrastructure as well as the cloud. It is envisioned that the systems integrator would be responsible for linking the system to the local agency’s and/or regional communications infrastructure; and the local agency would be responsible for maintaining and operating the system. 6-9.17.2. Smart Lighting System – User Need 17.0.5
Smart Lighting Systems are a key element in the Smart Cities applications. The need for Smart Lighting Systems is important for the local agencies and the region by using less energy, reducing energy costs, providing safer environments, and reducing environment impacts.
In conjunction with Smart Cities applications, Smart Lighting Systems and sensors allow collecting and analyzing of important data such as lighting levels, temperature, air quality, pollution levels, energy consumptions, forecasted maintenance operations and more can be obtained.
When considering implementation of this system, it will require coordination with the owner (e.g., local city/agency, Caltrans, SoCal Edison, etc.), selecting a preferred vendor/manufacture, and selecting a design team to prepare PS&E. Once the owner approves the PS&E it will be advertised to bid. Once installed, the Smart Lighting system shall be integrated by the Systems Integrator to the local and regional systems.
Figure 6.7, Figure 6.8, and Figure 6.9 illustrate layout examples of Smart Cities applications at selected locations for the City of Pico Rivera. These examples included connected vehicles, connectivity with ITSsensor-based technologies, and Smart Transit/Smart Mobility applications.
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Figure 6.7. Example Sites for Smart Cities Applications – Transit Figure 6.8. Example Sites for Smart Cities Applications – Connected Vehicles Development of System Engineering Management Plan (SEMP) December 2024 6-63
Figure 6.9. Example Sites for Smart Cities Applications – Mobility Roadway Electrification is a key element in the
Smart Cities applications. This is where an
electric roadway provides electric power to
vehicles that travel on it. This new method is
aimed at recharging the batteries of electric
vehicles (EV). Electric highways can enable
electric vehicle drivers to travel longer and
charge their batteries faster. Electric roadways
can provide power to electric vehicles via
overhead conducive, inductive power transfer from the roadway, and conductive power transfer from the roadway. This is achieved through an Electric Road System (ERS), a system that provides power exchange between the roadway an EV is traveling on and the EV. By providing electric roadways, this will encourage roadway users to purchase EVs as they will be spending less of their own money and time charging them at home. This will increase the adoption of EVs, reducing the amount of greenhouse gases emitted by vehicles traveling on the road. Combined with installing more public charging stations citywide, EVs will soon become the preferred method of travel.
6-9.17.3 Roadway Electrification – User Need 17.0.6
Development of System Engineering Management Plan (SEMP) December 2024 6-64
For roadway users that do not wish to use EVs or another form of public transportation, Smart City technology can enable these users to use electric bicycles (e-bikes) or electric scooters. Users can utilize ebikes and electric scooters in preexisting bicycle lanes already provided by the City to travel throughout. This will cut down greenhouse gas emissions as these roadway users transition from using vehicles that rely on combustion fuel engines. Both e-bikes and electric scooters produce zero emissions. The City can also provide e-bike stations similar to EV charging stations, giving users the opportunity to use e-bikes for free or for a nominal fee. In addition, since the batteries for e-bikes and electric scooters are much smaller than EVs, they can be charged via solar power or other renewable energy resources. If the City desires, they can also pass their own local laws for both forms of transportation so that roadway users can safely use them.
6-9.17.4 Electric Vehicles and Charging Infrastructure – User Need 17.0.14 As EVs become more popular, more charging stations will need to be provided by agencies that are able to do so.
Electrical power would be provided for EVs including
electric cars, electric buses, neighborhood electric
vehicles, electric trucks, and plug-in hybrids. Public
charging stations could be provided on streets or parking areas including government facilities and retail shopping centers. The City of Pico Rivera would need to partner with any retail shopping centers that want to be a part of providing this future technology. Vehicles can usually be charged without the driver present, allowing them to go shopping or engage in other activities.
Electrical current sensors and sensor wires could be used to ensure that the power is disconnected from the station when an EV is no longer charging.
Public charging stations are a necessity in areas where vehicles lack access to a home charging station, as is common in apartment buildings and most residential houses. These public charging stations can leverage the existing electrical grid that is already being provided by SCE. The City of Pico Rivera has multiple types of charging stations that they can choose from, including fully automated charging stations integrated with power distribution equipment, charging cabinets for covered parking places, or simple charging posts for roadside use. The City could charge a fee or offer free service depending on their fiscal budget. As of April 2023, there are over 48,200 public and private charging stations available for EVs to use. In addition, in June 2022 President Biden announced a plan for a standardized nationwide network of 500,000 EV charging stations by 2030. They will not be affiliated with any EV brands or charging companies.
6-9.17.5 Micromobility – User Need 17.0.17
Development of System Engineering Management Plan (SEMP) December 2024 6-65
Smart Weather systems are necessary for multiple reasons. Firstly, this technology can provide early warnings, seeing what kind of extreme weather will occur before it actually happens. Once the City receives this notification from the device(s), the City can inform citizens and emergency services to provide them with more time to react. Secondly, emergency responders can be informed of where to go and what to do. Connected traffic systems can determine potential incidents on roadways, and guide emergency services to their destination via the safest, fastest route. This can include electrical outages, which can severely impact residents. Finally, this technology can be used to monitor the situation as it develops, helping the City and emergency responders to keep an eye on how extreme weather develops. With Smart Weather technology like an all-in-one Smart Weather Sensor, it is a compact all-in-one weather sensor with measurement of temperature, relative humidity, precipitation intensity, precipitation type, precipitation quantity, air pressure, wind direction, and wind speed. It could be installed on top of a traffic signal luminaire arm, or on a changeable message sign (CMS). The measurement technology includes Ultrasonic/Wind, NTC/T, Capacitive/RH, MEMS capacitive/Pressure, and 24 GHz Doppler radar/precipitation. Benefits include that it uses low power and possesses a heater, aspirated radiation shield, maintenance-free operation, and open communication protocol. 6-9.18. Communication Backbone for Smart Cities Applications – User Need 18.0 The need for allocating physical communication mediums and virtual networking system setup will provide the foundation and communication backbone for Smart Cities applications. As the City of Pico Rivera migrates to the state-of-the-art communications system, reserving a portion of the communications pipeline for Smart Cities applications shall be conducted during the planning, design, and implementation for all phases. Depending on the type of communication medium, it can include reserving a set of fiber optic cable strands or allocating predetermined bandwidth over wireless communications and Ethernet-over-copper communications systems. This also includes setting up system networks with VLAN’s for Smart Cities applications.
The communication backbone for Smart Cities applications shall follow the guidelines outlined in the previous sections:
5-9.2. Provide Ethernet/IP-based Communications Guidelines – User Need 2.0 5-9.3. Ethernet/IP based Communication over Fiber Optic Cable Guidelines – User Need 3.0 5-9.4. Ethernet/IP based Communication over Wireless Ethernet Broadband Guidelines – User Need 4.0
Once Smart Cities applications are considered for implementation, additional research shall be conducted in order to implement the latest “best practices” and security. 6-9.17.6 Smart Weather Systems – User Need 17.0.18
As a Smart City, the City of Pico Rivera would be able to install new, connected technologies that warn the City of extreme weather events. Due to climate change, extreme weather events are becoming more common, threatening the everyday life of a city’s residents.
Development of System Engineering Management Plan (SEMP) December 2024 6-66
6-10. TECHNOLOGY DEPLOYMENT BY LOCATION
The following tables summarize the existing and proposed traffic management equipment for the City of Pico Rivera as part of the “near-term” deployment and “long-term” deployment scenarios. Dependent upon project funding and user requirements, not all proposed improvements listed below may be supplied under the funded improvements under this project. 6-10.1. City of Pico Rivera
As stated previously, the City of Pico Rivera does not want a TMC installed at their City Hall due to physical constraints. Nevertheless, the City will still be provided with a Traffic Management Workstation (TMW) so that they can still have a proposed traffic network that will interconnect from the City Hall to all roadside ITS elements. A 19” server rack will be provided in the IT Data closet so that all communications tie together locally at the City Hall. This is where the information will uplink to the ATMS cloud. In addition, a standalone high-powered PC workstation and 65” monitor at City Hall would be provided so that various ATMS/VMS/AMS/CMS programs could operate.
If the City of Pico Rivera decides they do not want to maintain their signals and that they would like the City of Santa Fe Springs Traffic Signal and Street Lighting Division to continue doing so, a new satellite TMC could be installed at a City of Santa Fe Springs facility. This new TMC would be for operations and maintenance purposes of Pico Rivera signals, and any other improvements would be based on functional requirements of the new system.
The following summarizes the proposed centralized traffic management equipment for both scenarios.
Table 6.7 lists the existing and proposed traffic management equipment for the City of Pico Rivera for the “near-term” deployment. Table 6.8 lists the existing and proposed traffic management equipment for the City of Pico Rivera for the “long-term” deployment.
Table 6.7 Traffic Management Equipment – Near-Term Deployment Element Existing Equipment Proposed Equipment
Traffic Management System No TMS No suggested improvement Traffic Server No Traffic Server No suggested improvement Workstation PC No workstation PC for remote
command and control
Workstation PC for remote
command and control
Communications Equipment None Firewall/VPN Appliance
Hardwired Communications None No suggested improvement Wireless Communications Local PTP wireless communication equipment that connects to the
County of Los Angeles
High bandwidth Wireless backhaul
radios
Development of System Engineering Management Plan (SEMP) December 2024 6-67
Table 6.8 Traffic Management Equipment – Long-Term Deployment 6-10.1.1. Near Term and Future Improvements by Others
The City of Pico Rivera shall incorporate the latest ITS technologies and infrastructure with public works and private development improvements along their existing and proposed signalized intersections and roadway systems. At a minimum, the City of Pico Rivera shall include the following improvements as part of the “near-term” scenario:
a) 2070 ATC signal controllers
b) HD IP CCTV Cameras
c) Bluetooth/Wi-Fi Arterial Management Systems – project corridors d) Vehicle/Bicyclist Detection Systems per lane
Video Management System No centralized Video Management System
No suggested improvement
Arterial Management System No centralized Arterial
Management System
Some Arterial Management
System & Cloud-hosted database
Changeable Message Sign/Dynamic
Message Sign System
No centralized Changeable
Message Sign/Dynamic Message
Sign System
No suggested improvement
Element Existing Equipment Proposed Equipment
Traffic Management System No TMS Provide Cloud-Based ATMS System Traffic Server No Traffic Server Provide Traffic Server Workstation PC No workstation PC for remote
command and control
Provide additional TMC
Workstations if needed
Communications Equipment None Provide Layer 3 Core Switch Hardwired Communications None Hardwired Fiber Optic backbone cable
Fiber Distribution Unit (FDU)
Wireless Communications Local PTP wireless communication equipment that connects to the
County of Los Angeles
High bandwidth Wireless backhaul
radios
Video Management System No centralized Video
Management System
Video Management System &
dedicated CCTV System server
Arterial Management System No centralized Arterial
Management System
Arterial Management System &
dedicated server
Changeable Message Sign/Dynamic
Message Sign System
No centralized Changeable
Message Sign/Dynamic Message
Sign System
Changeable Message Sign/Dynamic
Message Sign System & dedicated
server
Development of System Engineering Management Plan (SEMP) December 2024 6-68
Once these improvements have been implemented and the City has secured funding for the “long-term” scenario, the following improvements shall be included:
a) 3” conduit with fiber optic cable
b) Splice vaults
c) Bluetooth/Wi-Fi Arterial Management Systems – other significant corridors d) After migrating to video/radar detection systems, they shall be linked to the City’s cloud-based ATMS, and video images shall be provided
6-11. INTEGRATION OF SYSTEMS ENGINEERING EFFORT
The success of the Regional Intelligent Transportation Systems (ITS) Communications Project improvements depends on multi-disciplinary and coordinated teams that will be performing the systems engineering activities. Each team has a primary role or support task that is defined in the WBS and should be aware of the activities of other teams, especially those activities that immediately precede or follow their own primary tasks. City/agency staff should be involved in all technical reviews, and the review of the project architectures, priority corridors, preliminary engineering, final design, system integration, and operations and maintenance period. During the System Integration process, it is critical that all teams be involved in the verification process to ensure that all system and subsystem requirements are met.
Table 6.9 identifies the project organization for integration of systems engineering efforts.
Development of System Engineering Management Plan (SEMP) December 2024 6-69
Table 6.9 - Project Organizations Chart
Task Description Responsible Team Primary Effort Secondary Effort WBS1
Existing System
Inventory and
Evaluation
Design Team/City
Document existing signal
and signal communication
systems
Field Notes, Photo Logs
WBS2 Evaluation of
Surrounding Systems Design Team/City Assessment of surrounding systems
WBS3
Assessment of
Intelligent
Transportation System
(ITS) Opportunities
Design Team/City Develop ITS opportunities
and solutions
Address current and future
ITS needs
WBS4
System Engineering
Management Plan
(SEMP)
Design Team/
City/Agencies/Transit
Define project requirements
and interfaces
Identify Systems
Engineering efforts
WBS5
Concept of Operations
(ConOps) and Strategic
Deployment Plan
Design Team/
City/Agencies/Transit
Provide high-level design
using developed system
architectures
Identify proposed use of
system
WBS6 Inter-Agency
Communication Needs
Design
Team/City/Agencies
Identify framework for
C2C/C2F communications
Includes County of Los
Angeles, Caltrans District 7
WBS7 Funding Strategies
Plan Design Team/City
Identify additional funding
sources for future
Implementation Phasing
Plans
Pursue additional grants
WBS8*
Traffic Signal
Interconnect, ATMS,
ITS Field Elements
Plans and Details
Design
Team/City/Agencies
Prepare detailed signal
communication plans &
details
Coordinate efforts with
Cities/Agencies
WBS9*
Technical
Specifications,
Hardware and
Software Procurement
List
Design
Team/City/Agencies
Develop detailed technical
specifications for
procurement/ installation of
hardware/software, system
testing, validation, and
calibration, and system
warranties
Coordinate efforts with
Cities/Agencies
Development of System Engineering Management Plan (SEMP) December 2024 6-70
WBS10*
System
Implementation and
Construction Support
Design
Team/City/Agencies
Install and configure
proposed ITS infrastructure
Integrate, test,
commission, and verify
project deployment
WBS11*
System Operations
and Maintenance
Support Services
(Optional)
Design Team/City
Provide maintenance of
system after final
acceptance
Coordinate with
Cities/Agencies for any
additional system support
services
* NOTE: WBS 8-11 are currently not funded by the City of Pico Rivera and are not part of ADVANTEC’s Scope of Work under the ITS Master Plan. Only WBS 1-7 are part of ADVANTEC’s Scope of Work. Once the City is able to accrue funding through the Funding Strategies Plan, WBS 8-11 will be able to be implemented in phases. After all of the WBS have been completed will the ITS Master Plan be considered to be fully implemented.
CITY OF PICO RIVERA
INTELLIGENT TRANSPORTATION SYSTEMS (ITS)
MASTER PLAN
Chapter 7. (DRAFT)
Concept of Operations (ConOps) and Strategic
Deployment Plan
7-0
December 2024 7-i
Concept of Operations and Strategic Deployment
Plan
7-1. TABLE OF CONTENTS
7-1. TABLE OF CONTENTS .........................................................................................................................I 7-2. INTRODUCTION ...............................................................................................................................1 7-3. PROJECT GOALS AND OBJECTIVES ........................................................................................................2 7-4. DESCRIPTION OF THE CURRENT SYSTEM ................................................................................................3 7-4.1. Traffic Management Systems Operations .................................................................................... 3 7-4.1.1. Centralized Operation ...................................................................................................... 3 7-4.1.2. Los Angeles County Department of Public Works – KITS ................................................. 4 7-4.1.3. Stand-Alone Operation .................................................................................................... 4 7-4.2. Traffic Signal Controllers .............................................................................................................. 5 7-4.3. KITS System Reports – Pico Rivera ............................................................................................... 5 7-4.4. Communication Systems .............................................................................................................. 5 7-4.4.1. 5GHz Wireless Broadband Radio System (PTMP) ............................................................ 5 7-4.4.2. Backhaul Wireless Broadband Radio System (PTP) ......................................................... 6 7-4.5. CCTV Surveillance Operation ....................................................................................................... 6 7-4.6. Arterial Management System Operation ..................................................................................... 7 7-4.7. Changeable Message Sign Operation ........................................................................................... 7 7-5. JUSTIFICATION AND THE NATURE OF CHANGES - USER NEEDS .....................................................................7 7-5.1. User Needs ................................................................................................................................... 8 7-6. OVERVIEW OF THE PROPOSED SYSTEM..................................................................................................9 7-6.1. Ultimate System Requirements ................................................................................................. 16 7-7. CONCEPT OF THE PROPOSED SYSTEM.................................................................................................. 18 7-7.1. Communications Alternatives .................................................................................................... 18 7-7.2. Summary of Proposed System Elements and Connectivity ....................................................... 19 7-7.3. System Architectures ................................................................................................................. 19 7-7.4. Fiber Optic Communications Planning ....................................................................................... 31 7-7.5. Cyber Security ............................................................................................................................ 32 7-8. SYSTEM CONCEPT OPERATIONAL DESCRIPTIONS.................................................................................... 32 7-8.1. End User View ............................................................................................................................ 32 7-8.2. Local Agency/TMC Operator View ............................................................................................. 33 7-9. PROJECT PRIORITY AND DEPLOYMENT ................................................................................................ 35 7-9.1. Project Priority ........................................................................................................................... 35 7-9.2. Project Phasing and Deployment Strategy ................................................................................. 36 7-9.3. Proposed Project Improvements ............................................................................................... 39 7-10. LEVEL I ITS INFRASTRUCTURE DEPLOYMENT ....................................................................................... 45 Concept of Operations and Strategic Deployment Plan
December 2024 7-ii
7-10.1. Level I ITS Infrastructure Deployment – City of Pico Rivera ..................................................... 45 7-11. LEVEL I ITS INFRASTRUCTURE SUMMARY ........................................................................................... 49 7-11.1. Level I ITS – Benefits and Enhancements ................................................................................. 50 7-11.2. Level I ITS – Disadvantages and Limitations ............................................................................. 50 7-12. LEVEL II ITS INFRASTRUCTURE DEPLOYMENT ...................................................................................... 51 7-12.1. Level II ITS Infrastructure Deployment – City of Pico Rivera .................................................... 54 7-12.2. Level II ITS Infrastructure Summary ......................................................................................... 55 7-13. LEVEL III ITS INFRASTRUCTURE DEPLOYMENT ..................................................................................... 57 7-13.1. Level III ITS Infrastructure Deployment - City of Pico Rivera ................................................... 60 7-13.2. Level III ITS Infrastructure Summary ........................................................................................ 61 7-14. SYSTEM MIGRATION STRATEGIES ..................................................................................................... 63 7-14.1. Communication Upgrades ........................................................................................................ 63 7-14.2. Central TMS Operations and Upgrades .................................................................................... 63 7-14.3. Migration from the Existing to the Proposed System .............................................................. 63 7-14.4. Maintaining Existing Legacy and Proposed System ................................................................. 67 7-14.5. Planning for Future Projects..................................................................................................... 67 7-14.6. Development Funded Project Improvements .......................................................................... 67 7-15. FUTURE CONNECTED AND AUTOMATED VEHICLES, INTEGRATED CORRIDOR MANAGEMENT, MOBILE APPLICATIONS, AND SMART CITIES DEPLOYMENTS .......................................................................................................... 68 7-15.1. Connected Vehicle Infrastructure ............................................................................................ 68 7-15.2. Integrated Corridor Management (ICM) .................................................................................. 69 7-15.3. Mobile Applications ................................................................................................................. 71 7-16. SMART CITIES ............................................................................................................................. 72 7-16.1. Communication Backbone for Smart Cities Applications......................................................... 73 7-16.2. Smart Lighting Systems ............................................................................................................ 73 7-16.3. Smart Parking Systems ............................................................................................................. 74 7-17. ENVIRONMENTAL REQUIREMENTS FOR EQUIPMENT ............................................................................. 75 7-18. OPERATIONAL ENVIRONMENTS ....................................................................................................... 76 7-18.1. Facilities – Traffic Management Centers .................................................................................. 76 7-19. LIFE CYCLE COSTS......................................................................................................................... 77 7-20. TMC AND ITS STAFFING REQUIREMENTS – LEVEL I AND LEVEL III ............................................................ 79 7-20.1.1. Operations and Maintenance (O&M) Requirements .................................................. 81 7-21. OPERATIONAL SCENARIOS .............................................................................................................. 83 7-21.1. Scenario #1: Daily Operation (Traffic Congestion) ................................................................... 83 Concept of Operations and Strategic Deployment Plan
December 2024 7-iii
7-21.2. Scenario #2: Construction Traffic – Local Arterial .................................................................... 83 7-21.3. Scenario #3: Major Traffic Incident – Regional Arterial ........................................................... 84 7-21.4. Scenario #4: Major Planned Event – Pico Rivera Sports Arena Event ...................................... 84 7-22. NEXT STEPS ................................................................................................................................ 85
LIST OF TABLES
Table 7.1 – Proposed Traffic Signal, Communications, & ITS – City of Pico Rivera .................................... 40 Table 7.2 – Level I Project Locations – City of Pico Rivera .......................................................................... 46 Table 7.3 – Level I ITS Infrastructure Preliminary Cost Estimate ................................................................ 49 Table 7.4 - Level II Project Locations – City of Pico Rivera .......................................................................... 54 Table 7.5 - Level II ITS Infrastructure Preliminary Cost Estimate ................................................................ 56 Table 7.6 - Level III Project Locations – City of Pico Rivera ......................................................................... 60 Table 7.7 - Level III ITS Infrastructure Preliminary Cost Estimate ............................................................... 61 Table 7.8 - ITS Master Plan - Cost Estimate ................................................................................................ 62 Table 7.9 - ITS Staffing Resources and Potential Costs ............................................................................... 82 Concept of Operations and Strategic Deployment Plan
December 2024 7-iv
LIST OF FIGURES
Figure 7.1 – City of Pico Rivera – Level III Proposed Hub Network Map .................................................... 11 Figure 7.2 – City of Pico Rivera – Level III Proposed ITS Elements and Communications Map .................. 13 Figure 7.3 Concept of Operations – Local Agency System Architecture for Level I .................................... 22 Figure 7.4 Concept of Operations – Local Agency System Architecture for Level II ................................... 23 Figure 7.5 Concept of Operations – Local Agency System Architecture for Level III .................................. 24 Figure 7.6 Concept of Operations – Local Intersection and ITS Technologies System Architecture for Level I ................................................................................................................................................................... 25 Figure 7.7 Concept of Operations – Local Intersection and ITS Technologies System Architecture for Level II .................................................................................................................................................................. 26 Figure 7.8 Concept of Operations – Local Intersection and ITS Technologies System Architecture for Level III ................................................................................................................................................................. 27 Figure 7.9 Concept of Operations – ATMS System Architecture (from the City Hall to the Field Elements) for Level I ..................................................................................................................................................... 28 Figure 7.10 Concept of Operations – ATMS System Architecture (from the City Hall to the Field Elements) for Level II .................................................................................................................................................... 29 Figure 7.11 Concept of Operations – ATMS System Architecture (from the TMC to the Field Elements) for Level III ........................................................................................................................................................ 30 Figure 7.12 – Typical Fiber Optic Cable Allocation...................................................................................... 31 Figure 7.13 – Program Implementation Diagram ....................................................................................... 36 Figure 7.14 - Level I ITS Infrastructure Deployment .................................................................................. 47 Figure 7.15 - Level II ITS Infrastructure Deployment – City of Pico Rivera ................................................ 52 Figure 7.16 - Level III ITS Infrastructure Deployment ................................................................................. 58 Figure 7.17 - System Migration Layout – City of Pico Rivera for Level I .................................................... 65 Figure 7.18 - System Migration Layout – City of Pico Rivera for Levels II and III ....................................... 66 Figure 7.19 - ITS Staffing Structure for Level I ............................................................................................ 80 Figure 7.20 - ITS Staffing Structure for Level III .......................................................................................... 81 Concept of Operations and Strategic Deployment Plan
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Concept of Operations and Strategic Deployment Plan
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7-2. INTRODUCTION
The purpose of this chapter is to provide
the City of Pico Rivera and local
stakeholders a high-level overall system
design and recommendation for traffic
signal systems, Ethernet
communications network, Intelligent
Transportation Systems (ITS)
technologies, and Traffic Management
Centers (TMC) related improvements.
Specifically, the Concept of Operations
(ConOps) and strategic deployment plan
will provide detailed requirements for all
field devices, field communication hub
locations, TMCs, and will identify the recommended technologies. Recommendations for deployments of Advanced Traffic Management Systems (ATMS), Maintenance Management System (MMS), Advanced Transportation Controllers (ATC), High Definition (HD) Internet Protocol (IP) Close Circuit Television (CCTV) camera systems, Video Management Systems (VMS), Arterial Management Systems (AMS), Dynamic Message Sign (DMS) systems, Changeable Message Sign (CMS) systems, Ethernet/IP-based communications, and other ITS field elements will be included. System architecture exhibits are also provided to illustrate the connectivity between the recommended improvements and ITS elements. This section will also help present the framework for the deployment of a new ATMS and a future TMC.
In addition, a phasing and deployment strategy has been developed that identifies near-term deployment (Level I) and long-term deployments (Levels II and III) of the project improvements. This includes project prioritization and recommended improvements. The project prioritization is based on preliminary cost estimates, agency needs, and local and regional benefits. A critical path diagram is also provided to show the dependencies of each project, sequence of deployment and tasks that can be performed simultaneously. Each level of work is linked to available funding sources and qualification requirements stated.
This Concept of Operations (ConOps) is a necessary step in the systems engineering process and a key component leading to the development of system requirements and preliminary engineering and design in the next levels. This document provides a high-level description of what the upgraded ITS elements and TMCs major capabilities will be, how the future system will be operated, the roles and responsibilities for designated stakeholders, and typical operational scenarios.
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7-3. PROJECT GOALS AND OBJECTIVES
The Intelligent Transportation Systems (ITS) Master Plan’s goals and objectives are built around previous investments made by the City of Pico Rivera, the County of LA, and by maintaining consensus to expedite delivery of the project’s initiatives. The vision of this project is not only to create an ITS Master Plan, but to assist the City of Pico Rivera in the development, management, and implementation of ITS initiatives that will improve multimodal mobility, maximize highway and arterial system capacity, improve operational efficiency, safety, and the environment throughout the City. The master plan will also be used as a planning tool to prepare the City for future emerging transportation technologies including connected vehicles, autonomous vehicles, big data, integrated corridor management (ICM), and Smart Cities initiatives if needed and can be implemented within the City’s resources. This provides a flexible platform that will enhance the sharing of real-time information between agencies and the public using existing and next generation ITS technologies, such as RIITS, that will take the City of Pico Rivera and partner agencies well into the 21st century.
The following summarizes the project goals and objectives as it pertains to each “level” of the overall regional system. We categorize each “level” of overall regional system per the following: The local level identifies systems for each local agency; and at the regional system level, it provides an overall link to each area sub-system level and provides overall connectivity and viewing of the entire region as a whole. As part of the Intelligent Transportation System (ITS) Master Plan, at the local level, the goal is to provide an upgraded Advanced Traffic Management System (ATMS) for the agency to provide remote command and control. From an operational perspective, this allows the agency and their transportation staff the ability to monitor and maintain the traffic network and to allow full integration of new ITS technologies. Since monitoring and minor changes can be performed from a remote location, this will ultimately reduce staff costs by not having to deploy signal technician staff to the site to perform changes to address these minor issues. For the local agencies to accomplish this key goal, a robust Ethernet/IP-based communications network must first be in place for link establishment to the new ATMS, Advanced Transportation Controllers (ATC), field communication hubs, and other roadside ITS elements.
Regionally, it is the intent to share and disseminate all available traffic data with neighboring and partnering agencies, such as Whittier, Santa Fe Springs, Downey, Commerce, Montebello, Industry, County of Los Angeles, and Caltrans. Through open standards protocol and inter-agency communications, the City will be able to share traffic data and video from agency-to-agency and agency-to-region for a greater level of monitoring and operational control and support. At this time, the City of Pico Rivera, City of Industry, City of Whittier, and City of Commerce do not have a system ready to share information. The City of Industry is working on its own ITS Master Plan Report to one day put a system in place that is capable of sharing this important traffic data.
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The City of Santa Fe Springs has the Econolite Centracs TMS in place. Unfortunately, the system has proven to be unreliable and is currently not being used by the City. Both the City of Downey and the City of Montebello have the McCain Transparity TMS in place. Both agencies can share traffic data with the City of Pico Rivera if a partnering co-op agreement is in place between the cities. The same can be said for Caltrans District 7, which uses the TransCore TransSuite TMS, and the County of Los Angeles, which uses the Kimley-Horn KITS TMS. 7-4. DESCRIPTION OF THE CURRENT SYSTEM
The types of existing Traffic Management Systems (TMS), traffic signal controllers, communications, and Intelligent Transportation System (ITS) technologies within the City of Pico Rivera vary from system to system. Based on the existing system inventory and evaluation, we understand each agency’s system from local to the regional level. The following sections summarize the use case for each system.
7-4.1. Traffic Management Systems Operations
7-4.1.1. Centralized Operation
Many agencies have installed a centralized Traffic Management System (TMS) for remote command and control of their traffic signal network. This typically involves City/Agency staff to monitor and maintain the system within City Hall/TMC location, while traffic signal technicians respond to system troubleshoot and perform preventative maintenance on the traffic signal hardware on a routine basis. For larger agencies, this can be a preferred method of traffic signal operations as it provides complete oversight and operation view of the traffic signal system and gives the signal operator the ability to make minor changes to signal timing/coordination functions and provide override control from a remote location during an emergency or special event situation. Although many agencies have a centralized TMS system, most are outdated legacy systems, and do not have the functionality and benefits of newer centralized TMS, called Advanced Traffic Management Systems (ATMS).
Currently, the City of Pico Rivera does not have a TMS or ATMS system. The City owns and operates their signals through contract with the City of Santa Fe Springs and assistance from the County of Los Angeles Public Works Department. As explained in previous chapters, the County of LA “hosts” some of the City signals on the County’s TMS, Kimley Horn KITS, at the County’s Department of Public Works Headquarters in their TMC in Alhambra.
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7-4.1.2. Los Angeles County Department of Public Works – KITS The Kimley-Horn Integrated Transportation System (KITS) is a commercial off the shelf traffic control system purchased by the County of Los Angeles Department of Public Works in 2004. KITS provides for continuous monitoring of traffic conditions and traffic signal operations and builds upon the benefits achieved by the traffic signal synchronization projects completed by Public Works. The system provides once per second monitoring of traffic signals. Traffic signal monitoring provide Public Works staff with immediate notification of signal malfunctions, thereby enabling faster and more efficient maintenance responses. The system also enables traffic signal timing to be controlled and coordinated from remote workstations, including those at the Traffic Management Center (TMC) at the Public Works Headquarters facility in Alhambra. Working in conjunction with their own wireless communication system and leased telephone lines, the system provides two-way communications and control functions between the traffic signal controllers and both the County TMC as well as remote workstations installed in various cities within Los Angeles County.
A list of supported devices includes the following:
Model 170 (using LACO 4 software)
CCTV cameras
Video switches
Loop and video detectors
At the time of this report, the County of LA Department of Public Works is in the process of evaluating newer ATMS systems to update or replace the legacy Kimley-Horn ‘KITS’ system. Newer type ATMS have the capability of expanded functions, such as High-Resolution data integration and C2C functionality. 7-4.1.3. Stand-Alone Operation
There are eight (8) existing locations within the City that have no external communications, leaving each local traffic signal to perform signal operations as a “stand-alone” intersection. However, many of these stand-along locations use GPS/WWV to update the time clock.
Agency staff rely on contract traffic technician staff to monitor and maintain their traffic signal infrastructure. If there is an issue, it typically may not get noticed or addressed until the public notifies the agency.
Any timing changes, modifications, or updates to the controller must be performed locally by a signal technician on the street.
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7-4.2. Traffic Signal Controllers
The City mainly has 170E/170ATC model traffic signal controllers manufactured by different vendors. The City also has a few 2070LX controllers at a couple of locations where recent capital projects have provided upgrades.
A majority of traffic signal controllers deployed in the City are considered "legacy" systems. Either the traffic controllers utilize out-of-date technologies, are discontinued by the manufacturer, may no longer be supported by the manufacturer, or are not compatible with Ethernet IP communications and/or ATC advanced standards. Most manufacturers support their legacy systems with backwards compatibility, but they will not install new legacy equipment or firmware. 7-4.3. KITS System Reports – Pico Rivera
As a participating member of the LA County KITS TMS system, the County provides recurring reports to the agencies
highlighting important factors relating to maintaining a healthy TMS system. These factors generally include:
Online Traffic Signals
Traffic Signal Clock Accuracy
Traffic Signal Coordination Status
Traffic Signal Detector Status
Traffic Signal Configuration Mismatches
In the latest report provided to the agency in December 2022, approximately 29 intersections are ‘offline’ or have no communication to provide real-time status/display to the agency or the regional KITS TMS. An increased effort should be made to maintain all connected signals in an online operational state for enhanced visibility and reporting to traffic signal staff. 7-4.4. Communication Systems
7-4.4.1. 5GHz Wireless Broadband Radio System (PTMP)
The local existing communications occur over 5GHz wireless (unlicensed), IP based radio networks. The radios at specific signalized intersections forward the data to other radios, before routing the data to the Control Center. For the City of Pico Rivera, their regional data is routed to the County Control Center in Alhambra via point-to-point (PTP) 5GHz backhaul wireless radios at 5 locations. These 5 locations act as aggregation centers for grouping together downstream intersections.
Additionally, the Pico Rivera radio system acts as a ‘repeater’ for further downstream intersections located within the City of Santa Fe Springs.
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The entire wireless radio communication network is maintained by the County of Los Angeles.
They oversee the City of Pico Rivera’s wireless radio infrastructure. The 5GHz wireless radios can be found on various arterials including Paramount Blvd, Passons Blvd, Washington Blvd, Rosemead Blvd, and Whittier Blvd. The wireless radio networks support traffic signal controller data control and collection, as well as video data transmission (CCTV). 7-4.4.2. Backhaul Wireless Broadband Radio System (PTP) For the City of Pico Rivera, their regional data is routed to the County Control Center in Alhambra via direct 5GHz PTP links that aggregate data from other connecting radio sites. This enables LA County to view/control the agency signals back at the TMC in Alhambra. Backhaul radios (PTP): 5 locations have direct line-of-sight communications to the County Control Center in Alhambra. These 5 locations act as aggregation centers, or hubs, for grouping together downstream wireless intersections. Additionally, the intersection of Washington/Passons acts as a ‘repeater’ for downstream communication to the City of Santa Fe Springs. Local Wireless radios (PTMP): In a general hub-spoke configuration, secondary 5GHz point-tomultipoint (PTMP) radios are used to connect adjoining traffic signal radio sites along the major corridors in the City, i.e., Washington, Whittier, and Rosemead Blvd.
In general, Ethernet/Internet Protocol (IP) is the standard today for all new traffic signal controllers, roadside, and centralized ITS equipment. While most of the current wireless local traffic communication systems are currently Ethernet/IP, most wireless radios are deployed over 10 years ago and currently EOL (end of life). These legacy wireless radios should be replaced with newer type 5GHZ radios, that support MIMO and much higher bandwidths.
As part of the ConOps and strategic deployment plan, a new 5GHz wireless system, new Ethernet/IP switching equipment, and an IP scheme must be created/deployed for the agency. Overall, newer type Ethernet/IP communication systems provide improved bandwidth, capacity, and reliability to provide two-way video and data transmission required of today’s technologies. 7-4.5. CCTV Surveillance Operation
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 benefits of video surveillance are that it provides traffic engineers and support staff “eyes and ears” to the real-time traffic patterns in the field. It is recommended to provide the city with a video management Concept of Operations and Strategic Deployment Plan
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platform utilizing new High Definition (HD) IP CCTV surveillance cameras with the best performance available today.
Caltrans District 7 utilizes dedicated CCTV cameras along the surrounding freeways including I-5, I-605, and SR-60.
7-4.6. Arterial Management System Operation
The City of Pico Rivera currently does not utilize an Arterial Management System (Bluetooth/Wi-Fi).
Arterial management systems help determine free-flow traffic conditions along arterials and locally at the intersection level. Newer technologies provide high-resolution data for various performance measures, similar to INRIX and Waze providers. The installation of such units over time will help the City monitor and maintain their traffic signal coordination network.
7-4.7. Changeable Message Sign Operation
The City of Pico Rivera currently has no Changeable Message Signs/DMS. 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. Deployed in full-color LED models, these are full-matrix DMS, can show MUTCD symbols and text to increase comprehension in noticeably short viewing times. There is no need for these to be used for local City traffic, but they may be of assistance along a regional corridor such as Whittier Boulevard or Telegraph Road.
7-5. JUSTIFICATION AND THE NATURE OF CHANGES - USER NEEDS The justification and the nature of changes is based on the following key guiding principles, strategies, and user needs that the project will achieve:
Addressing User and Stakeholder Needs
Reducing traffic congestion and its associated negative impacts by deploying advanced technologies to facilitate the local agency to operate their traffic signals and ITS elements efficiently and effectively
Enhancing existing and/or new proposed traffic signal systems (IP-based communications, ATCs, etc.) to achieve peak performance and operation
Preparing agencies in the area for existing or upcoming transportation initiatives and strategies; including connected vehicles/autonomous vehicles, big data, and smart cities transportation elements
Implementing traffic management systems that can be remotely accessed in real-time for system operations and maintenance, and management
Engaging users and systems that look beyond the traditional time-of-day operations, capturing advanced technologies for ease of operations and maintenance Concept of Operations and Strategic Deployment Plan
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Overall, the drawbacks and limitations of the existing traffic signal system in the region is that they utilize primarily legacy 170 controllers and outdated wireless communication system. Some of the signals have no communications at all, and only use GPS Synchronization Clocks – thus they are “offline”. Other signals have wireless radios that transmit data back to the County of Los Angeles TMC. Additionally, there is minimal video surveillance deployed for real-time traffic monitoring and surveillance in the area at most of the signals.
7-5.1. User Needs
To overcome the limitations of the existing legacy traffic signal system, and to address the stakeholders/local agencies users’ current and future needs, implementation of the latest ATMS, ATC, maintenance management system (MMS), TMC, and Intelligent Transportation Systems (ITS) will be required to achieve the following goals:
1. Ability to manage traffic control systems remotely in real-time (via remote workstation, laptop, etc.)
2. Ability to allow the City to create a library of signal timing and signal synchronization plans (AM/MD/PM, special events, etc.)
3. Ability to maintain consolidated traffic signal history including database changes, controller timing changes, maintenance history, and malfunction history. Information should be able to be retrieved by date, time and intersection ID, malfunction type, maintenance type.
4. Ability to allow City staff and authorized users (consultant and/or traffic signal maintenance contractor) to connect to the traffic system via a mobile device to make modifications (i.e., signal timing)
5. Ability to automatically integrate traffic signal timing data from a traffic signal simulation software (or include simulation software as part of the traffic system / application)
6. Ability to stream CCTV/video detection cameras and modify vehicle/bicyclist detection zones from a remote/mobile location.
7. Allow staff remote access to traffic signal information for trouble shooting purposes (such as communication failures, whether signal is working / online, timing, etc.)
8. Integrate Arterial Management System for retrieval and export of free-flow traffic detection data. This also includes high-resolution data and measurements of effectiveness (MOE) outputs.
9. Ability to share traffic information and video images with the Emergency Operations Center (EOC) as well as remote operation.
10. The upgraded system should be secure via multiple communication channels (i.e., wireless and wired connectivity)
11. Ability to integrate other ITS initiatives such as Transit Signal Priority (TSP) to enhance operations and reliability of regional transit agencies.
12. Apply cyber security technologies at the ATMS Server and field elements.
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13. Ability to integrate maintenance management system (MMS)
14. Prepare agencies in the area for existing or upcoming transportation initiatives and/or strategies, including connected vehicles/autonomous vehicles, big data, and smart cities transportation elements.
15. Provide data management where there will be a proposed data service that flows in and out. 7-6. OVERVIEW OF THE PROPOSED SYSTEM
The proposed system will contain multiple levels and ultimately consist of a centralized ATMS, maintenance management system (MMS), ITS Elements, highspeed communications network, and (long-term) the potential for a TMC. The recommended ITS and ATMS hardware/software upgrades shall be compatible with existing City of Pico Rivera/County of LA infrastructure. Communications shall be standard compliant (NTCIP) for an “open design” philosophy for the latest traffic management systems, ITS, and
communications systems. For traffic control and traffic management, 332/33(x) TEES compliant commercial off-theshelf (COTS) products will be recommended, which offer similar functionality in their planned “open design” capabilities. Additionally, the interfaces required for the interconnection of each system will be similar, and the goals and objectives for the proposed system architecture will remain the same.
Layouts and configurations of ITS systems and components will follow industry best practices. Topologies and interconnection of roadside infrastructure will follow redundant routing or "ring" topologies wherever feasible. During the design phase of the project, the design team will further identify these points of interest and coordinate with the city for near term and future interconnection needs and opportunities.
The City envisions three levels of their ITS System:
1. Level I – The basic, resource efficient system that will provide communications, a centralized ATMS (cloud-based), upgraded 2070 ATC signal controllers, improved 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.
3. Level III – Level II with the addition of all of the ITS elements including a TMC and significant increase in staffing and maintenance.
This plan will present some Level III elements and maps first and then work back to Level II and Level I to ensure that early investment can be utilized in future systems. The following two figures represent Level III maps as described below.
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Figure 7.1 illustrates the "Hub Network Map" for the Level III conditions for the City of Pico Rivera. Due to the geographic layout of the City of Pico Rivera, we chose a “Ring” network design. This builds redundancy into the system and allows nearby traffic signal locations to connect back to the nearest Hub location. The build-out conditions show communication gaps filled with new fiber optic cable and new conduit along primary communication routes, wireless communications primarily for last mile connectivity, and installing fiber optic cable inside existing conduit.
Figure 7.2 illustrates the "Proposed ITS Elements & Communications Map" Level III conditions for the City of Pico Rivera. This shows communication gaps filled with new fiber optic cable and new conduit. It also includes upgraded traffic signal controllers (ATCs), CCTV cameras, DMS/CMS, and arterial management systems, etc.
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Figure 7.1 – City of Pico Rivera – Level III Proposed Hub Network Map
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Figure 7.1 – City of Pico Rivera – Level III Proposed Hub Network Map Concept of Operations and Strategic Deployment Plan
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Figure 7.2 – City of Pico Rivera – Level III Proposed ITS Elements and Communications Map Concept of Operations and Strategic Deployment Plan
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Figure 7.2 – City of Pico Rivera – Level III Proposed ITS Elements and Communications Map Concept of Operations and Strategic Deployment Plan
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Figure 7.2 – City of Pico Rivera – Level III Proposed ITS Elements and Communications Map Concept of Operations and Strategic Deployment Plan
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7-6.1. Ultimate System Requirements
The functional system requirements of each system
are established to provide a clear vision of what the
expectations are for the Ultimate Intelligent
Transportation Systems (ITS) and each ITS sub-system.
The primary upgrades include new Advanced
Transportation Controllers (ATC), update to Advanced
Traffic Management System (ATMS), Ethernet/IPbased communications systems, Arterial Management System, Video Management System, other ITS elements, interconnected to a Traffic Management Center (TMC). The functional requirements clearly define what the system must do in the near term, and what the system can be expanded to in the long term. Therefore, system requirements were developed for upgrading traffic signal systems, communication systems, ITS field devices, and centralized traffic management center deployments. These requirements can be found in the previous chapter, System Engineering Management Plan (SEMP), for specific system requirements and analysis, system alternatives, system guidelines, transitioning critical technologies, and system engineering responsibilities.
The communication applications shall follow the guidelines outlined in the previous chapter, Chapter 6 “SEMP”, sections:
6-9.2. Provide Ethernet/IP-based Communications
The communication systems guideline consists of different design elements connected together including fiber optic cable, wireless Ethernet broadband, Ethernet-over-copper (VDSL), Ethernet switches, patch cords and other equipment. The design criteria for the area improvement project are a private Ethernet/IP based and secured Wide-Area Network (WAN). Essentially the data transmission medium for the proposed ATC/CCTV/Arterial Management/DMS/CMS/ATMS system (and other future traffic-based network systems), a strong Ethernet-based WAN is critical for viewing ITS elements at the Traffic Management Center in real-time. Using existing/proposed fiber optic backbone cables wireless Ethernet back-haul links, it will provide a robust WAN topology with proposed field communication hub locations. Similar to an enterprise campus LAN model, this network layout provides the local agencies with a foundation to build upon for future expansion. The typical proposed network layout includes:
1. Core Layer – Agency TMC Data Server Room (Layer 3 Switch)
2. Aggregate Layer - Field Hub Locations (Layer 2-3 Switch)
3. Access Layer - All connected field devices, Layer 2 (Traffic Signal, CCTV, Bluetooth/Wi-Fi, Video Detection, etc.)
Based on a network Hub-and-Spoke topology, new field communication HUB locations will be implemented to connect to all local field devices in a leaf-ring format, or Hub-Spoke format. Local Traffic/CCTV field data will be sent over 1,000base fiber/wireless connection to each field communication hub location. All traffic data will be gathered at this point and sent to the core Concept of Operations and Strategic Deployment Plan
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layer over a separate 2.5/10 Gigabit fiber uplink connection. Uplink connections will be made from each separate field communication hub location to City Hall/TMC core location. The fiber optic cable will have a dedicated fiber bundle allocated for future Metro/RIITS usage. Finally, for improved Data Management there shall be a proposed data service to allow flow in and out. 6-9.3. Ethernet/IP based Communication over Fiber Optic Cable Guidelines For Ultimate The communication of field devices with a centralized traffic management center will depend on reliable Ethernet/IP-based communications over a fiber optic/wireless topology. The components of the system that will require integration include the following at a minimum:
Fiber Optic Cable allocations (including a dedicated fiber bundle for future Metro/RIITS utilization):
Fiber Optic Communication
Line - Distribution Type
Minimum Fiber Optic
Communication Cable Size
Preferred Fiber Optic
Communication Cable Size
Main Trunk Lines (backbone) 72 strands 144 strands
Secondary Trunk Lines (distribution) 36 strands 96 or 72 strands Third Tier Trunk Lines (drop cables) 12 strands 12 strands An Ethernet Access Switch (EAS) installed at each traffic signal cabinet to forward information from various devices including the traffic signal controller A fiber patch panel at each traffic signal cabinet to connect the Ethernet switch to the fiber optic drop cable
A splice enclosure that connects the fiber optic drop cable to the fiber backbone/distribution cable
The fiber distribution unit (FDU) at the central field communication HUB/or other primary location that connects the fiber distribution cable to the central TMC location over a gigabit Core Layer 3 Ethernet switch
A Layer 3 Ethernet switch installed at the central field communication HUB/TMC location that forward information from various devices including traffic controllers and central traffic management software
The ATMS shall be required to have a Traffic Management Data Dictionary (TMDD) interface at the Ultimate Level
6-9.4. Ethernet/IP based Communication Over Wireless Ethernet Broadband Guidelines for Level I
The communication of field devices with a centralized traffic management center will depend on reliable Ethernet/IP-based communication over a wireless point-to-multipoint (PTMP) topology.
The components of the system that will require integration include the following at a minimum:
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An Ethernet Access Switch (EAS) installed at each traffic signal cabinet to forward information from various devices including the traffic controller
A Power-over-Ethernet (PoE) device at each traffic signal cabinet to provide power and data to the local wireless radio antenna
A clear line-of-sight to the adjacent wireless radio antenna Back-haul wireless radios will be required at the central field communication hub/TMC location that forward information from various devices including traffic controllers and central traffic management software
4G LTE/5G Cellular wireless devices are an option for the City to bring remote/isolated signalized intersections online
These communication alternatives provide the platform of the proposed Ethernet communications infrastructure.
7-7. CONCEPT OF THE PROPOSED SYSTEM
In general, the concept of the proposed systems at each level includes the latest traffic management and ITS hardware/software systems and communications mediums (fiber, wireless, hardwired/copper) that are on the market. It also takes into consideration how each system operates at the local agency level, the ability to share information across jurisdictional boundaries between systems (e.g., C2C). Therefore, the system requirements that have been established in the System Engineering Management Plan (SEMP) takes into consideration what the systems will accomplish functionally, how it is to perform, and under what conditions it is to operate. All new systems considered as part of the new traffic signal system shall be commercial-off-the-shelf (COTS), with no new software development. 7-7.1. Communications Alternatives
Communication alternatives were analyzed to determine the most efficient and reliable Ethernet communication system to accomplish the defined user needs of the local/regional system. Overall, a highspeed fiber optic network would be the best solution for an area wide communication infrastructure that would serve all proposed and future ITS needs and is included in the Ultimate level of implementation. In areas where existing conduit can be used, it is recommended to replace existing copper signal interconnect (SIC) cable with new fiber optic cable. However, there are existing communication gaps within the region; this will require the installation of new underground conduit which involves additional resources and costs. Therefore, a system alternative analysis was conducted to identify other forms of Ethernet/IP-based communications that will provide communications as an alternative to the installation of new conduit and fiber optic cable ($$$) for the Level I and Level II levels of implementation. The following summarizes these communication alternatives, in order or suggested use case:
Alternative 1 ($): Provide 5 GHz wireless Ethernet communications for local links. o Proposed wireless Ethernet radios are the most cost-effective alternative to providing a hardline fiber optic link. However, these links depend on geographic layout and wireless Concept of Operations and Strategic Deployment Plan
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assessment (e.g., line of sight analysis). Additionally, wireless Ethernet communications typically suffer signal degradation caused by weather, rain, wind, other interference, etc.
Commercial-off-the-shelf 5GHz radio units will perform similar to 100 base fiber optic cable; however, it will not substantiate higher packet throughput required for back-haul links. Therefore, the following alternative is also considered. This would be Level I. Alternative 2 ($$): Replace the existing copper signal interconnect (SIC) cable inside existing conduit with new fiber optic cable and provide Ethernet/IP-based communication equipment upgrades. This would be Level II.
Alternative 3 ($$): Provide Ethernet-over-copper (VDSL) communications at areas with existing copper signal interconnect (SIC) cable (hardwired/twisted-pair cable).
o The least desirable approach, this communication type provides the least bandwidth, and is largely dependent on the condition of the copper cable and has distance limitations (e.g., the further the distance, the lower the bandwidth). Therefore, project areas with copper interconnect cable may consider VDSL technology in lieu of installation of proposed fiber optic cable for mainly last-mile locations. This could be considered during development of Level I for cost-effectiveness. 7-7.2. Summary of Proposed System Elements and Connectivity Overall, the proposed system consists of a combination of fiber optic cable (Ethernet IP communications), wireless Ethernet, wireless back-haul, Ethernet-over-copper, ATC controllers, HD IP CCTV systems, arterial management systems, DMS, CMS, other ITS elements such as weather stations. This includes all necessary wiring, cables, and connectors to be utilized and configured for the real-time video and data transmission of traffic signal data, closed circuit television video streams, free-flow detection data, and motorist display information from all roadside elements to each local agency TMC. Dependent upon future connection to an adjacent agency ATMS, or regional RIITS system, the local agency TMC shall provide uplink traffic signal data and video transmission of all roadside/ITS units from the local TMC/TOC to the adjacent regional TMC.
7-7.3. System Architectures
The following sections provide detailed descriptions, high-level system design, and system architectures for the recommended ITS technology improvements within the area. To understand how these improvements are linked it is illustrated by the following breakdown, a four-tiered system approach:
I. At the local intersection and field communication hub locations with ITS elements system architecture
II. Advanced Traffic Management System (ATMS) architecture III. Regional system architecture (Regional to Local Agency) IV. Center-to-Center system architecture
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By using a tiered system approach, we can determine interface requirements and sub-system interfaces from: 1) the local roadside units such as traffic signal controllers, detection units, arterial management systems, CCTV cameras, etc.; 2) to the centralized Advanced Traffic Management Systems (ATMS) – on a per agency basis; 3) Center-to-Center connectivity such as one local agency’s ATMS to another; 4) grouping and connecting center-to-center to sub-regional systems, and linking the sub-regional systems to a regional system.
The proposed system architecture and high-level preliminary design identifies each systems’ requirements and sub-system interfaces. The system architectures are provided to show the links between ITS field elements including communication systems, traffic signal systems, video detection systems, Closed Circuit Television (CCTV) systems, arterial management systems, and links to the City’s IT server room and TMC or TOC. It also shows communication links between workstations located at the City Hall and the City’s communication network. During the design phase of the project, these system architectures will be further developed into detailed drawing diagrams for more detailed interconnection requirements between all components.
Preliminary proposed system architectures have already been defined for each agency and the region.
These are located within Chapter 5 – Assessment of ITS Technology and should be used as a reference for each agency regarding the proposed placement of ITS elements and routing of new traffic signal data and communications network. These proposed improvements are also identified in this chapter along with a Phase Implementation approach.
The recommendations for the deployment of these updated systems can be understood from a system architecture level basis. All that is being identified at this point are connections or “interconnects” between ITS elements. The specific information that is exchanged on each interconnect is defined per the manufacturers and agency’s requirements. These architectures provide each agency a framework of how each component will be deployed and integrated.
Figure 7.3 provides a sample of a typical local agency system architecture for Level I. This sample illustrates the traffic signal and ITS elements from the field; connectivity between each field element and the City Hall; and the typical equipment located at the City Hall including potential links to provide data for mobile applications and/or allowing the public to viewing streaming video from the local agency’s website. Figure
7.4 shows the typical local agency system architecture for Level II, including communication hubs in the field and connectivity between each field element, communication hubs, and the TMC. Figure 7.5 exhibits the typical local agency system architecture for Level III including Center-to-Center communication interties; and the typical equipment located at the TMC.
Figure 7.6 demonstrates the typical local intersection and ITS technologies system architecture for Level I. This shows the typical field equipment at the local intersection and links from each ITS element to the communication equipment inside the local traffic signal controller cabinet. Figure 7.7 illustrates the typical local intersection, field communication hubs, and ITS technologies system architecture for Level II. This shows the same links as Level II but now includes links to the local field communication hub. Figure 7.8 shows all of the previous information but now at Level III.
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Figure 7.9 demonstrates a typical ATMS system deployment system architecture for Level I. This shows typical links between equipment from the field to the City Hall. Figure 7.10 exhibits a typical ATMS system deployment system architecture for Level II. Finally, Figure 7.11 illustrates a typical ATMS system deployment system architecture for Level III, showing typical links between equipment from the field to the data center (e.g., communications room), and links to the TMC and off-site locations such as a Public Works Yard.
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Figure 7.3 Concept of Operations – Local Agency System Architecture for Level I Concept of Operations and Strategic Deployment Plan
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Figure 7.4 Concept of Operations – Local Agency System Architecture for Level II Concept of Operations and Strategic Deployment Plan
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Figure 7.5 Concept of Operations – Local Agency System Architecture for Level III Concept of Operations and Strategic Deployment Plan
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Figure 7.6 Concept of Operations – Local Intersection and ITS Technologies System Architecture for Level I
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Figure 7.7 Concept of Operations – Local Intersection and ITS Technologies System Architecture for Level II Concept of Operations and Strategic Deployment Plan
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Figure 7.8 Concept of Operations – Local Intersection and ITS Technologies System Architecture for Level III Concept of Operations and Strategic Deployment Plan
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Figure 7.9 Concept of Operations – ATMS System Architecture (from the City Hall to the Field Elements) for Level I
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Figure 7.10 Concept of Operations – ATMS System Architecture (from the City Hall to the Field Elements) for Level II Concept of Operations and Strategic Deployment Plan
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Figure 7.11 Concept of Operations – ATMS System Architecture (from the TMC to the Field Elements) for Level III Concept of Operations and Strategic Deployment Plan
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7-7.4. Fiber Optic Communications Planning
As shown in the system architecture figures, from the local to the regional level, it is envisioned that the primary communications throughout the region will be over fiber optic cable with the primary fiber optic backbone. Therefore, it is important to ensure that the proper planning for the fiber optic communications is conducted to meet current and future needs of the ITS Master Plan. This requires a fiber management scheme that reserves fibers not only for the traffic management systems, communications, and ITS elements, but it also includes reserving fibers for future applications such as Smart Cities and other transportation technologies that can be integrated in the future. The goal is to have a fiber optic allocation scheme that the city can adopt for ease of connectivity, expansion, and integration of current and future technologies. It is also critical for overall system management, operations, maintenance, and troubleshooting. When fibers are allocated to serve specific systems, it is easier to identify and resolve any potential issues. Finally, in the fiber optic cable there will be a dedicated fiber bundle allocated for future Metro/RIITS usage.
Figure 7.12 illustrates an example of allocating a 72/144-strand fiber optic cable, where each tube (or bundle) shown below consists of 12 strands and are allocated to provide communications for specific systems including the backbone communications, local leaf communications (e.g., at the local agency level communications), inter-agency C2C communications, ITS elements communications, Smart Cities communications, and spares reserved for future applications. The suggested 72/144-strand fiber optic cable would be agency-owned and maintained only for its own internal use. It does not consider 3rd party fiber optic allocations of other proposed fiber optic networks, such as SiFi Networks.
Figure 7.12 – Typical Fiber Optic Cable Allocation
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7-7.5. Cyber Security
Cyber security is an important element to address prior to and as part of the implementation and integration, and operation process of the new/recommended communications, traffic signal controllers, ATMS, TMC/TOC, and ITS elements. It is important to note the interfaces between ITS elements can pose security issues if not addressed properly. Security boundaries and the interfaces to these critical assets should be identified as part of the interconnect process. Security Boundaries: several options to consider about their security policy, such as:
o Each ITS element may be governed by its own security policy; or o An overall policy for the organization or a specific policy for the system, or both.
The interfaces between these ITS elements represent security boundaries. Based on the governing security policies, these security boundaries (e.g., interfaces between ITS elements) should be identified and addressed as secure and/or insecure systems. The goal is that all systems will be secured.
Critical Assets: The interfaces to any ITS element identified as critical should be partitioned to limit with other interfaces and permit only a deliberate flow of authorized information between the critical element and the central systems at the local, sub-regional, and regional level. Security concerns may result in the reduction of architecture flows or links to and from critical ITS elements in the regional ITS architectural framework.
Network security must include both a physical and software based approach, and measures to protect underlying networking infrastructure from unauthorized access and misuse. In addition, network security shall be addressed during the operations and maintenance of the system. Security protocols shall be provided at all levels. Cybersecurity is an increasing concern in the transportation industry; therefore, transportation system owners/operators need a resource for identifying, alerting, and advising on cybersecurity incidents specific to transportation systems. This includes infrastructure, investigating potential system vulnerabilities, and education and awareness training. 7-8. SYSTEM CONCEPT OPERATIONAL DESCRIPTIONS
The upgrade to the agency’s ATMS system and potentially a Level III TMC is envisioned to be a fully functional traffic control and management center achieved through institutional, technical, and operational integration. This chapter describes how the Level I and Level III TMC should be operated from perspectives of different user classes in terms of activities, strategies, tactics, policies, and constraints. 7-8.1. End User View
Daily motorists and truck traffic should experience effective traffic signal timing and coordination and be able to make informed en route commute decisions when driving through the City of Pico Rivera. Optimal signal timing plans should be implemented to minimize delays and stops while maintaining safe and efficient traffic mobility along local streets and arterials for daily peak and off-peak traffic. Special event signal plans should be considered to accommodate inbound and outbound traffic flows (flush plans) Concept of Operations and Strategic Deployment Plan
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during various events (e.g., Street Fairs, Downtown Parades, etc.), tourist attractions and planned detours for both weekdays and weekends. Real-time traveler information describing traffic conditions, travel times, and parking information for various modes and routes should be provided via radio, changeable message signs, cities/agencies websites, and mobile applications to help motorists understand their options on where to park and how to get in and out their destinations to and from freeway entrances and major arterials.
Regarding the Base level system, a TMC would not be installed at a City of Pico Rivera facility as there would not be funding available for it. However, a centralized ATMS that is cloud-based could still help to provide important information to motorists including construction, planned events, and other vehicle incident information.
For an Ultimate level system, a TMC could effectively provide incident, planned event, and construction information to the motoring public including location, severity, duration, expected delay, and detour routes. The local TMC could also be used to assist local police departments to guide and manage traffic under severe or significant congestion conditions. In general, through signal coordination and traveler information dissemination via various outlets, motorists should expect to experience the benefits of efficient travel time, fuel saving, emission reduction, less surprises en route, and ultimately safer travel during their daily commute.
7-8.2. Local Agency/TMC Operator View
The upgraded ATMS systems will be able to provide efficient and flexible traffic management capabilities for daily peak periods, planned events, and emergencies. However, resource constraints may not allow for providing these capabilities in the Level I system. The system must have an open architecture to accommodate various traffic signal controllers that are compliant with NTCIP standards and other proprietary communication protocols. The upgraded ATMS systems must be able to support all signalized intersections within the City limits with significant room for future expansion.
Staff and other authorized users (consultant) must be able to remotely access signal controllers and signal controller databases, select signal timing plans from a database as appropriate and upload the signal plans to the controllers from a remote location via online web access.
Staff will have the capability to implement pre-timed, coordinated, time-of-day, and traffic-responsive signal plans for isolated intersections, arterials, and network control and select special signal plans that assist onsite traffic control staff in performing manual traffic management during congested periods.
However, this may not be a desirable practice during the Level I and Level II system. The Level I system should support the ability to effectively coordinate with other jurisdictions and other internal partnering agencies (Fire, Police, Emergency Operations Centers, Emergency Services, Parking Services) and enable quick responses to incidents, emergencies, and potential evacuations. The system should have the capability to share its surveillance cameras with other partnering agencies to allow for monitoring of real-time traffic on local streets.
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The system must have the capability to collect, store and archive real-time volume, speed and occupancy data for monitoring and assessing traffic conditions, TMC system performance, as well as other operational and research needs.
The system should have the capability to detect and have its operators be alerted of an incident automatically. This would allow the City to check an incident location and monitor traffic impacts by observing traffic data and video surveillance. Additionally, the control system shall have the ability to automatically send the information to a group of pre-determined stakeholders and disseminate incident reports, construction projects, any planned events and lane closures to the public directly or indirectly via 511 systems, or through other public and private information service providers.
The Level III TMC would allow Agency Staff/TMC operators to observe and monitor the local agencies’ traffic signals, CCTV camera systems, and other ITS devices citywide in real time. The intent would be to verify the investments of upgrading the local agency systems are operating properly, and that traffic signal synchronization plans are also in operation. The City may decide to add a wall mounted monitor to display existing conditions in the Engineering staff area, but it is not required for the Level I system.
Sample TMC Workspace
Concept of Operations and Strategic Deployment Plan
December 2024 7-35
7-9. PROJECT PRIORITY AND DEPLOYMENT
A phased implementation plan has been developed for the deployment of the proposed traffic signal systems, communications, and ITS improvements. This is completed by developing priorities at the local level for a successful implementation of each level. This systematic approach defines priorities that are used to help determine the near term and long-term project deployments. Key considerations include:
Development and installation prerequisites. Identify what systems/sub-systems need to be deployed before other systems/sub-systems can function. Deployment of interfacing systems that must precede deployment of other system features. Create a viable operational capacity at each stage. This determines how much of the system must be deployed for it to operate effectively at each stage. 7-9.1. Project Priority
Level I and Level II priorities were developed and are separated into subsequent levels. Level I includes interim conditions and infrastructure deployments. Level I interim conditions include replacement of existing/new 5GHZ wireless radios to late-model 5GHz MIMO wireless radios and new TMC workstation at City of Pico Rivera (City Hall). Level I conditions also include new back-haul wireless radio links for upgrading and closing communication gaps. The City of Pico Rivera would retain current operations and maintenance of its traffic signalized intersections. LA County Public Works would retain ‘operator/viewonly’ rights hosting the signals. The agency would be able to monitor the system via a VPN from the TMC workstation within City Hall.
Level III assumes the construction of new underground fiber optic infrastructure on the City priority corridors, future traffic signals, and ultimately building-out to City limits. From an agency’s perspective, any design of future traffic signals should include equipment required to meet near term and long term ITS needs described in this ITS Master Plan. Level III needs include future traffic signals, additional fiber optic cable, additional CCTV cameras, additional Arterial Management System detection, installation of Changeable Message Signs (CMS) hardware/software and Connected Vehicle (C2X) infrastructure. Also, the local Agency would gain ultimate control of the traffic signals, and all connected ITS elements, such as ATC units, CCTV and RSU units.
Figure 7.13 illustrates the phasing strategy and program implementation for the ITS Master Plan.
Concept of Operations and Strategic Deployment Plan
December 2024 7-36
Figure 7.13 – Program Implementation Diagram
7-9.2. Project Phasing and Deployment Strategy
The project phasing and deployment strategy of the ITS Master Plan consists of three levels. Level I includes infrastructure deployments that are considered interim while Level II and Level III include infrastructure deployments that are anticipated to be funded under future grants and/or projects. These improvements may also be deployed as an extension of the program. *Please note: No available funding has been programmed under any of the proposed Levels I-III.
The following summarizes each project level and deployment strategy:
Level I ITS Infrastructure 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. 3) Provide the City of Pico Rivera with a TMC workstation(s) so that they can monitor their traffic signals in real-time.
4) Under this scenario, we identify the Level I ITS Infrastructure Deployments as our “Interim” conditions, which includes:
Environmental Process and Approvals
Level I
Conditions
•Level I Build-Out Conditions
•Establish cloud-based ATMS central system and update signal controllers •Obtain available funding
•Upgrade a portion of primary corridors due to available funding •Fill in selected communication gaps with 5GHz wireless communications Level II
Improvements
•Build TMC at City Facility building. Transition traffic signal communications from County-to-City as project progresses •Upgrade ATMS central system
•Fill in primary communication gaps
•Upgrade the remaining ITS improvements along primary corridors Level III
Conditions
•Level III Build-Out Conditions
•Upgrades along the remaining arterial corridors
•Fill in communication gaps with conduit and fiber optic •Complete transition of all City Signals/ITS onto City-owned ATMS Concept of Operations and Strategic Deployment Plan
December 2024 7-37
a. Install upgraded 2070 ATC signal controllers at all of the City’s signalized intersections
b. Providing 5 GHz wireless Ethernet communications for local links along areas with communication gaps
c. Utilize high-bandwidth wireless technology to complete communication back-haul links over long distances, from center-to-field communication hub, or center-to-center
d. Provide Ethernet-over-copper (VDSL) communications at last mile locations with existing copper signal interconnect (SIC) cable (hardwired/twisted-pair cable)
o The key strategies for Level I ITS deployment is to provide an interconnected TMC location (PC workstation area) for the City. The TMC workstation would provide the City remote access to their local signalized intersections and ITS elements. 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 levels to grow 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. The key aspect of the new cloud-based ATMS system is to be able to connect to many adjacent local traffic signals that will operate over a new Ethernet IP communication system. Then, additional traffic signals and ITS elements can be added as future projects and when funding becomes available for implementation.
It should be noted that the Level I improvements will be implemented based on current or funded projects. 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 Infrastructure 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.
Concept of Operations and Strategic Deployment Plan
December 2024 7-38
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.
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 due to budget constraints. Once this is complete, future subsequent levels can be built on this foundation and additional ITS technologies can be further integrated into the traffic signal network.
Level III ITS Infrastructure Deployment
o The project improvements from Level III are identified by the following steps:
1) By expanding the system from Level II
2) Build a dedicated Traffic Management Center (TMC) for the City/Agency 3) Require a TMDD interface for the ATMS system
4) Establish communication HUBs for tie-in of surrounding ITS improvements. 5) Under this scenario, we identify the Level III ITS Infrastructure Deployments and Build-Out conditions, which include:
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.
Concept of Operations and Strategic Deployment Plan
December 2024 7-39
The following sections provides details of the proposed improvements for each phased deployment for the City of Pico Rivera, along with the County of Los Angeles and Caltrans District 7. 7-9.3. Proposed Project Improvements
The following summarizes the proposed local Traffic Signal ITS equipment per intersection. Table 7.1 lists the existing and proposed Traffic Signal, Communications, and ITS Equipment for the City of Pico Rivera under build-out conditions.
As part of Level I Improvements, new video detection cameras will be installed at all of the signalized intersections, including those that have existing video detection systems. These will be upgraded to video detection systems that have hybrid video/radar detection cameras. In addition, new 2070 ATC Signal Controllers will be installed inside all of the signal cabinets that are owned by the City of Pico Rivera. New Ethernet Edge Switches will be installed that can be used with both 5GHz Wireless Ethernet Radios and fiber optic cable. New 5GHz Wireless Ethernet Radios (PTMP) will be installed at all of the signalized intersections. They will connect to new Backhaul Wireless Ethernet Backhaul Radios (PTP), which wirelessly transmit information and data to the TMC of the County of Los Angeles’s Department of Public Works. Finally, at the City Hall, a new TMC Work Station with external monitors, along with a cloud-based ATMS that connects to all of the signals.
Regarding the Level II Improvements, new 3” conduit, pull boxes, and 144 SMFO Cable (Backbone) will be installed along both Passons Boulevard and Washington Boulevard. These will connect back to the City Hall. Various upgrades will be made to the 2070 ATC Traffic Signal Controllers along these corridors, and new hub controller cabinets will be installed. Finally, new field elements will include new HD IP CCTV Cameras and Arterial Management System (Bluetooth)/(Wi-Fi) Roadside Units (RSUs) installed at major intersections. For the City Hall, a new Video Management System (VMS) and Arterial Management System (AMS) will be installed to connect to the new roadside units, along with various Layer 3 Core Network Upgrades (for the fiber optic cable) and 19” Equipment Rack with networking equipment.
The Level III Improvements will include new 3” conduit and pull boxes being installed along the remaining primary/secondary corridors in the City. New 144 SMFO Cable (Backbone) will be installed along the primary corridors while new 72 SMFO Cable (Backbone) will be installed along the secondary corridors.
New hub controller cabinets will be installed, along with new changeable/dynamic message signs (CMS/DMS). The City Hall Equipment will also be expanded along with the establishment of a new TMC in the City Hall. These improvements will include expanding the cloud-based ATMS, a video wall, new lighting and electrical, new C2C connections with other participating agencies, and a new Smart Cities Platform.
Concept of Operations and Strategic Deployment Plan
December 2024 7-40
Table 7.1 – Proposed Traffic Signal, Communications, & ITS – City of Pico Rivera No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication System CCTV System Proposed
Arterial
Management
System (BT)/
(Wi-Fi) RSU
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model /
Type
Proposed
ATC
Controller
Loops or
Video
Manufacturer
/ Model
Proposed
Video
Stream to
ATMS
Type
Proposed
Fiber Optic
(FO) /
5GHz
Wireless
(W)
Proposed
Ethernet
Access
Switch
(EAS)
Proposed
CCTV
Camera
System
Existing
CCTV
Camera
1 Abbeywood
Ave &
Beverly Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A N/A I
* - Wireless/WWV
Antenna/Traconex Precision
Time Receiver
2 Acacia Ave
& Beverly
Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A N/A I
* - Wireless/Traconex
Precision Time Receiver
3 Beverly Blvd
& Durfee
Ave
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y N/A 3M 454 N/A III-BF McCain GPS UTB Clock 4 Beverly Blvd
&
Paramount
Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y CCTV N/A BT/Wi-Fi RSU N/A N/A III-BF * - Wireless/WWV Antenna 5 Beverly Blvd
& San
Gabriel
River
Parkway
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y * FO Y CCTV N/A BT/Wi-Fi RSU N/A Clary III-BF * - Wireless/McCain GPS UTB
Clock
6 Beverly Rd
& Durfee
Ave
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y GPS Sync Clock FO Y N/A GTT 462 Clary III-BF McCain GPS UTB Clock 7 Beverly Rd
&
Paramount
Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y N/A FO Y N/A N/A N/A III-BF Stand Alone (No Comm) 8 Whittier
Blvd &
Acacia Ave
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y TWP/Wireless FO Y N/A N/A N/A III-BF 9 Crossway Dr
& Slauson
Ave
332 Signal Control
Co. 170 2070 ATC Loops 2 Ch Y WWV Antenna FO Y N/A N/A N/A I 10 Crossway Dr
&
Washington
Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A N/A III-BF
* - Wireless/WWV
Antenna/Traconex Precision
Time Receiver
11 Durfee Ave
& Whittier
Blvd
322 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y CCTV N/A GTT 464 Clary III-BF * - Wireless/McCain GPS UTB
Clock
Concept of Operations and Strategic Deployment Plan
December 2024 7-41
No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication System CCTV System Proposed
Arterial
Management
System (BT)/
(Wi-Fi) RSU
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model /
Type
Proposed
ATC
Controller
Loops or
Video
Manufacturer
/ Model
Proposed
Video
Stream to
ATMS
Type
Proposed
Fiber Optic
(FO) /
5GHz
Wireless
(W)
Proposed
Ethernet
Access
Switch
(EAS)
Proposed
CCTV
Camera
System
Existing
CCTV
Camera
12 Gregg Rd &
Whittier
Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y Wireless FO Y N/A BT/Wi-Fi RSU N/A N/A III-BF 13 Haney St &
Passons Blvd 332 McCain 170E 2070 ATC Loops 2 Ch Y N/A FO Y N/A N/A N/A I Stand Alone (No Comm) 14 Lindsey Ave
& Whittier
Blvd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y Wireless FO Y CCTV N/A N/A N/A III-BF 15 Paramount
Blvd & Rex
Rd
332 McCain 170E 2070 ATC Loops 2 Ch Y GPS Sync
Clock FO Y N/A N/A N/A I
Traconex Precision Time
Receiver
16 Paramount
Blvd &
Slauson Ave
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y CCTV N/A BT/Wi-Fi RSU GTT 462 Clary III-BF McCain GPS UTB Clock 17 Paramount
Blvd &
Washington
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y * FO Y CCTV N/A BT/Wi-Fi RSU N/A Clary III-BF * - Wireless/McCain GPS UTB
Clock
18 Passons Blvd
& Slauson
Ave
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y GPS Sync Clock FO Y CCTV N/A BT/Wi-Fi RSU GTT 464 Clary III-BF McCain GPS UTB Clock 19 Passons Blvd
&
Washington
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y * FO Y CCTV N/A BT/Wi-Fi RSU N/A Clary III-BF * - Wireless/WWV
Antenna/McCain GPS UTB
Clock
20 Passons Blvd
& Whittier
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y N/A GTT 464 Clary III-BF * - Wireless/WWV
Antenna/McCain GPS UTB
Clock
21 Serapis Ave
& Slauson
Ave
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y N/A FO Y N/A GTT 464 Clary III-BF Stand Alone (No Comm) 22 Paramount
Blvd & Loch
Lomond Dr
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y N/A GTT 764 Clary III-BF McCain GPS UTB Clock 23 Paramount
Blvd &
Mines Ave
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y N/A FO Y N/A N/A Clary III-BF Stand Alone (No Comm) 24 Whittier
Blvd &
Lexington
Ave
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A Clary III-BF * - TWP/Wireless/McCain GPS
UTB Clock
Concept of Operations and Strategic Deployment Plan
December 2024 7-42
No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication System CCTV System Proposed
Arterial
Management
System (BT)/
(Wi-Fi) RSU
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model /
Type
Proposed
ATC
Controller
Loops or
Video
Manufacturer
/ Model
Proposed
Video
Stream to
ATMS
Type
Proposed
Fiber Optic
(FO) /
5GHz
Wireless
(W)
Proposed
Ethernet
Access
Switch
(EAS)
Proposed
CCTV
Camera
System
Existing
CCTV
Camera
25 Rosemead
Blvd &
Telegraph
Rd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y
Fiber
Optic
Cable
FO Y CCTV Costar
HD BT/Wi-Fi RSU 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 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y CCTV N/A BT/Wi-Fi RSU GTT 764 Clary III-BF McCain GPS UTB Clock/Polara
Model iCCU-C
HUB Proposed
HUB Cabinet 334 FO Agg. Switch
See Above
27 Rosemead
Blvd & Rex
Rd
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A Clary III-BF * - TWP/Wireless/WWV
Antenna
28 Rosemead
Blvd &
Washington
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y CCTV N/A BT/Wi-Fi RSU N/A Clary III-BF * - TWP/Wireless/WWV
Antenna/Polara Model iCCU-C
HUB Proposed
HUB Cabinet 334 FO Agg. Switch
See Above
29 Rosemead
Blvd &
CoffmanPico
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A N/A III-BF * - Wireless/WWV Antenna 30 Rosemead
Blvd &
Mines Rd
332 McCain 170ATC
/HC11 2070 ATC Video/Loops
Vantage Edge
2 Y TWP (Cut) FO Y CCTV N/A BT/Wi-Fi RSU GTT 762 N/A III-BF Stand Alone (No Comm) 31 Rosemead
Blvd &
ManzanarHavenwood
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y TWP/Wireless FO Y N/A N/A N/A III-BF 32 Rosemead
Blvd &
Whittier
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y CCTV N/A BT/Wi-Fi RSU 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 2070 ATC Video Vantage Vector Y * FO Y N/A GTT 464 Clary III-BF * - Wireless/WWV
Antenna/McCain GPS UTB
Clock
34 Rosemead
Blvd &
Beverly Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y CCTV N/A BT/Wi-Fi RSU GTT 764 Clary III-BF * - Wireless/McCain GPS UTB
Clock
Concept of Operations and Strategic Deployment Plan
December 2024 7-43
No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication System CCTV System Proposed
Arterial
Management
System (BT)/
(Wi-Fi) RSU
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model /
Type
Proposed
ATC
Controller
Loops or
Video
Manufacturer
/ Model
Proposed
Video
Stream to
ATMS
Type
Proposed
Fiber Optic
(FO) /
5GHz
Wireless
(W)
Proposed
Ethernet
Access
Switch
(EAS)
Proposed
CCTV
Camera
System
Existing
CCTV
Camera
HUB Proposed
HUB Cabinet 334 FO Agg. Switch
See Above
35 Rosemead
Blvd &
Gallatin Rd
332 McCain 170E 2070 ATC Loops 2 Ch Y N/A FO Y N/A N/A N/A III-BF Stand Alone (No Comm) 36 Paramount
Blvd &
Mercury Ln
332 McCain 170E 2070 ATC Video Autoscope Y GPS Sync
Clock FO Y N/A N/A Clary III-BF McCain GPS UTB Clock
37 Paramount
Blvd &
Whittier
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y CCTV N/A BT/Wi-Fi RSU GTT 764 Clary III-BF McCain GPS UTB Clock 38 Myrtle St &
Whittier
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y N/A GTT 462 Clary III-CF * - Wireless/McCain GPS UTB
Clock
39 Paramount
Blvd &
Village Walk
Way
332 McCain 170E 2070 ATC Video Vantage Edge
2 Y N/A FO Y N/A N/A Clary III-BF Stand Alone (No Comm) 40 Washington
Blvd & Loch
Alene
332 McCain 170ATC
/HC11 2070 ATC Loops 2 Ch Y * FO Y N/A N/A N/A III-BF
* - Wireless/McCain GPS UTB
Clock
41 Rosemead
Blvd &
Market
Place/ LA
Fitness
332 McCain 170ATC
/HC11 2070 ATC Video/Loops
Vantage Edge
2 Y * FO Y N/A N/A N/A III-BF * TWP (Cut)/Wireless
42 Sandoval
Ave &
Beverly Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y N/A 3M 454 N/A III-BF * - Wireless/McCain GPS UTB
Clock
43 Passons Blvd
& Rivera Rd 332 McCain 170ATC/HC11 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y N/A GTT 464 Clary III-BF McCain GPS UTB Clock 44 Rosemead
Blvd &
Terradell St
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Vector Y GPS Sync Clock FO Y N/A GTT 462 Clary III-BF McCain GPS UTB Clock 45 Rosemead
Blvd &
Olympic
Blvd
332 McCain 170ATC
/HC11 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y N/A GTT 462 Clary III-BF McCain GPS UTB Clock 46 San Gabriel
River 332 McCain 170ATC/HC11 2070 ATC Video Vantage Edge 2 Y * FO Y N/A GTT 764 Clary III-BF * TWP (Cut)/McCain GPS UTB
Clock
Concept of Operations and Strategic Deployment Plan
December 2024 7-44
No. Intersection
Controller
Cabinet
Type
Controller Unit Detection System Communication System CCTV System Proposed
Arterial
Management
System (BT)/
(Wi-Fi) RSU
EVP
System
Uninterrupted
Power Supply
Service
Enclosure
Type
Comments
Manufacturer Model /
Type
Proposed
ATC
Controller
Loops or
Video
Manufacturer
/ Model
Proposed
Video
Stream to
ATMS
Type
Proposed
Fiber Optic
(FO) /
5GHz
Wireless
(W)
Proposed
Ethernet
Access
Switch
(EAS)
Proposed
CCTV
Camera
System
Existing
CCTV
Camera
Parkway &
Melita St
47 Rose Hills Rd
& Shephard
St
332 Safetran 170E 2070 ATC Loops 2 Ch Y N/A FO Y 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 2070 ATC Video Vantage Edge 2 Y GPS Sync Clock FO Y N/A GTT 764 Clary III-CF McCain GPS UTB Clock 49 Telegraph
Rd &
Birchbark
Ave
332 McCain 2070LX Video Autoscope Y
Fiber
Optic
Cable
FO Y 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 Y * FO Y CCTV N/A BT/Wi-Fi RSU 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 2070 ATC Video Autoscope Y * FO Y 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 Y * FO Y 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 Y * FO Y CCTV N/A BT/Wi-Fi RSU Tomar Clary III-BF * - Fiber Optic Cable/Traconex
Precision Time Receiver/Signal
is Operated and Maintained by
the City of Downey
HUB
CITY HALL –
Proposed
HUB Cabinet
334/
Server
Rack
FO Agg.
Switch
Concept of Operations and Strategic Deployment Plan
December 2024 7-45
7-10. LEVEL I ITS INFRASTRUCTURE DEPLOYMENT
The following sections will define the project scope and proposed improvements slated under Level I of the ITS Master Plan Project. It will identify the type of improvement, location, proposed Traffic Management Centers (TMC), and traffic signal communications by project corridor for each agency.
The project team has developed priorities for project deployment that would help determine the current ITS technologies deployment in the area. As mentioned previously, this is considered the "Base" improvements scenario; and based on the available funding under the current contract only a portion of improvements identified along the top priority corridors can be deployed. 7-10.1. Level I ITS Infrastructure Deployment – City of Pico Rivera This section summarizes the proposed improvements and project limits for proposed Level I ITS infrastructure for the City of Pico Rivera. The proposed improvements under Level I ITS Infrastructure Deployment include:
Advanced Traffic Management System (ATMS) – Cloud-based 2070 ATC Signal Controllers
High Definition (HD) Video/Radar Video Detection Systems (VDS) Communication upgrades to Ethernet/IP-based networks over 5GHz wireless radios and/or hardwired/twisted-pair cable
Hardened Managed Ethernet Switches (Layer 2 and/or Layer 3) Local PC Workstation (City Hall) with VPN connection to new ATMS and LA County ATMS Other ITS field elements may be considered based on the agency’s needs and available funding:
o Center-to-Center (C2C) communications
o Performance Measurement Systems
o Connected Vehicle Infrastructure
Table 7.2 lists the Level I project locations for the City of Pico Rivera. Figure 7.14 illustrates the proposed Level I ITS infrastructure improvements for the City of Pico Rivera.
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Table 7.2 – Level I Project Locations – City of Pico Rivera Corridor Limits Improvements
Paramount Blvd Telegraph Rd to Beverly Blvd 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless
Ethernet Communications (upgraded)
Rosemead Blvd Telegraph Rd to Gallatin Rd 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
Telegraph Rd Paramount Blvd to True Ave 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
Slauson Ave Paramount Blvd to Passons Blvd 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded))
Washington Blvd Paramount Blvd to Passons Blvd 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
Whittier Blvd Myrtle St to Gregg Rd 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
Beverly Blvd Paramount Blvd to Abbeywood
Ave
5GHz wireless Communications, 2070 ATC
Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
Durfee Ave Whittier Blvd to Beverly Blvd 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
San Gabriel River Pkwy Beverly Blvd to Melita St 5GHz wireless Communications, 2070 ATC Controllers, Back-haul Wireless Ethernet
Communications (upgraded)
TMC Location City Hall New PC workstation. VPN connection to County of LA Public Works Department.
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Figure 7.14 - Level I ITS Infrastructure Deployment
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Figure 7.14 – Level I ITS Infrastructure Deployment
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7-11. LEVEL I ITS INFRASTRUCTURE SUMMARY
Total Level I Preliminary Cost Estimates represent the recommended Base deployments required to achieve the City of Pico Rivera’s immediate goals of providing Ethernet IP communications, a new centralized ATMS system that is cloud-based, a new local PC workstation, 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. All TMC related costs assume new improvements and hardware/software at the City Hall building. Overall, these improvements will provide the City with the benefit of remote traffic surveillance, automated traffic functions and improved mobility by use of advanced ITS technologies to facilitate transportation mobility through-out the City of Pico Rivera.
As shown and described in the previous sections, the improvements for Level I infrastructure under the current project generally include the following improvements: 5GHZ wireless Ethernet broadband communications, 2070 ATC signal controllers, VDS, new centralized ATMS system (cloud-based), and associated ITS hardware/software.
Table 7.3 lists the preliminary anticipated project construction cost estimate for Level I infrastructure improvements.
Table 7.3 – Level I ITS Infrastructure Preliminary Cost Estimate Concept of Operations and Strategic Deployment Plan
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7-11.1. Level I ITS – Benefits and Enhancements
It is intended that the proposed improvements under Level I will provide two-way real-time data and video communications from the field elements to the new cloud-based ATMS system and the City’s TMC workstation. The benefits of these improvements will provide real-time communications between different cities/agencies; it will have the capability of extracting high resolution data for arterial health, management, and performance measurements; it will provide data and video sharing across jurisdictional boundaries; and it will provide the capability of implementing, monitoring, and maintaining signal synchronization along the signalized intersections and the project corridors.
The proposed improvements under Level I ITS Infrastructure Deployment include:
New centralized and cloud-based Advanced Traffic Management System (ATMS) Migration of Wireless Communication from LA County ATMS to Agency ATMS 2070 ATC Signal Controllers
Communication upgrades to Ethernet/IP-based networks over wireless radios and/or hardwired/twisted-pair cable
Hardened Managed Ethernet Switches
Local Traffic Management Center (TMC) workstation
Other ITS field elements may be considered based on the agency’s needs and available funding Overall, these systems have the capabilities to provide data and video in real-time which can be used to send messages out to the public and/or the governing agencies to make informed decisions about a travel route, travel times and/or how to better monitor and improve traffic signal and corridor performance.
The data and video output from these systems are part of the “big data” management revolution, where such information can be captured and made available for analytics about what matters most. The data collected can be used for monitoring, analyzing, managing, and improving the local and regional transportation system.
7-11.2. Level I ITS – Disadvantages and Limitations
In contrast to the proposed project improvements and benefits, the main disadvantage of Level I project improvements is that the deployment area is unable to cover entire corridor limits with fiber optic communication and all the latest ITS improvements. The project outreach and determining the types of ITS improvements have been defined mainly due to the available funding. If we consider adding more signalized intersections, ITS elements, and expanding communication links along other corridors, it will add significant cost to this project level.
Under this level, there are some corridors that are not going to be entirely improved. Thus, the disadvantages are that it breaks the continuity of the improvements along the corridor, there is a physical limit of proposed ITS technologies, and the existing legacy system needs to be maintained. From a signal synchronization stand point, current time-of-day plans must be upheld throughout the entire corridor so that newly deployed signal synchronization works as intended. To accomplish this, it is anticipated new Concept of Operations and Strategic Deployment Plan
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GPS clocks will be required for all other local intersections on a given corridor not tied to Level I improvements.
7-12. LEVEL II ITS INFRASTRUCTURE
DEPLOYMENT
As shown and described in the previous sections, the
improvements for Level II infrastructure under the current project generally includes the following improvements:
utilize existing 5GHz wireless Ethernet broadband,
Ethernet IP networks, Closed Circuit Television (CCTV), Travel-Time Roadside Units (RSU) and associated ITS
hardware/software. Due to budgetary constraints and/or
feasibility, all Citywide signalized locations under Level I may not be improved.
The proposed Level II ITS improvements set the foundation for the local agency 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 applications, such as: connected vehicles (CV), connected vehicle infrastructure, autonomous vehicles (AV), smart cities, shared-mobility, mobility-as-a-service (MaaS), internet of things (IoT), mobile applications (Apps), Big Data, etc. In addition, the proposed Level II improvements will lay down the foundation to integrate various transportation management systems, including arterial management, freeway management, special event management, incident management, and integrated corridor management (ICM). Also, ITS technologies shall be included with other future transportation improvements (e.g., interchanges, etc.) and can be integrated to the City’s TMC, and the County’s TMC.
Beyond Level I Improvements, the ITS Master Plan provides a baseline condition and path of migration for the local agency and the region for future improvements. As additional funding becomes available, the following levels and steps may be followed.
Level II improvements will generally include future traffic signal integration, VMS, HD IP CCTV cameras, and AMS systems.
Overall, further integration of these components will be required at the central TMC workstation location for all additional ITS improvements added to the system. The provided City ITS infrastructure maps and System Architecture maps for ultimate build-out within this chapter should be followed for optimum layout and construction of each system.
Figure 7.15 illustrates the proposed Level II ITS infrastructure improvements for the City of Pico Rivera.
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Concept of Operations and Strategic Deployment Plan
Figure 7.15 - Level II ITS Infrastructure Deployment – City of Pico Rivera Concept of Operations and Strategic Deployment Plan
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Figure 7.15 - Level II ITS Infrastructure Deployment – City of Pico Rivera Concept of Operations and Strategic Deployment Plan
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7-12.1. Level II ITS Infrastructure Deployment – City of Pico Rivera This section summarizes the proposed improvements and project limits for proposed Level II ITS infrastructure for the City of Pico Rivera.
The proposed improvements under Level II ITS Infrastructure Deployment include:
High Definition (HD) Internet Protocol (IP) Closed Circuit Television (CCTV) Camera Systems Arterial Management Systems (AMS) – RSU units
Hardened Managed Ethernet Switches
Migration of Wireless Communication from LA County ATMS to Agency ATMS Other ITS field elements may be considered based on the agency’s needs and available funding.
Table 7.4 lists the Level II project locations for the City of Pico Rivera. Figure 7.15 illustrates the proposed Level II ITS infrastructure improvements for the City of Pico Rivera.
Table 7.4 - Level II Project Locations – City of Pico Rivera Corridor Limits Improvements
Paramount Blvd Telegraph Rd to Beverly Blvd ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
Rosemead Blvd Telegraph Rd to Gallatin Rd ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
Telegraph Rd Paramount Blvd to True Ave ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
Slauson Ave Paramount Blvd to Passons Blvd ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
Washington Blvd Paramount Blvd to Passons Blvd ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
Whittier Blvd Myrtle St to Gregg Rd ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
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Corridor Limits Improvements
Ethernet Communications (upgraded),
Communication to TMC
Beverly Blvd Paramount Blvd to Abbeywood
Ave
ATC Controllers, CCTV Cameras, Arterial
Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
Durfee Ave Whittier Blvd to Beverly Blvd ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
San Gabriel River Pkwy Beverly Blvd to Melita St ATC Controllers, CCTV Cameras, Arterial Management System, Back-haul Wireless
Ethernet Communications (upgraded),
Communication to TMC
TMC Location City Hall New ATMS and MMS at City Hall. VPN connection to County of LA Public Works
Department will remain.
7-12.2. Level II ITS Infrastructure Summary
Total Level II Preliminary Cost Estimates represent the recommended Enhanced deployments required to achieve the City of Pico Rivera’s Enhanced goals of interconnecting agency signals to the new central system. Overall, these improvements will provide the City with the benefits of remote traffic surveillance, automated traffic functions, and improved mobility by use of advanced ITS technologies to facilitate transportation mobility throughout the City of Pico Rivera. Adequate or upgraded staffing would need to be available to manage the new ATMS.
Table 7.5 lists the preliminary anticipated project construction cost estimate for Level II infrastructure improvements.
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Table 7.5 - Level II ITS Infrastructure Preliminary Cost Estimate Concept of Operations and Strategic Deployment Plan
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7-13. LEVEL III ITS INFRASTRUCTURE DEPLOYMENT
Build-out to city limits and dedicated high-speed fiber optic cable (10 Gigabit) will be the focus of the future Level III improvements and should follow the ultimate "build-out" conditions strategy.
Level III improvements will generally include priority corridor and non-priority corridor future traffic signal integration, installation of fiber optic cable, additional ATC controllers, HD IP CCTV cameras, AMS systems, CMS systems and Connected/Smart infrastructure. In the fiber optic cable, there will be a dedicated fiber bundle allocated for future Metro/RIITS usage. Also, new HUB cabinet locations will be added for aggregation of outlying intersections. Ultimately, last mile traffic signal locations should utilize 5GHz wireless Ethernet broadband communications where no underground conduit exits.
Applicable design to the agency “Core” network design, future connection of fiber optic cable in a physical “ring” should be considered to allow for redundancy in all Ethernet communication networks. Additional HUB cabinet locations will be added for aggregation of outlying intersections.
Beyond Level II improvements, future Level III 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 deployment and integration of Smart Cities applications and Connected Vehicle/Autonomous Vehicle infrastructure will include a much greater effort for overall system integration at local, sub-regional, and regional levels. It is anticipated that the city’s completed traffic signal network will be in place, and there will be no communication gaps to support such improvements.
The provided City ITS infrastructure maps and System Architecture maps for ultimate build-out should be followed for optimum layout and construction of each agency system.
Figure 7.16 illustrates the proposed Level III ITS infrastructure improvements for the City of Pico Rivera.
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Figure 7.16 - Level III ITS Infrastructure Deployment
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Figure 7.16 - Level III ITS Infrastructure Deployment
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7-13.1. Level III ITS Infrastructure Deployment - City of Pico Rivera This section summarizes the proposed improvements and project limits for proposed Level III ITS infrastructure for the City of Pico Rivera.
The proposed improvements under Level III ITS Infrastructure Deployment include:
3-inch Conduit and Fiber Optic cable along Primary corridors HUB Cabinet locations
Changeable Message Sign (CMS) System
Maintenance Management System (MMS)
Traffic Management Center (TMC), Videowall upgrades at City Hall TMDD interface required for the ATMS
Other ITS field elements may be considered based on the agency’s needs and available funding:
o Smart Cities applications
o Connected Vehicle applications
Table 7.6 lists the Level III project locations for the City of Pico Rivera.
Table 7.6 - Level III Project Locations – City of Pico Rivera Corridor Limits Improvements
All other locations Fiber Optic Communications, ATC
Controllers, CMS Sign, Hub cabinet,
Communication to TMC
City Hall TMC New TMC/Videowall at City Hall.
New VMS, CMS, AMS and other ITS
sub-systems complete.
Center-to-Center communications,
Connected Vehicle infrastructure,
ICM integration, data sharing to
Regional TMC, or RIITS.
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7-13.2. Level III ITS Infrastructure Summary
Total Level III Preliminary Cost Estimates represent the recommended long-term deployments required to achieve the City of Pico Rivera’s long-term goals of providing backbone Fiber Optic communication gap closure, ATMS system expansion, new 72 and 144 single mode fiber optic backbone/distribution cable, new HUB cabinet locations, and installation of Changeable Message Signs. Overall, these improvements will provide the City the benefit of remote traffic surveillance, automated traffic functions and improved mobility by use of advanced ITS technologies to facilitate transportation mobility throughout the City of Pico Rivera.
Table 7.7 lists the preliminary anticipated project construction cost estimate for Level III infrastructure improvements.
Table 7.8 lists the preliminary anticipated project construction cost estimate for Levels I-III of the City of Pico Rivera ITS Master Plan.
Table 7.7 - Level III ITS Infrastructure Preliminary Cost Estimate Concept of Operations and Strategic Deployment Plan
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Table 7.8 - ITS Master Plan - Cost Estimate
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7-14. SYSTEM MIGRATION STRATEGIES
Traffic signals included under the Level I improvement area of the project are located along the City’s major arterial roadways. Therefore, it is essential that continuous signal control and traffic management is maintained for daily traffic operations and regular special events during the implementation of the system upgrade and enhancement. Strategies for migrating the hardware and software to maintain existing TMC operations and signal controls need to be identified to minimize the potential impact. 7-14.1. Communication Upgrades
Upgrading and migrating existing communications infrastructure (either wireless or fiber optic) from County to local agency ATMS will potentially result in disruptions to traffic signal operations. Each agency will need to perform field communication tests between their TMC and selected key locations. Based on the review and testing results, each agency will need to define acceptable implementation strategies for staging communications upgrade to minimize system down time and traffic signal operations disruptions due to communications migration based on their traffic signal network. 7-14.2. Central TMS Operations and Upgrades
It is envisioned the City of Pico Rivera will have to possibly juggle between two ATMS systems until all upgraded communications can occur and a complete cut-over from County of LA KITS to a new proposed City ATMS. As more ITS infrastructure is brought ‘online’ and into the City Hall TMC location, the local agency can transition traffic signal control & operations away from the County of LA KITS system, and onto their own standalone ATMS and TMC network.
7-14.3. Migration from the Existing to the Proposed System The migration from existing to new ITS elements and communication systems is a critical component in implementing new ITS technologies.
The City of Pico Rivera currently does not have an ATMS for remote command and control of traffic signal operations. Some of the signalized intersections have wireless radios while others only have GPS Synchronization Clocks. While only a few of the City’s signals transmit data back to the County of Los Angeles’s TMC via wireless radios, the other half are “offline,” or not communicating to the ATMS. Since the City does not have its own ATMS, City staff are largely unable to operate and control traffic signals remotely.
One thing to consider under the Level I improvements is that not all existing traffic signal locations will be integrated into the ATMS system. Therefore, a large number of traffic signals will remain “offline” until further signal upgrades occur. Typically, this involves the upgrade to Ethernet IP communications, and/or software updates/replacements to legacy technologies, such as traffic controllers. The process for implementing a new ATC controller or other ITS device into a network system includes the following:
Configure/set IP Address & VLAN Assignment(s) within the ITS Device/field equipment (e.g., controller, VIDs, IP switch, etc.)
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Add ITS Device’s IP Address & VLAN Assignment to Master spreadsheet (for documentation purposes)
Add ITS Devices to ATMS System through user interface (e.g., database, Map display, etc.) As the City continues to upgrade its infrastructure through future projects/developments, further integration of proposed ATC controllers and other ITS elements will be required at the central ATMS.
Figure 7.17 illustrates the system migration Level I ITS infrastructure improvements for the City of Pico Rivera for Level I.
Figure 7.18 illustrates the system migration Level II/Level III ITS infrastructure improvements for the City of Pico Rivera for Level II and Level III.
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Concept of Operations and Strategic Deployment Plan
Figure 7.17 - System Migration Layout – City of Pico Rivera for Level I
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Figure 7.18 - System Migration Layout – City of Pico Rivera for Levels II and III Concept of Operations and Strategic Deployment Plan
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7-14.4. Maintaining Existing Legacy and Proposed System Active monitoring and maintenance should be performed for each ITS sub-system. This may include the configuration of alarms via email or text to the proper personnel when a system is not working properly.
To maintain system operations, the personnel responsible should regularly monitor the ITS elements and management software and review any alerts and validate any action that needs to be taken on a daily basis. After each system is operational, several important management functions need to be completed.
One is to schedule and conduct in-house, on-the-job training programs including ongoing training as necessary for future personnel. The in-house training program can be provided by the manufacturer’s representative and/or supplemented by sending operations and maintenance staff to attend outside training or to visit similar systems. In addition, training will be provided for all ITS elements after the installation of the Level I near term project improvements. 7-14.5. Planning for Future Projects
Planning for future/current projects will be taken into consideration under Level I (if applicable to this level or the subsequent levels), as confirmed by the local agency staff. 7-14.6. Development Funded Project Improvements
For all other current and future planned projects/developments, the City of Pico Rivera shall incorporate the latest open-architecture ITS technologies and infrastructure with public works and private development improvements along their existing and proposed signalized intersections and roadway systems. At a minimum, the City of Pico Rivera shall include the following improvements:
a) 3” conduit with fiber optic cable
b) Splice vaults
c) 2070 ATC signal controllers
d) HD IP CCTV Cameras
e) Bluetooth/Wi-Fi Arterial Management Systems
f) Vehicle/Bicyclist Detection Systems per lane
g) If migrating to video/radar detection systems, it shall be linked to the City’s TMC, and video feed/images shall be provided
By incorporating the latest ITS improvements with current and future planned projects/developments, it enables the City to migrate new traffic signal locations onto the proposed ATMS system. Also, new ITS technologies shall meet the requirements for regional signal synchronization, and integration to the local TMC, and regional RIITS. Technologies that do not provide open-architecture and required communications protocol shall not be installed.
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7-15. FUTURE CONNECTED AND AUTOMATED VEHICLES, INTEGRATED CORRIDOR
MANAGEMENT, MOBILE APPLICATIONS, AND SMART CITIES DEPLOYMENTS This section summarizes the planning
aspects for the local agencies, County of
Los Angeles, and Caltrans District 7
within the area in order to prepare for
the future Connected and Automated
Vehicles (CV/AV), Integrated Corridor
Management (ICM), mobile
applications, SMART Cities and other ITS
deployments. Through the multiple
levels of ITS deployments, the proposed
infrastructure shall be planned to
accommodate these near term and
future term technologies. This heavily
relies on the communications and
network infrastructure. An example is providing a fiber optic management scheme that reserves fibers not only for the traffic management systems, communications and ITS elements, but it also includes reserving fibers for these future deployments, as described and shown in Section 6 “Fiber Optic Communications Planning” including the graphic to the right. Although, a 144-strand fiber optic cable may not be installed along every roadway, the concept of reserving standalone fiber strands for future technologies shall be applied. This includes providing the maximum bandwidth over wireless communications in order to accommodate these near term and future term technologies.
During the preliminary design of each level of the project, additional outreach will be provided to the participating agencies in order to adopt a fiber optic allocation scheme that considers the region and local agency needs. During the design phase of the project, these fiber allocations will be further developed into detailed drawing diagrams with interconnections between all components. 7-15.1. Connected Vehicle Infrastructure
Connected Vehicle technology must be addressed as part of the project deployments. Wireless design guidelines must be established with a strategic deployment plan within a given project area. If designated, a new wireless communication installation would be able to transmit adjacent point-to-point traffic data in addition to localized roadside unit (RSU) radio communications.
A Connected Vehicle platform has many parts that need to be in place for it to be working on the street successfully. Whether these solutions are provided by the Original Equipment Manufacturer (OEM) or 3rd party integrators, generally there are four (4) different areas of CV technology that need to be implemented for a working deployment. These areas are:
On-board Unit (OBU) – Vehicle/Pedestrian/Bicyclist
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Road-side Unit (RSU) - Traffic Signal (One per location) V2X Middleware - Data Services/Background Processes
V2X Applications (Apps) - Human Interface/Message Format
For a successful deployment of a CV Program in the area, stakeholders must establish standards and policies to use new technologies and support tools for real-time needs and to meet long-term public policy objectives. Development of a cost/benefit analysis should be performed and lessons learned through implementation on high priority CV applications.
Implementation of the Ethernet IP communications, traffic signals, ITS elements, TMC, and an ATMS allows the City of Pico Rivera to have a common communication infrastructure to be expandable and scalable (e.g., future proof) for the implementation of these technologies. 7-15.2. Integrated Corridor Management (ICM)
The key to ICM is integrating
existing/proposed ITS and
management efforts, between
freeways (e.g., I-605, I-5, I-710, SR60) and local arterials (e.g., Washinton Blvd, Telegraph Rd,
Slauson Ave, etc.) with new
concepts and relationships to
develop a coherent multi-modal,
multi-jurisdiction, corridor-wide
transportation management
system. Several sub-management
systems, such as Freeway
Management Systems, Incident Management Systems, Arterial Management Systems, and Special Events Management Systems promotes multi-modal management that supports real-time traffic management, and cooperatively develop and implement real-time (active) traffic management.
A key institutional element is to build consensus with Caltrans and the local jurisdictions who operate the arterials and maintain all the traffic control and ITS infrastructure, and these agencies will need to express interest, support, and commitment to the project. It will need to involve the stakeholders very closely to achieve selection of the studied corridors.
Depending on a selected evaluation criterion for ICM corridors and segments, corridor management can include active monitoring of all modes and facilities within the corridor, management techniques such as ramp metering, arterial signal synchronization, incident traffic management, advanced traveler information system, and other advanced technologies and techniques to manage and balance demand throughout the corridors. It is anticipated that some of the following strategies can be included as part of the selection criteria of the ICM corridors and segments:
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Freeway
Management
Strategies
Adaptive Ramp
Metering
- Incorporate System-wide Adaptive Metering System
- Coordinated ramp meters
- Incorporate Queue Detectors - Designed to alleviate spill back onto local streets
Mainline (Incident)
Management System
- End of Queue Warning using Variable Speed Limit
Incident
Management
Strategies
Active Traffic
Management
Capabilities
- Reduce secondary incidents using Variable Advisory Speed Signs (VASS) - Close Lanes using Lane Usage Signs (LUS)
Implement Response
Plans
- Use Arterial Trailblazer Signs
- Use Arterial Signal Timing Flush Plans
Arterial
Management
(Incident
Response
Strategies)
Arterial Management
Capabilities
- Use of signal synchronization along project corridors - Incorporate local agency traffic signal operations
- Use of ITS elements including: CCTV System, Bluetooth / Wi-Fi systems, RSU radios
- Use of transit signal priority and emergency vehicle pre-emption Transit
Management
Strategies
Transit Management
Capabilities
- Preferential Signalization using transit signal priority ramp meter Bypass-HOV
- Incorporate Park and Ride Facilities and provide real-time information - Provide transit traveler information - travel times, directions to transit facilities
Traveler
Information
Strategies
Traveler Information
Capabilities
- Use of ITS elements including: information display board (IDB), highway advisory radio, and changeable message signs (CMS)
- Integration with future alternative modes of transportation Transmit Freeway travel times and comparative transit travel times - Integration with 511 System
In order to achieve the ICM goals to increase corridor throughput, improved travel time reliability, improved incident management, and enabled intermodal travel decisions, the project will need to define performance requirements, including a decision support system and a set of performance metrics that reflects the characteristics of the City of Pico Rivera.
Implementation of the Regional Traffic Management Center (RTMC) is a critical component and one of the first steps to advancing the Integrated Corridor Management (ICM) system/concept to reality.
Although various strategies may be considered, communications to the sub-regional and local TMCs/ATMS allows the region to have a common platform to disseminate information from each system.
One of the other primary elements is to provide communications from the roadside element to the local operations center (e.g., TMC/ATMS).
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7-15.3. Mobile Applications
Dynamic Mobility Applications (DMA) are the next generation of applications that will support further transformations in mobility.
These applications focus on innovative methods for operating existing transportation systems and on greater integration across modes (e.g., light vehicles, transit vehicles, and trucks).
The objective of the DMA is to foster the release of high-value, opensource applications that use synthesized, multisource ITS data to transform surface transportation management and information. It is also focuses on developing the tools (for instance, an open source portal), metrics, and concepts that support application development. As a result of research, a set of six bundles of applications are considered and are based on enabling greater public sector, multimodal system management, and mulitmodal sytem integration. The application bundles include:
Freight Advanced Traveler Information System (FRATIS) Integrated Dynamic Transit Operations (IDTO)
Intelligent Network Flow Optimization (INFLO)
Multi-Modal Intelligent Traffic Signal System (MMITSS) Response, Emergency Staging and Communications, Uniform Management, and Evacuation (R.E.S.C.U.M.E.)
Enable Advanced Traveler Information System (EnableATIS) While focused on different elements of the transportation system, these applications contain similar characteristics including:
Use vehicle and infrastructure connectivity to enable dynamic decision making Allow managers to anticipate problems, be proactive in addressing issues, and rapidly monitor impacts on and across multimodal transportation networks Support emerging work in Decision Support Systems (DSS) — systems that can assimilate and analyze large volumes of detailed real-time and historic data to provide recommendations in formats that are most valuable to traffic managers or travelers As the City continues to expand its ITS infrastructure and Ethernet IP signal communication systems, the data obtained from the ITS elements are valueable assests for the Dynamic Mobility Applications (DMA) evolution and industry. The City should start considering standard policy procedures for the storage and release of such data to these 3rd party developers and potentially the auto industry. This can stem from the data collection of each TMC/ATMS at the regional and local levels.
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7-16. SMART CITIES
SMART Cities is an urban development vision to
integrate multiple Information and
Communication Technology (ICT) and Internet
of Things (IoT) solutions in a secure fashion to
manage a city's assets – the city's assets include,
but are not limited to, local departments'
information systems, schools, libraries,
transportation systems, hospitals, power
plants, water supply networks, waste
management, law enforcement, and other
community services. The goal of building a
smart city is to improve quality of life by using
urban informatics and technology to improve the
efficiency of services and meet residents' needs.
ICT allows city officials to interact directly with the community and the city infrastructure and to
monitor what is happening in the city, how the city
is evolving, and how to enable a better quality of
life. Through the use of sensors integrated with
real-time monitoring systems, data are collected
from citizens and devices – then processed and
analyzed.
The Smart City transportation system elements
include smart ITS technologies, connected
vehicles/autonomous vehicles, smart city fleet,
smart parking systems, smart roadway lighting
systems, vehicle electrification, and smart
universal payment system.
The Traffic Signal Synchronization Project will provide recommendations for a regionwide Ethernet IP signal communications infrastructure, and it will address ITS and CV technologies that are available in today’s market that can be integrated as part of the technology upgrades at the signalized intersections and corridors. As the agencies in the area continue to expand their ITS infrastructure and Ethernet signal communication systems in the near future, agencies should evaluate future integration of Smart City roadway technologies, including smart roadway lighting systems, smart parking systems, and other ITS technologies.
Implementation of the Ethernet IP communications, traffic signals, ATMS, MMS, ITS elements, and the TMC allows the City of Pico Rivera to have a common communication infrastructure to be expandable and scalable (e.g., future proof) for the implementation of these technologies.
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7-16.1. Communication Backbone for Smart Cities Applications The need for allocating physical communication mediums and virtual networking system setup will provide the foundation and communication backbone for Smart Cities applications. As the City of Pico Rivera migrates to a state-of-the-art communications system, reserving a portion of the communications pipeline for Smart Cities applications shall be conducted during the planning, design, and implementation for all levels. Depending on the type of communication medium, it can include reserving a set of fiber optic cable strands or allocating predetermined bandwidth over wireless communications and Ethernetover-copper communications systems. This also includes setting up system networks with VLAN’s for Smart Cities applications.
The communication backbone for Smart Cities applications shall follow the guidelines outlined in the previous chapter, Chapter 6 “SEMP”, sections:
6-9.2. Provide Ethernet/IP-based Communications Guidelines 6-9.3. Ethernet/IP based Communication over Fiber Optic Cable Guidelines 6-9.4. Ethernet/IP based Communication Over Wireless Ethernet Broadband Guidelines Once Smart Cities applications are considered for implementation, additional research shall be conducted in order to implement the latest “best practices” and security. 7-16.2. Smart Lighting Systems
Smart Lighting Systems
are a key element in the
Smart Cities applications.
The need for Smart
Lighting Systems is
important for the local
agencies and the region
by using less energy,
reducing energy costs,
providing safer
environments, and
reducing environment
impacts.
Typically, Smart Lighting Systems can be implemented by retrofitting existing lighting systems with wireless communications along a corridor or parking facility and communicate back to a central control system via the cloud or hard-wired communications. This requires wireless communication devices to be installed on each light and a separate cabinet (at-grade level) to house the lighting control equipment with communications to transmit information via the cloud or hard-wired. The separate cabinets shall be located within clear areas of the parkway and conform to ADA clearance requirements. The central management software will allow the owner (e.g., local city/agency, Caltrans, SoCal Edison, etc.) to remotely monitor and control the system including monitoring lamp lighting levels (e.g., degradation); Concept of Operations and Strategic Deployment Plan
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lighting control, such as dimming the lights during peak hours, and setting schedules so groups of lights can be turned on and off at set times to conserve energy; and to send alerts for operations and maintenance support.
In conjunction with Smart
Cities applications, Smart
Lighting Systems and
sensors allow collecting and
analyzing of important data
such as lighting levels,
temperature, air quality,
pollution levels, energy
consumptions, forecasted
maintenance operations
and more can be obtained.
When considering implementation of this system, it will require coordination with the owner (e.g., local city/agency, Caltrans, SoCal Edison, etc.), selecting a preferred vendor/manufacture, and selecting a design team to prepare PS&E. Once the PS&E is approved by the owner it will be advertised to bid. Once installed, the Smart Lighting system shall be integrated by the Systems Integrator to the local and regional systems. The city is currently working on Smart Lighting efforts as part of the SiFi project discussions and intends to provide Wi-Fi connectivity for City staff during their initial roll-out level.
Implementation of the Ethernet IP communications, traffic signals, ITS elements, and the local TMC/ATMS allows the City to have a common communication infrastructure to be expandable and scalable (e.g., future proof) for the implementation of these technologies. 7-16.3. Smart Parking Systems
Smart Parking Systems are a key element in the Smart Cities applications. The need for Smart Parking Systems is important for the local agencies and to the region, which can improve parking revenues and reduce traffic volumes and emissions due to reduction in driving time to find open parking spots. 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.
Intelligent Parking Systems (IPS) single-space meters are included in the Smart Parking systems family that provide customers and patrons with a simple and consistent parking user experience which is more costeffective, 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 real-time data, solar power technology, and a comprehensive web-based management system. Although parking meters are not currently established within the City of Pico Rivera, this illustrates the benefit if the City were to consider this option.
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The IPS Data Management System is a secure, web-based application that allows clients to manage an entire parking meter network with ease. The Data Management System 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.
As the local agencies in the area continue to expand their ITS infrastructure and Ethernet signal communication systems, the Smart Parking Systems can be linked to the proposed communications infrastructure as well as the cloud. It is envisioned that the systems integrator would be responsible for linking the system to the local agency’s and/or regional communications infrastructure; and the local agency would be responsible for maintaining and operating the system.
Implementation of the Ethernet IP communications, traffic signals, ITS elements, and the regional, subregional DACs, and local TMCs/ATMS allows the area to have a common communication infrastructure to be expandable and scalable (e.g., future proof) for the implementation of these technologies. 7-17. ENVIRONMENTAL REQUIREMENTS FOR EQUIPMENT
The environmental requirements for specific ITS equipment and under what conditions it is to perform (i.e., environmental, reliability, and availability) help define the proposed system and whether it meets its performance goals.
Key environmental requirements such as temperature levels for outdoor field equipment, vibrations, restrictions on building, cooling, and HVAC need to be met for the optimum operation of each specific element and the overall system.
A key aspect of environmental requirements is the operating conditions for traffic control and ITS elements. For roadside ITS elements that are intended to be used in an outdoor
environment, these units are typically ruggedized and are manufactured to adhere to the National Electrical
Manufacturers Association (NEMA) code. NEMA standards for traffic control applications provide vigorous testing and ensure a specific product meets industry standards. An update to the NEMA standards occurred in 1998 and is identified as TS-2 specification. NEMA TS-2 specifications identify the basic operating requirements for equipment by these key factors; Concept of Operations and Strategic Deployment Plan
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operating voltage, ambient temperature, humidity, vibration, and shock. All commercial off-the-shelf (COTS) equipment being recommended for the proposed Level I system meets or exceed NEMA TS-2 standards for traffic control equipment. For State Standard 33X equipment, the Transportation Electrical Equipment Specifications (TEES) may also be met.
For other ITS elements that are not operated or housed inside a traffic controller cabinet, they must adhere to similar industry standards. Ingress Protection marking (IP rating) helps classify and rate the degree of protection provided against intrusion (body parts such as hands and fingers), dust, accidental contact, and water by mechanical casings and electrical enclosures.
An example of this would be a closed-circuit television (CCTV) camera with an IP rating of 67. This identifies the camera assembly is dust tight (6) and water protected up to 1-meter depth immersion (7). Other ITS elements deployed on the project will have similar environmental ratings for use in their respective environments.
All proposed equipment on the Level I project will be COTS and verified that environmental requirements are met prior to ordering and installation for indoor and outdoor applications. 7-18. OPERATIONAL ENVIRONMENTS
Operational environments refer to the environmental characteristics or factors that will directly and indirectly present significant impact, opportunity, constraints, and challenges for operation of the upgraded system. These characteristics or factors include facilities, hardware and software, personnel, and operational procedures. The following sections detail the operational environments for the upgraded TMC(s).
7-18.1. Facilities – Traffic Management Centers
Currently, the City of Pico Rivera does not have a dedicated Transportation Management Center (TMC).
Given that the City had limited funding and staff resources available a TMC could get implemented under the Ultimate level.
It is anticipated that the TMC could be located at the City Hall building; however, the actual room(s)/physical location would have to be established. The location would need to be determined, preferably in a centralized area to provide for such operations for the operators and to house the communications/network equipment. Typically, this requires two separate rooms one for the operators (workstations, monitors, furniture, etc.), and the other for the communications/network equipment (equipment racks, rack mounted equipment, cable management trays, battery back-up system, controlled environment/HVAC, etc.). The traffic signal and ITS communication/network equipment may be located with other City IT infrastructure. The goal is to provide a location for the TMC that will house the necessary equipment and provide adequate space for varied staffing levels to operate and maintain the traffic signal and ITS systems.
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The purpose of the proposed Transportation Management Center (TMC) is to acquire and cater to both existing and future traffic signal and ITS equipment that gets deployed. Software-as-a-Service (SaaS) is also a viable solution for the City.
Under Level III or a future Level of work, it is recommended for the City of Pico Rivera to have a TMC area.
The typical TMC improvements include a workstation, wall mounted monitors, and furniture in a designated room. Other upgrades include communications/network equipment (equipment racks, rack mounted equipment, servers, cable management trays, battery back-up system, controlled environment/HVAC, etc.) that is typically located in a separate communication room. Since there is limited space at City Hall, the TMC may have to be relocated elsewhere at the City Hall campus or at the City Yard.
Overall, the proposed Traffic Management Center should be designed to accommodate communication and collaboration with other stakeholders in monitoring of and management of traffic and incidents, dissemination of traveler information and support of data collections and archiving. Additional details related to the communications, inter-agency coordination, setup, operations, and management of local TMCs are provided in Chapter 8, “Inter-Agency Communication Needs”. 7-19. LIFE CYCLE COSTS
Owners, users, and managers need to make decisions on the acquisition and ongoing use of many different traffic control, traffic management, and ITS assets including items such as traffic signal equipment, TMC equipment and the facilities which to house them. The key initial 'project outlay cost' is usually the key factor influencing the choice of ITS element given several alternatives from which to select.
However, the initial project outlay cost is only a portion of the total costs over an asset’s life cycle that needs to be considered in making the right decision for the selection of ITS elements. The process of identifying and documenting all the costs involved over the span of life of an asset is known as Life Cycle Costing (LCC). The total cost of ownership of traffic and ITS elements are often greater than the initial project outlay cost and can vary significantly between different alternative solutions to a given operational need. Consideration of the costs over the whole life of an asset provides a sound basis for decision-making.
With this information, it is possible to:
Assess future resource requirements (internal and external) Assess comparative costs of different makes/models
Decide between sources of supply/manufacturers
Account for resources used currently or in the past (reporting and auditing) Improve system design through operational improvements/automation Optimize Operational and Maintenance (O&M) support
Assess when ITS elements reach the end of their economic life and if renewal is required The overall life cycle costs can be as simple as expended annual costs or it can be a complex (computerized) model that allows for the creation of scenarios based on assumptions about future cost drivers. A life cycle cost analysis may be performed and gives the owners and stakeholders the ability to Concept of Operations and Strategic Deployment Plan
December 2024 7-78
predict future costs and the significance of the future costs to the decisions being made by the organization. A life cycle cost analysis involves the analysis of the costs of a system or a component over its entire life span. Typical life cycle costs for a proposed system may include:
Acquisition costs
Design costs
Installation costs
System setup, system integration, testing and commissioning costs Operating costs
Cost of failures
Cost of repairs
Cost for spares
Downtime costs
Loss of production
Maintenance costs
Cost of corrective
maintenance
Cost of preventive
maintenance
Cost for predictive
maintenance
Disposal costs
A complete life cycle cost projection analysis may also include other costs, as well as other accounting/financial elements such as depreciation, present value/discounted rates, etc.
For the purpose of a sample life cycle cost analysis, it is sufficient to say that if one has all the required cost values (inputs), then a complete life cycle cost analysis can be performed readily in a spreadsheet, since it really involves summations of costs for several options and computations. With respect to the cost inputs for such an analysis, the costs involved are either deterministic (such as acquisition costs, disposal costs, etc.) or probabilistic (such as cost of failures, repairs, spares, downtime, etc.). Most of the probabilistic costs are related to the reliability and maintainability characteristics of the system.
In general, the average life span of the typical ITS element is ten (10) years before needing replacement.
Some roadsides ITS traffic elements may be extended up to 15 years based on use case. In general, technological advancements in the transportation industry are rapidly improving. Therefore, specific ITS elements installed many years ago became outdated or are no longer compatible with the technology available today. The technological advancements in the ITS arena are growing at a swift pace. Therefore, the local cities/agencies should take the opportunity now to employ the latest ITS technologies available today to set a foundation that is expandable and scalable for future technologies and applications such as Smart Cities, connected vehicle (CV), and automated vehicles (AV). Taking into consideration the key factors of initial project outlay cost, usable ITS element life span, overall operations and maintenance costs, only then can a total life cycle cost be achieved.
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7-20. TMC AND ITS STAFFING REQUIREMENTS – LEVEL I AND LEVEL III For Level I, a new ATMS that is cloud based would be established in the City of Pico Rivera. Along with remote access from existing computers and ITS elements, additional full-time staffing will not be required.
If so desired, the City could hire a third party (consultant) on a part time basis to maintain and monitor the systems as needed. A typical staffing structure and requirements for ATMS system operations under Level I can be seen in Figure 7.12. However, under the current Level I implementation of a TMC workstation, communication, and ITS improvements – the total staffing levels as shown in Figure 7.12 will not need to be met immediately.
Therefore, based on these assumptions, it is recommended that, at most, the following be established and approved for Level I, consisting of:
Existing engineering staff to oversee ITS operations and maintenance located at City Hall. They should be supplemented by:
o IT Staff Support through existing City’s Contract IT Staff o Signal and ITS Technician(s) Support through maintenance contract The ITE “Traffic Control System Operations” manual suggests that a traffic signal system should have one traffic engineer per 75 to 100 traffic signals and one signal technician per 40-50 traffic signals or other field devices. A “National Cooperative Highway Research Program (NCHRP) report (Synthesis 245) also suggests 38 to 43 signals per technician.
Initially, the ATMS will be monitored intermittently as needed, and no full-time staffing is expected. The ATMS may be monitored during major events in Pico Rivera (e.g., Pico Rivera festivals, Pico Rivera Sports Arena) as needed or determined by City staff. In addition, the ATMS may also be needed to assist the regional Emergency Operations Center (EOC).
Figure 7.19 illustrates a proposed staffing structure for Level I TMC operations.
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Figure 7.19 - ITS Staffing Structure for Level I
For Level II, the same staffing plan can be used that was utilized for Level I. The cloud-based ATMS system will still be used. As the Level III implementation takes place however, the hiring of a third party (consultant) should be considered on a part time basis to occasionally monitor and maintain the systems.
Hiring a third party (consultant) may be the best solution until there are resources available for more staffing. A typical staffing structure and requirements for ATMS system operations can be depicted in Figure 7.20.
It is recommended that the following be
established and approved for Level III:
Existing engineering staff to oversee ITS
operations and maintenance located at
City Hall. They should be supplemented by:
o Contract TMC Operator
o IT Staff Support
o Signal and ITS Technician(s)
support through maintenance
contract
Similar to Level I, the ATMS will be monitored intermittently as needed, and no full-time staffing is expected. The ATMS may be monitored during major events in Pico Rivera (e.g., Pico Rivera festivals, Pico Concept of Operations and Strategic Deployment Plan
December 2024 7-81
Rivera Sports Arena) as needed or determined by City staff. In addition, the ATMS may also be needed to assist the regional Emergency Operations Center (EOC).
Figure 7.20 illustrates a proposed staffing structure for large scale TMC operations.
Figure 7.20 - ITS Staffing Structure for Level III
7-20.1.1. Operations and Maintenance (O&M) Requirements After approved design and deployment of a TMC/workstation and ITS equipment are built in the city, there is an added Operations and Maintenance (O&M) costs associated with maintaining and staffing a dedicated TMC. Generally, staffing requirements can be broken down into three (3) distinct areas:
In-House
Outsourcing
Facilities Management Staffing
Staffing can be further broken down into different sub-roles, such as: System Administrator (SA), Traffic Engineer (TE), TMC operator and Information Technology (IT) support.
In-house staffing would comprise of a team of dedicated staff to perform daily traffic operation tasks and regular maintenance of their traffic signal system. It is envisioned that a new system will require additional training regarding operations and maintenance on the new ATMS, Video Management Systems (VMS), Concept of Operations and Strategic Deployment Plan
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Arterial Management Systems, CMS, RSUs and other ITS technologies. Ideally, this would be a preferred option since all operations and maintenance is performed within the same organization.
The outsourcing of TMC staffing needs results in additional costs to the organization on an annual basis.
However, this could be the solution for agencies without the available resources for dedicated Traffic Engineers (TE), TMC operators and IT support. Private transportation firms often have the knowledge and expertise to manage independent traffic systems either remotely via VPN connection or on-site for a dedicated number of hours per day.
In addition, to meet further operational requirements, it is advised that maintenance contracts be established at the end of each commissioned system for further upgrades and maintenance to each respective system (ATMS/VMS/Arterial Management, etc.). Therefore, each specific vendor would maintain their system periodically (quarterly/on-call) for a specified length of time, i.e., three years after initial deployment.
Table 7.9 shows the staffing type/personnel, and the typical hours required to perform routine operations and maintenance for a TMC including projected costs and staffing options (in-house or outsourced) to be considered.
Table 7.9 - ITS Staffing Resources and Potential Costs
Staff
Average Hours
Hours/Week
Hourly
Cost
Annual
Cost
Staffing
Option
Traffic Engineer
/ ITS Manager /
System
Administrator
4 $200 $41,600 Existing/Consultant
Staff
TMC Operator 1 20 $110 $114,400 New/Existing Staff
IT Engineer 10 $120 $62,400 Existing/New Staff
Signal
Technician 1
40 $110 $228,800 New Staff
ITS Technician 2 20 $120 $124,800 New Staff
(Staff Cost)
TOTAL:
$572,000
The above amounts are conservative estimates based on national data points. As recently observed in the ITS industry, salary costs are subject to change each year.
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7-21. OPERATIONAL SCENARIOS
Operational scenarios were developed to convey the vision and concept of what the proposed ATMS and upgraded TMC operations to help audiences better understand what is expected to be achieved with the implementation of the ATMS/TMC upgrades and enhancements. A series of scenarios are identified and described to depict the activities to be performed by TMC operators and involved stakeholders in managing and responding to recurrent and non-recurrent congestion circumstances. The likely impact and outcomes that would be experienced by the travelers are also described. 7-21.1. Scenario #1: Daily Operation (Traffic Congestion) Scenario: Weekday morning about 7:30 a.m., traffic congestion starts to build up and causes slow traffic on Washington Boulevard near the Pico Rivera Towne Center Mall. A series of regular processes can be operated on a daily basis within the TMC. These include:
1. TMC operators regularly check voicemail, e-mail, and text to see if there are any incident notifications or traffic operational requests received
2. TMC operators regularly monitor system performance, signal operations, and communication status by checking system operations
3. TMC operators regularly monitor and verify local and freeway traffic conditions via wall map and CCTV cameras
4. Typical AM and PM peak signal plans are operated and pre-programmed to accommodate the inbound and outbound traffic flows within downtown areas, major crossing arterials, and major trip generators
5. TMC operators may observe and program the traveler messages displayed on the City CMS signs
6. TMC operators also may check any planned road work, construction information, signal and system maintenance, and special events and share via 511 system, media, other public and jurisdictional agencies
7-21.2. Scenario #2: Construction Traffic – Local Arterial Scenario: On a weekday at about 10:00 a.m., a power outage occurs on Passons Boulevard. Power crews provide temporary traffic control and block multiple westbound through lanes at Washington Boulevard to restore power in the area.
TMC operators monitor and verify the local traffic conditions via wall map and nearby CCTV cameras
The temporary traffic control redirects all westbound traffic through the left-turn lane at the intersection. The TMC operator uses the Video Detection System (VDS) to verify the temporary traffic control operation at make any adjustments
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The TMC operator remotely accesses the signal controller via the ATMS to extend signal timings to accommodate westbound traffic demands at reduced thru capacity At approximately 2:00 p.m., the power crews are finished with the repair. The temporary traffic control has been lifted from the roadway. The TMC operator uses both the VDS and the ATMS to restore the previous traffic timing parameters and verifies normal operations 7-21.3. Scenario #3: Major Traffic Incident – Regional Arterial Scenario: On a weekday at about 7:30 a.m., a serious crash involving a pickup truck and a passenger car with multiple serious injuries occurs on Telegraph Road at Paramount Boulevard, blocking all eastbound lanes with an estimated 1.5-hour clearance time. The crash causes severe congestion to the rush hour traffic heading to work areas within in City of Pico Rivera. This causes heavy impact to the City of Pico Rivera roads since this is a key corridor for both City of Pico Rivera and City of Downey jurisdictions. This is a key corridor for people to access their work, local schools, and I-5/I-605 freeways. The TMC operator is notified of an alarm, free flow traffic below >10mph, and checks the Arterial Management System along Telegraph Road. The segment shows red The TMC operator determines a detour route along Paramount Boulevard and remotely accesses the signal controllers in this area to alter signal timings to accommodate the traffic towards eastbound Telegraph Road and southbound traffic along Paramount Boulevard The TMC operator verifies the crash using a nearby CCTV camera, and remotely monitors and supports onsite police traffic control staff to guide and manage the traffic to the detour route to relieve the congestion. The incident information is disseminated to the changeable message sign (CMS) located upstream of the incident location on I-5 Freeway A commuter who is driving on southbound Paramount Boulevard experiences congestion. He is aware of the incident from the mobile applications, or CMS, and decides to take Slauson Avenue as a detour. The commuter benefits from the coordinated signals along Slauson Avenue with a reduced delay
Once the incident is fully cleared, the TMC operator updates the incident report and dispatches the updated information to all related stakeholders. The messages on the CMS are updated. The TMC operator remotely accesses the signal controllers to resume the normal signal plans along Telegraph Road and Paramount Boulevard
7-21.4. Scenario #4: Major Planned Event – Pico Rivera Sports Arena Event Scenario: A Sunday morning dance event is scheduled at Pico Rivera Sports Arena and starts at 10 a.m.
Typically, the traffic for the event is mostly inside the venue. However, this year organizers have planned the largest dance event ever, with traffic spilling onto San Gabriel River Parkway and Beverly Boulevard.
The event makes it difficult to guide the additional inbound traffic to the parking facilities and vehicles exiting the grounds, which conflicts with inbound traffic and pedestrians.
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Before the Event:
The TMC has planned and automatically activates special signal timing plans that coordinate the signalized intersections of major routes or streets between the freeway exits to Pico Rivera Sports Arena complex. This optimizes both the inbound and outbound traffic over the transportation network during the peak periods
Police traffic control staff guide the inbound traffic to the dedicated parking areas or other parking facilities. Parking space availability information is provided to the public via the CMS in the area This year, the TMC operator is able to automatically program the intersection of San Gabriel River Parkway and Beverly Boulevard into 4-way flash, to alleviate traffic congestion After the Event:
As the dance event concludes, the special timing plans specially developed for the outbound departure are automatically activated to favor the outbound traffic for major streets and routes between the event venue and the freeway entrances
The police traffic control staff monitor and manage the outbound traffic from parking areas and other parking facilities to the freeway entrances. Alternatively, the police staff may manually override the local traffic signals for individual control of each signal phase The TMC operators are off duty at this time. However, the TMC supervisor could access the signal control system remotely to check the signal plans and signal performance in the area and manually changes the signal plans when receiving a request or as necessary. The TMC supervisor remotely accesses the CCTV cameras via the
web-based interface to monitor and verify
traffic conditions around the area
7-22. NEXT STEPS
Now that the system requirements, concept of
operations and deployment phasing have been
identified, it is important that the City of Pico Rivera and its stakeholders analyze the provided steps, plans and
procedures for providing an updated advanced traffic
management system, and TMC for each agency and
interface to the region.
Priorities have been provided based on preliminary cost estimates, agency needs, local and regional benefits,
and associated maintenance levels. Regional and
agency maps and exhibits have been provided to show
the critical path diagram and sequence of deployment
for each task. Ultimately, each level of work shall be
linked to available funding sources and prior
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qualification requirements stated. The project phasing and deployment strategy of the ITS Master Plan consists of three levels. Level I, Level II, and Level III include infrastructure deployments that are anticipated to be funded under future funding programs. These improvements may also be deployed as an extension of the program.
The following summarizes each project Level and deployment strategy:
Level I ITS Infrastructure Deployment
o The project improvements for Level I were identified by the following steps:
1) Starting with priority corridors identified by City staff. 2) Provide upgraded 5GHz wireless communications back to LA County Control Center in Alhambra.
3) Install an Advanced Traffic Management System (ATMS) to bring all of the agency’s existing traffic signals online.
4) Install upgraded 2070 ATC signal controllers at all of the City’s signalized intersections 5) Provide the City of Pico Rivera with a TMC workstation(s) so that they can monitor their traffic signals in real-time. Remote command and control of each traffic signal in the agency would depend on which ones are on the network. 6) Due to available funding, a portion of improvements identified in the Level I strategy may only be deployed.
7) Under this scenario, we identify the Level I ITS Infrastructure Deployments as our near-term 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, or 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)
8) The key strategies for Level I ITS deployment is to provide an interconnected TMC location (PC workstation area) for the City. The TMC workstation would provide the City remote access to their local signalized intersections and ITS elements. o Level I infrastructure provides a centralized, cloud-based ATMS system which will essentially act as the new “core” system for the City. It is important that a new central system is deployed for subsequent levels to grow on. This approach applies scalability as each agency will be able to integrate additional ITS elements once the 'core' system is established. The key aspect of each new ATMS system is to include interconnection of a centralized location to many adjacent local traffic signals that will operate over a new Concept of Operations and Strategic Deployment Plan
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Ethernet IP communication system. Then, additional traffic signals and ITS elements can be added as future projects and when funding becomes available for implementation. o Once this is complete, future subsequent levels can be built on this foundation and additional ITS technologies can be further integrated into the traffic signal network. Level II ITS Infrastructure Deployment
o The project improvements for 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. 3) Integrate CCTV/RSU units into new central software
4) Under this scenario, we identify the Level II ITS Infrastructure Deployments as our mid-term conditions, which includes:
a. Utilize existing 5GHZ wireless communications deployed in Level I. b. Fill-in communication gaps and provide Ethernet/IP-based communication at last-mile locations.
5) Provide hardline fiber optic communication into City Hall for backbone communications.
6) Integrate Level II ITS improvements into City of Pico Rivera TMC workstation/central system.
Due to the scale of the project, this scenario includes only minor installation of new ITS and communication equipment due to budget constraints. From the environmental review and approval standpoint, it is recommended to begin the environmental process for Level II Infrastructure Deployment after the review and approvals of Level I Infrastructure Deployment. This approach will allow more time under the environmental process for Level II, which may be extended due to the unknown potential environmental impacts throughout the City of Pico Rivera. This will also allow a buffer to secure funding for these proposed improvements.
Level III ITS Infrastructure Deployment
o The project improvements for Level III are identified by the following steps:
1) By expanding the system from Levels I and II
2) Build a dedicated Traffic Management Center (TMC) for the City/Agency 3) Require a TMDD interface for the ATMS system
4) Establish communication HUBs for tie-in of surrounding ITS improvements. 5) Upgrades to the remaining primary corridors
6) Under this scenario, we identify the Level III ITS Infrastructure Deployments as our “Ultimate” Build-Out conditions, which includes:
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a. Installing new 3” conduit and fiber optic cable
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. In the fiber optic cable, allocating a dedicated fiber bundle for future Metro/RIITS usage
d. Install ITS elements as defined under this Chapter
1) Integrate Level III ITS improvements into City of Pico Rivera TMC a. Integrate all ITS elements to the Regional Traffic Management Center (RIITS) data hub via C2C interface connection.
o Under this scenario, it includes the installation of new conduit and fiber optic cable along the remaining primary corridors. From the environmental review and approval standpoint, it is recommended to begin the environmental process for Level III Infrastructure Deployment after the review and approvals of Level II Infrastructure Deployment. This approach will allow more time under the environmental process for Level III, which may be extended due to the unknown potential environmental impacts throughout the City of Pico Rivera. This will also allow a buffer to secure funding for these proposed improvements.
In the next chapter, Inter-Agency Communication Needs, regional TMC center integration and architecture will be discussed. The future plan to integrate and provide C2C to neighboring ATMS systems and to a regional TMC operations center will be explained to provide advanced traffic management within the entire Los Angeles territory. Nearing completion of the ITS Master Plan, the next key steps include project implementation of the proposed ITS technology improvements.
CITY OF PICO RIVERA
INTELLIGENT TRANSPORTATION SYSTEMS (ITS)
MASTER PLAN
Chapter 8.
Inter-Agency Communication Needs
8-0
Inter-Agency Communication Needs
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TABLE OF CONTENTS
8-1. INTRODUCTION ...............................................................................................................................1 8-2. SYSTEM AREA .................................................................................................................................2 8-3. EXISTING CONDITIONS ......................................................................................................................4 8-4. MULTI-AGENCY PARTICIPATING AGREEMENT/MEMORANDUM OF UNDERSTANDING (MOU) ............................5 8-5. CONCEPT OF OPERATIONS .................................................................................................................7 8-5.1. General ......................................................................................................................................... 8 8-5.2. NTCIP Protocol ........................................................................................................................... 10 8-5.3. Inter-Agency Communication .................................................................................................... 10 8-5.4. Proprietary Protocols ................................................................................................................. 10 8-6. CENTER-TO-CENTER ARCHITECTURE ................................................................................................... 11 8-6.1. Owner Center/External Center .................................................................................................. 13 8-6.2. User Classes ................................................................................................................................ 14 8-6.2.1. Operations Users ............................................................................................................ 14 8-6.2.2. Data Users ...................................................................................................................... 14 8-6.3. Need for Connection Management ........................................................................................... 14 8-6.3.1. Verify Connection Active ................................................................................................ 14 8-6.3.2. Need to Support Requests ............................................................................................. 15 8-6.3.3. Need to Support Subscriptions ...................................................................................... 15 8-6.4. Sharing Traffic Management Data ............................................................................................. 15 8-6.4.1. Need to Provide Roadway Network Data ...................................................................... 15 8-6.4.2. Need to Share CCTV Device Inventory and Streaming Video ........................................ 15 8-6.4.3. Need to Share DMS Status and Control ......................................................................... 15 8-6.5. Center-to-Field Layout and Configuration ................................................................................. 16 8-6.6. Center-to-Center Layout and Configuration .............................................................................. 18 8-6.6.1. Inter-Agency Connection ............................................................................................... 21 8-6.6.2. Inter-Agency Control ...................................................................................................... 22 8-7. REGIONAL ITS ARCHITECTURE .......................................................................................................... 23 8-7.1. ITS Data Warehouse – DM01 ..................................................................................................... 24 8-7.2. Transit Signal Priority – PT09 ..................................................................................................... 25 8-7.3. Infrastructure-Based Traffic Surveillance – TM01 ...................................................................... 27 8-7.4. Vehicle-Based Traffic Surveillance – TM02 ................................................................................ 28 8-7.5. Connected Vehicle Traffic Signal System – TM04 ...................................................................... 29 8-7.6. Traffic Information Dissemination – TM06 ................................................................................ 30 8-7.7. Regional Traffic Management – TM07 ....................................................................................... 31 Inter-Agency Communication Needs
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8-7.8. Traffic Incident Management System – TM08 ........................................................................... 32 8-7.9. Regional Integration of Intelligent Transportation Systems (RIITS) ........................................... 33 8-8. CONCLUSION ................................................................................................................................ 35
LIST OF FIGURES
Figure 8.1 Existing Regional Traffic Management Systems .......................................................................... 3 Figure 8.2 Center-to-Center ATMS Interconnection ..................................................................................... 8 Figure 8.3 Typical Arrangement and Connectivity between ATMS(s) and Devices .................................... 12 Figure 8.4 TMC/ATMS Interconnect Diagram ............................................................................................. 13 Figure 8.5 External TMC Communication Environment ............................................................................. 13 Figure 8.6 Center-to-Field (C2F) Communications Exhibit .......................................................................... 17 Figure 8.7 Potential Center-to-Center (C2C) Tie-in Points .......................................................................... 19 Figure 8.8 Center-to-Center (C2C) Communications Exhibit ...................................................................... 20 Figure 8.9 Fiber Backbone Cable Allocation ............................................................................................... 22 Figure 8.10 DM01 ITS Data Warehouse ...................................................................................................... 25 Figure 8.11 PT09 Transit Signal Priority ...................................................................................................... 26 Figure 8.12 TM01 Infrastructure-Based Traffic Surveillance ...................................................................... 28 Figure 8.13 TM02 Vehicle-Based Traffic Surveillance ................................................................................. 29 Figure 8.14 TM04 Connected Vehicle Traffic Signal System ....................................................................... 30 Figure 8.15 TM06 Traffic Information Dissemination ................................................................................. 31 Figure 8.16 TM07 Regional Traffic Management ....................................................................................... 32 Figure 8.17 TM08 Traffic Incident Management System............................................................................ 33 Inter-Agency Communication Needs
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Inter-Agency Communication Needs
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8-1. INTRODUCTION
This section identifies communication needs for interagency coordination via a region wide basis in the Los Angeles area for establishing needs of communication
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, County of Los
Angeles, LA Metro, RIITS, and Caltrans District 7. A
framework is provided for inter-agency coordination
to provide a common structure for the planning,
design, deployment, management, operations and
maintenance of current and future Intelligent
Transportation Systems (ITS), Advanced Traffic Management Systems (ATMS), and communication systems. This includes preparing the Los Angeles region for the future Integrated Corridor Management (ICM), mobile applications, Connected and Automated Vehicles (CV/AV), and Smart Cities applications.
The inter-agency coordination for these project deployments includes, but not limited to, sharing traffic data, High Definition (HD) Internet Protocol (IP) Closed Circuit Television (CCTV) video images, signal coordination, arterial and freeway management systems, transit priority systems (such as bus rapid transit), traveler information systems, inclement weather messages, and dynamic/changeable message sign messages. This project provides the first opportunity for the City of Pico Rivera to implement interagency communication for traffic management purposes.
To accomplish this key goal, a standards-based approach can assist system applications, regardless of programming language or operating system, to communicate using simple encoded messages that both applications understand. Specifically, the objective related to the development of inter-agency communication is to establish a Center-to-Center (C2C) standard to support the two-way transmission of traffic data information, video images, and/or control commands between Traffic Management Center (TMC) systems.
For both the Level I and Level II ITS infrastructure deployment and improvements, Center-to-Center (C2C) communication will not be possible via fiber optic communications (FOC) cable as neither Level prioritizes installing new FOC cable between the City of Pico Rivera and neighboring agencies—but there could be opportunities to establish communication links over wireless radio communications or via VPN/CloudBased (this is described in more detail in Section 8-6.6.1. Inter-Agency Connection). As defined in Chapter 7: Concept of Operations (ConOps) and Strategic Deployment Plan, only wireless radios are proposed as part of the Level I ITS improvements. For the Level II ITS Improvements, FOC cable is only being installed on Washington Blvd from Paramount Blvd to Passons Blvd, and on Passons Blvd from Washington Blvd to the City Hall. This Level also includes new CCTV cameras and Bluetooth/Wi-Fi Roadside Units (RSUs).
Finally, as part of the Level III ITS Improvements, FOC cable will be installed on various priority corridors.
Nevertheless, if surrounding agencies enter into a participating agreement and/or memorandum of understanding (MOU) with the City of Pico Rivera, the City of Pico Rivera can share traffic management data with these neighboring agencies via wireless or FOC communications. Inter-agency communication Inter-Agency Communication Needs
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can be achieved by the City and other surrounding agencies throughout all three Levels, regardless of whether it is via wireless or FOC communications.
8-2. SYSTEM AREA
The study area consists of analyzing the traffic management systems, communication systems, and intelligent transportation systems (ITS) that 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, County of Los Angeles, LA Metro, RIITS, and Caltrans District 7.
Figure 8.1 illustrates the existing traffic management system per agency. This includes the County of Los Angeles, LA Metro, RIITS, and Caltrans District 7.
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Inter-Agency Communication Needs
Figure 8.1 Existing Regional Traffic Management Systems Inter-Agency Communication Needs
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8-3. EXISTING CONDITIONS
Prior to the development of new Advanced Traffic Management Systems (ATMS) and sub-systems, it is significant to note that some of the agencies have up-to-date ATMS, others have Legacy ATMS, and some have no ATMS at all:
City of Pico Rivera – No ATMS.
City of Industry – No ATMS.
City of Whittier – No ATMS.
City of Santa Fe Springs – Econolite Centracs ATMS. C2C is supported, but currently not functioning.
City of Downey – McCain Transparity ATMS. C2C supported. City of Commerce – No ATMS.
City of Montebello – McCain Transparity ATMS. C2C supported. County of Los Angeles – Kimley-Horn KITS ATMS. C2C supported Caltrans District 7 – TransCore TransSuite ATMS. Legacy ATMS – C2C may not be supported. Regional Integration of Intelligent Transportation Systems (RIITS) – No ATMS (but serves as the regional aggregation center).
o RIITS aggregates real-time data from transportation systems throughout the Los Angeles region and across jurisdictional boundaries to produce value-added data on multi-modal transportation system operations between agencies and third-party provider. o RIITS is supported via LA Metro
Generally, these systems are independently owned, operated, and maintained by each agency, without communications or connectivity to share information to an adjacent agency or across jurisdictional boundaries. Aside from the institutional factors, there are physical and technological limitations and capabilities of these existing TMS that needs to be understood including:
Legacy type TMS and communication systems are considered outdated and have limited to no capabilities to communicate with other systems
Geographic location where each central system is housed Agencies that do not have central traffic control systems No physical or wireless communications or connections Propriety TMS and traffic signal controller protocol
In developing a future regional network, and having the capability share data and video across jurisdictional boundaries, it is important to understand what technologies are available, how they work together, and which can be used in our toolbox when considering upgrades. Thus, the proposed Level I upgrades include Advanced Transportation Controller (ATC) specifications and an Ethernet/IP-based communications network. A new central ATMS would be deployed as part of the proposed Level II upgrades, along with building a Traffic Management Center (TMC) workstation at the City Facility building.
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Finally, communication gaps would be filled in with conduit and fiber optic cable as part of the proposed Level III upgrades.
In addition, other ITS improvements should also be considered such as high definition (HD) internet protocol (IP) closed-circuit television (CCTV) camera systems, hybrid video/radar detection systems, arterial management system technologies, etc. to facilitate the operations and management of the signalized intersections and corridors; and to provide performance measurement tools to pro-actively monitor, manage, and improve the transportation system in the City of Pico Rivera and the surrounding agencies.
8-4. MULTI-AGENCY PARTICIPATING AGREEMENT/MEMORANDUM OF
UNDERSTANDING (MOU)
When considering sharing data and video across jurisdictional boundaries, it is important to have a participating agreement and/or memorandum of understanding (MOU) initiated and executed so that the agencies involved understand their roles and responsibilities. It may include operations and maintenance responsibilities and protocols when servicing and replacing equipment.
If the City of Pico Rivera decides to share data and video with other neighboring agencies across jurisdictional boundaries like the City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, County of Los Angeles, LA Metro, RIITS, and Caltrans District 7, it is important to have a participating agreement and/or memorandum of understanding initiated and executed. As a large regional agency, the Southern California Association of Governments (SCAG) can also be involved. This is to ensure that the City of Pico Rivera and these surrounding agencies understand their responsibilities and roles. They may include maintenance and operation responsibilities and protocols when servicing and replacing equipment. One of the benefits of having a participating agreement and/or MOU in place is that a corridor that traverses through multiple jurisdictions can have all its equipment maintained and serviced. Traffic signal synchronization can be maintained on the corridor, reducing congestion and the number of vehicle, bicycle, and pedestrian collisions. ICM plans can also be implemented during traffic incidents and special events, and agencies can play a more active role in coordinating with each other.
It is advised for the City of Pico Rivera to begin the process, contact the potential agencies involved, and begin to draft an initial document for the participants to review and provide input. These other participating agencies should at least include the City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, County of Los Angeles, LA Metro, RIITS, and Caltrans District 7 as they are all surrounding agencies. The City of Pico Rivera can also involve SCAG if they would like. Corridors that travel through the City of Pico Rivera also travel through these neighboring jurisdictions. Finally, the City of Pico Rivera also needs to determine if they would like to be the Lead Agency of the process, or if they would like to pass on the role to another larger agency involved.
As part of creating a Participation Agreement or MOU, the following steps will need to be followed:
Identifying the participating agencies (parties) involved Inter-Agency Communication Needs
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Stating the terms and conditions that define each participating agency’s role and responsibilities. These will need to be followed by each participating agency Stating any state laws that will need to be followed
Establishing a schedule of when each participating agency will meet together to discuss transportation needs and upcoming traffic projects or special events that will create traffic congestion and impact other neighboring agencies
Identifying the budget involved for potential transportation projects, especially those that replace, repair, or maintain existing traffic signal and ITS equipment Finalizing the agreement, having each participating agency sign it Currently, a participating agreement or memorandum of understanding (MOU) is not under development by the City of Pico Rivera for inter-agency communication. If a participating agreement or MOU is established for inter-agency communications in the future, the current traffic signal maintenance contract with the City of Santa Fe Springs should be revised to reflect these changes and responsibilities. The current City of Santa Fe Springs maintenance contract is independent, and the updated agreement should reflect the new systems being implemented for Level I to ensure the ITS components are maintained over time and can provide real-time information to the maintenance staff.
If the City decides to start the process for inter-agency communication, the participating agencies’ roles are as follows:
Responsibilities of Lead Agency
To fund, plan, design, implement, operate, maintain, and manage the program. To provide funding for procurement and maintenance of hardware and software necessary for signal synchronization, including ITS elements and necessary TMC equipment.
Responsibilities of Participating Agencies
To partner with Lead Agency and Participating Agencies to promote and demonstrate their commitment for inter-agency traffic signal synchronization, intelligent transportation systems, and integration of connected/autonomous/automated vehicles, and smart cities technologies.
To maintain full control of operations and maintenance of their traffic signals, including traffic signal controllers, ITS technologies and traffic signal communications. Traffic signal timing, ITS technologies, and traffic signal communications revisions, replacement and/or upgrades shall be coordinated and approved by the TSM&O Committee prior to making revisions and/or upgrades.
To provide a technical representative to meet and participate as a member of the program’s Transportation Systems Management and Operations (TSM&O) Committee (see below).
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Transportation Systems Management and Operations (TSM&O) Committee As part of the Participating Agreement, a Transportation Systems Management and Operations (TSM&O) Committee is suggested to operate and maintain the system. The purpose of the TSM&O Committee is to develop minimum equipment standards (hardware and software), and define responsibilities and procedures to manage, procure, implement, maintain, upgrade, and operate intelligent transportation systems including inter-agency signal synchronization, arterial management systems, special events management systems, integrated corridor management systems, and ITS technologies.
It is anticipated that prior to executing regional C2C functionality, a “Participating Agreement” will be signed and executed between all stakeholders in the region prior to deployment of the regional traffic management, communication, and ITS upgrades.
8-5. CONCEPT OF OPERATIONS
Center-to-Center (C2C) communications is an important objective in the future of City of Pico Rivera’s Intelligent Transportation Systems (ITS) Master Plan. The goal is to provide shared two-way traffic data and HD IP CCTV video feeds across jurisdictional boundaries. C2C communications shall be implemented through the planning process and agreements shall be established to maintain the physical connection including the use of traffic data and video feeds. For agencies that are not physically able to connect to a shared fiber optic backbone network, other connections may be established such as an Internet Protocol security virtual private network (IPsec VPN) link through the world-wide web. In addition, a third party or Consultant can be connected to the system via an IPsec VPN link to assist agencies on the operations and maintenance of the synchronized corridors.
As part of the Level I ITS Improvements, a cloud-based ATMS central system will be established for the City of Pico Rivera to use. All the City’s signalized intersections will be upgraded with new 5 GHz wireless Ethernet communications for local links along areas with communication gaps. High-bandwidth wireless technology will be used to complete communication back-haul links over long distances, including communication between the City of Pico Rivera and neighboring agencies including the County of Los Angeles. It is only with the Level II ITS Improvements that new CCTV cameras, Bluetooth/Wi-Fi Roadside Units (RSUs), and weather stations will be installed at various signalized intersections. A new workstation will be constructed at a City Facility building, and traffic signal communications will transition from County-to-City as the project progresses. Primary communication gaps will be filled in, with hardline FOC cable provided for the City Hall for backbone communications. Finally, the Level III ITS improvements entail building a dedicated TMC for the City where TMDD compliance is required for the ATMS System.
New conduit and FOC cable will be installed throughout the City on primary corridors, and communication field HUB cabinets will be established for the tie-in of surrounding ITS improvements. All the City signals and ITS equipment will be transitioned onto the City-owned ATMS.
Moving forward with inter-agency coordination will require a common communications standard. Most transportation systems have a history of containing unique data definitions and proprietary communications protocols. Field devices and systems from one manufacturer or developer were not interoperable with those of other manufacturers or developers. However, the National Transportation Inter-Agency Communication Needs
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Communications for Intelligent Transportation System (ITS) Protocol (NTCIP) defines a common communication protocol, and the Traffic Management Data Dictionary (TMDD) provides a set of standards for data definitions and open protocols that allow for future expansion of the system to benefit from true competitive bidding. The agency purchasing equipment from a specific vendor is not required to continue to purchase from the same vendor to maintain a functioning system. NTCIP promotes interagency coordination and communications by making devices provided by different vendors interoperable.
Multiple center systems and field devices of different brands can exchange information for traffic management purposes.
Inter-agency communication can be provided in different standard forms and through several types of technologies. Standards have been created to facilitate interoperability between infrastructure components including traffic signal controllers, HD IP CCTV cameras, ramp metering systems, changeable message signs, and traffic management centers. Figure 8.2 below depicts a typical center-to-center ATMS layout, which will be possible for all three Levels of ITS Improvements (Level I, Level II, Level III).
Figure 8.2 Center-to-Center ATMS Interconnection
8-5.1. General
Center-to-Center (C2C) communications is an important factor when determining design and deployment of a traffic management center(s) where the goal is to provide shared two-way traffic data, HD IP CCTV video streams and other traffic information across jurisdictional boundaries. Using NTCIP compliant protocols and a standardized definition database such as Traffic Management Data Dictionary (TMDD), C2C communications and Inter-Agency coordination can be achieved.
To achieve this goal of each agency sharing traffic and/or video information from center-to-center, it is anticipated the center-to-field communications will be online and maintained by the owning agency. For this purpose, only the core communication equipment and protocols will be discussed here. The hardware required for this implementation mainly consists of the following:
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ATMS Server: Commercial database hardware server.
o Function: Interface to ITS roadside elements. Supplies configuration/data information.
Transcodes traffic data using NTCIP protocols for information exchange. Core Network Switch/Router: Layer 3 capable Ethernet switch /router. o Function: Transcodes traffic network information. Also, links similar Layer 3 device(s) by using preferred Interior Gateway Protocol (IGP) or Static Route. Firewall/ VPN Appliance: Security appliance.
o Function: Implements standardized security functions, such as Access Control Lists (ACLs) to segment and route data packets. Also supplies VPN interface to link other remote VPN sites.
In addition to the required hardware to implement C2C communications, further software and integration will be required to implement C2C communications. In general, the following software/ protocols will be required across all traffic ATMS and video vendors:
Information Level: ‘NextGen TMDD Standards’ if developed at time of deployment, or TMDD Standard Version 3.1 (or latest edition) which a mature version. Provides a standard for all messages/data for all systems to exchange information.
Transport Level: TCP/IP Standard. IEEE standard for Ethernet IP communications. Application Level: NTCIP 2306 / XML Profile. Communications interface in which TMDD messages can be delivered/acknowledged, or dedicated API if established.
As technology advances, further research and development may be required across separate agency vendors/systems to provide for true C2C communications beyond the standards listed above. Usually attributed to “integration” work, additional resources and funding may be required to accomplish this task.
The first step in establishing C2C communications is identifying center-to-center intertie points. For instance, locations along city boundaries with shared fiber optics can provide for a high-bandwidth connection to each TMC for shared traffic data and video images using a dedicated fiber optic backbone, such as Centre City Parkway. A fiber sharing plan should be established, with dedicated fiber strands physically connecting to each TMC.
Other types of connections between centers, such as site-to-site VPN, could provide general traffic data transfer, however, would probably not support multiple streaming CCTV images as these are much more data intensive. NTCIP compliancy and ONVIF standards dictate all modern ATMS, and CCTV should be able to interface with separate nodes from various manufacturers. However, more investigation needs to be performed when identifying exactly what messages and data flags are sent through NTCIP/TMDD/AB3418, either locally from Center-to-Field or Center-to-Center. Different manufacturers often use different protocols for communication; therefore, a thorough review will be performed during the design phase of the project to identify potential C2C communications.
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8-5.2. NTCIP Protocol
The National Transportation Communications for ITS Protocol (NTCIP) family of standards defines protocols and profiles that are open, consensus-based data communications standards. When used for remote control of roadside and other transportation management devices, NTCIP-based devices and software can help achieve interoperability and interchangeability. When used between transportation and emergency management centers, NTCIP standards facilitate agency coordination and information sharing.
The NTCIP standards define common data
definitions and open protocols. The proper use
of NTCIP open-standards in an ITS deployment
allows future expansion of the system to
benefit from true competitive bidding, as well
as allowing other types of field devices to be
added. NTCIP is an entire family of standards
designed to meet the communications needs of
various fixed-asset roadside devices and traffic
management centers.
The transportation industry has had a history of
deploying systems with unique data definitions
and proprietary communications protocols. Field devices and systems from one manufacturer or developer were not interoperable with those of other manufacturers or developers. As a result, expansion of the system after initial deployment can generally only be done using equipment of the same type and usually the same brand as in the initial deployment, unless there are investments in major systems integration efforts.
8-5.3. Inter-Agency Communication
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 (C2F) communications, which occurs for remote management of traffic roadside units and other ITS devices.
The other category is Center-to-Center (C2C) communications. Many C2C platforms today communicate over industry standard Simple Object Access Protocol (SOAP) messages or XML file-based approach. The implementation of C2F or C2C communication is the foundation of Inter-Agency communication. 8-5.4. Proprietary Protocols
With proprietary protocols, there is little to no opportunity for realistic competitive bidding as additional field devices are added to the system, due to the lack of interchangeability. Nor is there any chance for realistic competitive bidding to add additional types of field devices to the system, due to the lack of interoperability.
However, given the day and age of ITS advancements in technology, current vendors can support multiple ATMS systems and sub-systems, including C2C, using advanced protocols beyond what NTCIP identifies.
API calls and other access seem to be the future of current and upcoming TMS deployments. In most Inter-Agency Communication Needs
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cases, these proprietary protocols provide greater functionality than standard NTCIP. Yet, they are also not open standards based and therefore typically cannot be applied between two disparate systems with research and development.
8-6. CENTER-TO-CENTER ARCHITECTURE
Please note that under the City's phased implementation of the various levels of improvements, from Level I to Level II to the Level III ITS infrastructure improvements, center-to-center communications could potentially be provided at any of these levels. It is dependent on what type of improvements are required per project and the jurisdiction(s) that are involved. This section should be referenced and used as a guideline if other agencies are involved, and if opportunities for connectivity to other agencies ATMS are considered.
It should also be noted that the communication medium does vary per phased implementation level (Level I, Level II, and Level III), and if the communications medium is defined as part of a connection between agencies, then it is assumed that it could be implemented within the corresponding level.
The C2C environment is operationally diverse. All the systems that exchange information do not serve the same functions, but all the systems do use the Traffic Management Data Dictionary (TMDD) Standard for C2C Communications for data exchanges among centers. Even systems with the same functions may not operate identically. This diversity requires both a flexible approach to the required content in each data exchange and a rigorous definition of the data being exchanged.
C2C communications can be used to:
Provide event information and incidents to other centers Help coordinate operations within the defined C2C network Provide video image sharing to other centers
Provide remote control of traffic control devices (AMS, CMS, etc.) Provide traffic and travel data to other centers
The C2C environment is sparsely deployed. There have been few large integrated regional deployments, so operational experience is available only from a few sites. Additionally, the time to fully deploy a regional or statewide system can be lengthy. The ITS standards development process uses a systems engineering process that requires a Concept of Operations (ConOps) document to define user needs. Further, the established system engineering process states that requirements must only be developed for those functions or operations for which a need has been established.
Utilizing NTCIP compliant protocols, from a high-level viewpoint the standard services and system interfaces that may be provided by traffic management centers to other external center subsystems or workstations must be defined. The external center(s) may be other traffic management centers, subsystems, or system workstations identified in the national ITS architecture. The external center subsystems, or terminators, may be located physically in the same building or at a remote location. A Inter-Agency Communication Needs
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typical arrangement and connectivity between various ATMSs, for example from regional level (ATMS A) to local agency level (ATMS B to D) and their devices is shown in Figure 8.3.
Figure 8.3 Typical Arrangement and Connectivity between ATMS(s) and Devices Once various agencies, ATMSs, and devices have been defined, the flow set of data and communications between traffic management centers and sub-systems must also be established. A typical interconnect diagram defines a set of information flows for each interface shown in the diagram. As the shaded boxes illustrate, this is the interface from a TMC or ATMS to another external ATMS or TMC. Each type of center/ATMS is shown only once on the figure, but multiples of each center/ATMS type will exist in many cases and each of their interfaces would be addressed by the C2C standard. A typical interconnect diagram is displayed below in Figure 8.4.
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Figure 8.4 TMC/ATMS Interconnect Diagram
8-6.1. Owner Center/External Center
Where the information transfer relates to field devices as shown in Figure 8.5, the Owner Center (OC) will usually be a TMC. For other types of information transfers (e.g., event information) the owner center is the center that originates (and therefore “owns”) the information. An External Center (EC) is an organization or a center that uses C2C services provided by another center. The TMDD standard defines the interface communications from an owner center (OC) to an external center (EC). For instance, for an EC to receive C2C messages from an OC, it must always have an "active" connection and be listening for messages from the OC, or the EC can schedule when to receive updated information at regular intervals or when the information from the OC is updated.
Figure 8.5 External TMC Communication Environment
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8-6.2. User Classes
Classes of users are important to C2C operation to the extent that they represent the need to have varying levels of access to information and/or services. The user classes typically found in the Advanced Traffic Management System (ATMS) environment are Operations Users and Data Users. 8-6.2.1. Operations Users
Operations users may utilize the information from a device or service and may also contribute to it (changing timing patterns of a signal controller or posting a message to a dynamic message sign). This class of user may also share device control as provided by other centers and may use sensitive information by agreement with the information provider. This type of user is primarily an external TMC, but in some cases centers such as Emergency Management may share operations of devices, including operational control.
8-6.2.2. Data Users
Data users receive data from the TMC. They may use the data for specific purposes typically determined by an agreement with the data provider. There are many types of centers that might use data created by a TMC. These include:
External Traffic Management
Maintenance and Construction Operations
Media
Weather Service
Surface Transportation Weather Service
Transit Management
Emergency Management
Information Service Providers
In addition, the TMC itself may be a user of data obtained from the following centers:
External Center
Event Promoters
Media
8-6.3. Need for Connection Management
The following sections describe two distinct needs for connection management – verifying that a connection is alive and establishing the message patterns for exchanging C2C information. 8-6.3.1. Verify Connection Active
Centers need to verify that a connection with another center is alive or active. If the connection between centers is alive, then the information between centers is flowing.
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8-6.3.2. Need to Support Requests
Centers need to respond to requests for information or changes to information. This message pattern is the ability of an owner center to respond with a single message response to a single message request sent from an external center.
8-6.3.3. Need to Support Subscriptions
Centers need to publish information to other centers that have subscribed to receive the information. External centers do not have the ability to determine when information at an owner center has been collected or updated. But by subscribing to information (or information updates), the external center can receive updated information at regular intervals or when the information is updated.
8-6.4. Sharing Traffic Management Data
The following represents a typical exchange of traffic management data between two (2) or more traffic operations centers.
8-6.4.1. Need to Provide Roadway Network Data
A traffic network represents a collection of roadway nodes, links, and routes. A node is the smallest data element that is unique within a network. Nodes provide a geographic location that can represent the beginning and end points of a link, location of a device, intersection, or location of an incident. A route is a collection of links. When a center elects to participate in a C2C environment, it may make available to other centers its traffic network information, which it uses to reference the location of its center entities.
8-6.4.2. Need to Share CCTV Device Inventory and Streaming Video Centers need to exchange HD IP CCTV inventory information and streaming video so that CCTV devices that are operated by a center can become known to other centers. Centers need to exchange CCTV device attributes so that the capabilities of the CCTV devices operated by the owner center can become known to external centers including viewing video streams. Inventory information includes static CCTV device attributes such as:
Location
Capabilities (pan, tilt, zoom, focus, BW/Color)
Limits (tilt)
8-6.4.3. Need to Share DMS Status and Control
Dynamic message signs (DMS) are used by centers to help manage the surface transportation system. They can be used to:
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Provide travelers information that help the travelers select route Inform travelers about travel times
Inform travelers about traffic congestion
Inform travelers about planned activities that may
affect traffic conditions
Inform travelers about incidents
Inform travelers about roadway or traffic conditions
Provide information about transportation alternatives Provide other public service announcements
Provide parking management information
Centers need to exchange status information for each DMS. Status information includes:
Operational status (available, not-available)
Current operational state information (contents of the display on the sign, etc.) Communications status (connected, disconnected, failed) 8-6.5. Center-to-Field Layout and Configuration
Multiple field devices communicate to centralized
ATMSs located at localized TMCs. C2F
communications occur on a regular basis for each
agency's ATMS system as the central software will
communicate with traffic signal controllers and other
ITS field devices within each City. Typically, these
devices use a poll rate of once-per-second, or 1 poll:
second. The central system can then download and
view information from the field devices such as traffic signal timing data, status, coordination timings,
occupancy, volume, speed, video images, and arterial management data. The central system can then upload information or commands to the field devices such as updated traffic signal timing, camera PanTilt-Zoom (PTZ) commands, or new messages for CMS signs. C2F communications can be applied to interagency coordination if a measure of understanding is agreed upon that specifies the privileges allowed by each city across the shared system. This type of approach is typically applied for intersections that are near or border city limits. Therefore, each agency is able to view/share traffic information for traffic signals that influence their signal and roadway operations.
Figure 8.6 illustrates a Center-to-Field (C2F) communication schematic for sharing of information between two agencies with different central systems.
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Inter-Agency Communication Needs
Figure 8.6 Center-to-Field (C2F) Communications Exhibit Inter-Agency Communication Needs
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8-6.6. Center-to-Center Layout and Configuration
Two or more central systems can share information for traffic management and incident management.
C2C communications can function between centers within the same agency or in outside agencies. The centers may not necessarily be in different physical places but are logically separate. Similar to C2F communications, a measure of understanding is agreed upon that specifies the privileges allowed by each city/agency in the system. This can be described in a Memorandum of Understanding or Partnering Agreement. Typically, agencies will allow other agencies access to data or video from the system (view only) but will not allow separate control of the system.
An example of C2C communications is two traffic management centers that exchange real-time information about the inventory and status of traffic control devices. This allows each agency to know what timing plan/status the other agency is running to allow traffic signal coordination across agency boundaries. Another example of C2C communications is from a freeway management system to an emergency management system – it will post a warning message on a dynamic message sign to notify motorists of an incident ahead and provide alternate routes. During the design phase of the project, it is recommended to establish what information will be shared between each specific agency so that a defined set of TMDD data objects will be considered for integration and deployment of the system(s).
Figure 8.7 shows the existing traffic signal, communications, and ITS of the City of Pico Rivera, as well as potential tie-in points between the City and other surrounding agencies including the City of Industry, City of Whittier, City of Santa Fe Springs, City of Downey, City of Commerce, City of Montebello, County of Los Angeles, LA Metro, RIITS, and Caltrans District 7. The signalized intersections along Telegraph Road are shared with the City of Downey but maintained by the City of Downey with the exception of Telegraph Road at Rosemead Boulevard.
Figure 8.7 Potential Center-to-Center (C2C) Tie-in Points illustrates a Center-to-Center (C2C) communication schematic for sharing of information between two or more agencies, and at a regional level.
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Inter-Agency Communication Needs
Figure 8.7 Potential Center-to-Center (C2C) Tie-in Points Inter-Agency Communication Needs
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Inter-Agency Communication Needs
Figure 8.8 Center-to-Center (C2C) Communications Exhibit Inter-Agency Communication Needs
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8-6.6.1. Inter-Agency Connection
The ideal goal within the City of Pico Rivera ITS Master Plan is to provide a hardline connection from all established traffic management centers. By providing a physical connection from all operation centers within the region, we can provide a shared backbone of information across jurisdictional boundaries. For some centers, this vision may include sharing basic roadway data along a shared arterial, such as general timing data and coordination data so that an adjacent agency can then implement and coordinate shared arterial timing data accordingly. For other centers, a greater amount of data may be shared; such as realtime roadway traffic data, occupancy data, shared HD IP CCTV video images and control, CMS/DMS signage data, arterial management data, and weather-based incident management dissemination. The hardline communications should be considered under the Level III improvements.
Under the Level I ITS improvements, there are two types of center-to-center communications that could be established. This could be over wireless radio communications or via VPN/Cloud-Based. Since wireless radios are being proposed as part of the Level I ITS Improvements, these would be placed at strategic onstreet locations between jurisdictions. It would also require a communication path back to each agency's central traffic operations center. This could be over a combination of communication devices, such as wireless radios, hardwire/twisted-pair or fiber optic communications. This is dependent on each agency's infrastructure. If a VPN or cloud-based connection is used, this will require coordination between agencies, IT staff, adherence to each agency's cyber security protocols, and potential hardware/software such as, firewalls, routers/Ethernet switches. Each approach will require establishing a participation agreement or MOU, this includes establishing administrative rights or levels to access each system.
Various communication HUB locations traverse through the majority of local cities/agencies and appears to be the best approach to provide a fiber optic communications trunkline to connect the local cities/agencies. For agencies that cannot connect to a hardline fiber optic backbone, high-bandwidth wireless Ethernet back-haul links and/or worldwide web IPsec VPN links are viable alternatives.
To accomplish this goal, all existing copper signal interconnect (SIC) cable is recommended to be replaced with new fiber optic cable while utilizing existing conduit, as necessary. If the communications along the entire priority corridors in the City of Pico Rivera was replaced with fiber. It is recommended to use highdensity 144 strand fiber optic cable as a planned fiber optic backbone; its intent is to provide for local and back-haul interconnection links, center-to-center communications, regional communications, and to be expandable and scalable for future initiatives such as Smart Cities, Connected Vehicles, and reserved fibers for future use.
Figure 8.9 illustrates the Fiber Optic cable allocation for a trunk line use along priority corridors.
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Figure 8.9 Fiber Backbone Cable Allocation
8-6.6.2. Inter-Agency Control
Once a physical connection between centers has been
established, a set of parameters needs to be implemented to establish the control and exchange of traffic information. This must be accomplished on many different levels. From a data transport application, rules must be in place to restrict what information goes where, otherwise TMC centers would be
flooded with information from outside TMC centers with
information that may not be specific to them.
To achieve this, the first step is to implement an Ethernet IP access control list (ACL). An access control list is a list of permissions attached to an object, or IP packet frame. An ACL specifies which users or system processes are granted access to objects, as well as what operations are allowed on given objects. Each entry in a typical ACL specifies a subject and an operation. For instance, if a file object has an ACL that contains (TMC A: read, write; TMC B: read only), this would give TMC(A) permission to read and write the file and TMC(B) to only read it. On some types of proprietary computer hardware (in particular routers and switches), an access control list refers to rules that are applied to port numbers or IP addresses that are available on a host or other Layer 3 switch, each with a list of hosts and/or networks permitted to use the service.
After these ACL security measures are in place, the next step is to further define local access and control between centers defined by manufacturers built-in security measures, such as creating separate Inter-Agency Communication Needs
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"User/Admin/Technician" user group accounts as mentioned previously in this document. Along with network and local access and control in place, security and functions will vary from user-to-user based on role, responsibility and use case. For instance, a TMC Operator may have total administration rights which they can create, modify, and implement new signal timing. Whereas other roles would be created to have local access rights only, which they can view the signal timing operation however they cannot create, implement, or modify signal timing operations.
8-7. REGIONAL ITS ARCHITECTURE
Overview of LA County's Regional ITS Architecture
CONNECT-IT (Connect and Integrate Transportation Technology) is the regional Intelligent Transportation Systems (ITS) architecture for the LA County region. It is the blueprint for ITS project coordination and integration among public agencies. ITS applies communication and computing technologies to respond efficiently and proactively to demands for surface transportation-related services including safety and operations. As these demands increase in pace and complexity, staff benefit from coordinated project planning, deployment, and operations from both the technical and operational perspectives.
The Los Angeles County Metropolitan Transportation Authority (Metro) updated the regional ITS architecture in 2018 to bring the region into compliance with federal requirements (pursuant to 23 CFR §§ 940.9 and 940.11) and to make it consistent with the National ITS Architecture version 8.1. It also addresses the need for more coordination around the deployment and operation of ITS projects and technologies that have accelerated in pace and complexity in recent years. CONNECT-IT presents a forward-looking opportunity for regional stakeholders to support the next wave of ITS investments and Smart City initiatives that will shape mobility in the LA County region in the years to come.
Typically for projects that are federally funded, it is required for the agency to identify "Service Packages" that are applicable to their project that is shown in the local regional ITS architecture is to adhere to FHWA or the Regional ITS Architecture (in this case Metro/Los Angeles County). This is purpose of having this section is that it provides the City with the "Service Packages" that are applicable to phased implementation plan (Level I, Level II, Level III). The can use this as a reference when applying for federally funded grants.
Guidance for Using this Section
This section provides guidance on using a regional ITS architecture as part of transportation planning. Due to regional and local variations in the practice of transportation planning, this guidance represents a wide This section incorporates the CONNECT-IT (Connect and Integrate Transportation Technology), the regional ITS architecture for the LA County region, and how it relates to providing inter-agency communications within the City of Pico Rivera and the surrounding agencies and in relation to the SEMP.
This section will show mappings and expand upon that scope discussion to consider the ITS Services, called "Service Packages" and the specific information flows, called "Architecture Flows" in the Regional ITS Architecture that will be addressed. The City should consider establishing a policy for how and what data/information will be shared with other agencies under any phased implementation level (Level I, Level II, Level III) or project that involves other agencies. Typically, this is included or prepared as part Inter-Agency Communication Needs
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of a MOU with other agencies if the City would like to share traffic data and/or video across jurisdictional boundaries.
Service Packages represent slices of an architecture that provide a transportation service. In the Regional ITS architecture, these service packages are combinations of subsystems and architecture flows that are used to provide the service. For example, the Regional Traffic Management (TM07) service package identifies the interfaces from one traffic management subsystem to another for the exchange of traffic information and traffic control messages. In all cases the standard supports not the entire service package but a subset of interfaces.
CONNECT-IT provides an overall framework that shows how anticipated projects will integrate with each other and with existing systems. It was recently updated to bring the region into compliance with federal requirements and to make CONNECT-IT consistent with the National ITS Architecture version 9.2.
Please note that this is used for guidance. There are several proposed links that are tied to each technology/Service Package. The intent to consider these links as the City is planning ITS improvements through any part of the phased implementation plan (Level I, Level II, Level III). This is best practice to try to include, but it does not require the City to make sure they provide these links because it depends on the scope of the project, the limits or limitation, stakeholders involved, funding, etc. 8-7.1. ITS Data Warehouse – DM01
The ITS Data Warehouse service package provides access to transportation data to support transportation planning, condition and performance monitoring, safety analysis, and research for cities located in the County of Los Angeles.
Configurations range from focused repositories that house data collected and owned by a single agency, district, private sector provider, or research institution to broad repositories that contain multimodal, multidimensional data from varied data sources covering a broader region. Both central repositories and physical distributed ITS data repositories are supported. Requests for data that are satisfied by access to a single repository in the ITS Data Warehouse service package may be parsed by the local repository and dynamically translated to requests to other repositories that relay the data necessary to satisfy the request.
This service package supports Next OS by proving an effective framework for sharing city data with regional partners.
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Figure 8.10 DM01 ITS Data Warehouse
8-7.2. Transit Signal Priority – PT09
This service package utilizes transit vehicle to infrastructure communications to allow a transit vehicle to request priority at one or multiple intersections throughout the Los Angeles region. It provides feedback to the transit driver indicating whether the signal priority has been granted or denied. In addition, it can contribute to improved operating performance of the transit vehicles by reducing the time spent stopped at a red light. As part of arterial traffic management, this can include synchronization of traffic signals across one or multiple agencies’ jurisdictions to enable transit signal priority. LA Metro has the Countywide Bus Signal Priority Program where numerous transit signal priority corridors are currently deployed through the County of Los Angeles, including Slauson Avenue in the City of Pico Rivera.
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Figure 8.11 PT09 Transit Signal Priority
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8-7.3. Infrastructure-Based Traffic Surveillance – TM01 This service package provides a digital broadcast service that disseminates traveler information to all equipped travelers within range. It collects traffic conditions, advisories, general public transportation, toll and parking information, incident information, roadway maintenance and construction information, air quality and weather information, and broadcasts the information to travelers using technologies such as FM subcarrier, satellite radio, cellular data broadcasts, and Internet streaming technologies. It includes traffic detectors, other surveillance equipment, supporting field equipment, and Center to Field communications to transmit the collected data back to the TMC. The derived data can be used locally such as when traffic detectors are connected directly to a signal control system or remotely (e.g., when a CCTV system sends data back to the Traffic Management Center). The data generated by this service package enables traffic managers to monitor traffic and road conditions, identify and verify incidents, detect faults in indicator operations, and collect census data for traffic strategy development and long-range planning.
The collected data can also be analyzed and made available to users and the Traveler Information Center physical object.
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Figure 8.12 TM01 Infrastructure-Based Traffic Surveillance 8-7.4. Vehicle-Based Traffic Surveillance – TM02
This service package uses probe data information obtained from vehicles in the network to support traffic operations, including incident detection and the implementation of localized operational strategies. Since traffic data is collected from vehicles, travel times and other related traffic performance measures are available. This service package includes the capability to collect data from Connected Vehicles so that "probe" data can be collected from all equipped vehicles, providing access to a large vehicle population as penetration increases. Incident detection enables transportation agencies to determine the location of potential incidents so the agencies can respond more quickly to the incident and mitigate any negative impacts to the transportation network. Vehicle data that can be used to detect potential incidents include changes in vehicle speeds indicating the disruption of traffic flow, when a vehicle's safety systems have been activated or deployed, or sudden vehicle turns or deceleration at a specific location (indicating a potential obstacle in the roadway). It can be used in combination with Integrated Corridor Management (ICM), an ITS strategy to manage the capacity of a corridor using new and existing technologies. ICM can include ramp metering (traffic responsive, time of day, or adaptive), active monitoring of all facilities and modes within a corridor, incident traffic management, arterial traffic signal coordination, coordinated arterial, highway, and transit management, advanced traveler information systems, and other methods to manage and balance demand in the corridor.
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Figure 8.13 TM02 Vehicle-Based Traffic Surveillance
8-7.5. Connected Vehicle Traffic Signal System – TM04
As part of this service package, both vehicle location and movement information from connected vehicles (CVs) and infrastructure measurement of non-equipped vehicles are used to improve the operations of traffic signal control systems. The service package utilizes the vehicle information to adjust signal timing for an intersection or group of intersections in order to improve traffic flow, including allowing platoon flow through the intersection. This technology can be used with local arterial traffic management projects in order to complete various tasks, including traffic monitoring, adaptive traffic control systems, transit signal priority, emergency vehicle preemption, and coordination of traffic signals across one or multiple agency jurisdictions. It can also be used in conjunction with ICM.
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Figure 8.14 TM04 Connected Vehicle Traffic Signal System 8-7.6. Traffic Information Dissemination – TM06
This service package provides driver information using roadway equipment such as changeable message signs (CMS). A wide range of information can be disseminated including traffic and road conditions, closure and detour information, travel restrictions, incident information, emergency alerts, and driver advisories. Careful placement of the roadway equipment like a CMS provides the information at points in the network where the drivers have recourse and can tailor their routes to account for the new information. This package also covers the equipment and interfaces that provide traffic information from a TMC to the media, Transit Management, Emergency Management, and Transportation Information Centers. A link to the Maintenance and Construction Management Center allows real time information on road/bridge closures and restrictions due to maintenance and construction activities to be disseminated.
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Figure 8.15 TM06 Traffic Information Dissemination
8-7.7. Regional Traffic Management – TM07
The sharing of information and control among TMCs to support CONNECT-IT strategies are provided as part of this service package. Regional traffic management strategies that are supported include interjurisdictional, real-time coordinated traffic signal control systems and coordination between freeway operations and traffic signal control within a corridor. The nature of optimization and extent of information and control sharing is determined through working arrangements between agencies. This package relies heavily on roadside instrumentation supported by the Traffic Signal Control and Traffic Metering service packages and adds hardware, software, and fixed-point communications capabilities to implement traffic management strategies that are coordinated between allied traffic management centers. Several levels of coordination are supported including sharing of information through sharing of device control between traffic management centers.
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Figure 8.16 TM07 Regional Traffic Management
8-7.8. Traffic Incident Management System – TM08
Both unexpected incidents and planned events are managed by this service package so that the impact to the transportation network and traveler safety is minimized. The service package includes incident detection capabilities through roadside surveillance devices (e.g., CCTV) and through regional coordination with other traffic management, maintenance and construction management and emergency management centers as well as rail operations and event promoters. Information from these diverse sources is collected and correlated by this service package to detect and verify incidents and implement an appropriate response. This service package supports traffic operations personnel in developing an appropriate response in coordination with emergency management, maintenance and construction management, and other incident response personnel to confirmed incidents. The response may include traffic control strategy modifications or resource coordination between centers. Incident response also includes presentation of information to affected travelers using the Traffic Information Dissemination service package, TM06. The roadside equipment used to detect and verify incidents also allows the operator to monitor incident status as the response unfolds.
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Figure 8.17 TM08 Traffic Incident Management System
8-7.9. Regional Integration of Intelligent Transportation Systems (RIITS) As part of CONNECT-IT, the regional ITS architecture for the LA County region, the Regional Integration of ITS (RIITS) compiles real-time data from transportation systems throughout the region. It then produces numerical data on multi-modal transportation system operations between jurisdictions and third-party providers. These multi-modal transportation systems include airport, arterial, commercial vehicle, emergency service, freeway, port, traffic, and transit 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 real-time data streaming, leading to a regional data source that is extensive, reliable, and up-to-date. Metro is the lead agency of RIITS, and other associated stakeholders include Caltrans D7, California Highway Patrol (CHP), County of Los Angeles, Port of Los Angeles, Port of Long Beach, Long Beach Transit, and the Los Angeles Department of Transportation (LADOT).
It should be noted that currently the County of Los Angeles’ Information Exchange Network (IEN) is being enhanced to be integrated and managed with RIITS. It will be under Metro’s direction. The County of Los Angeles will still maintain full access to the IEN and RIITS.
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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:
Compiling data from multiple transportation modes in a near real-time environment using modern technologies
Function as the regional transportation clearinghouse and aggregator
Operate inter-agency information technology for the
region
Provide a strong institutional foundation for maintaining the management, configuration, and development of
the system without hindering current and potential future members Provide a platform to support the inspection, analysis, and growth of solutions and technologies to better transportation operations throughout Los Angeles County 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 CONNECT-IT.
In order to share real-time data and video with LA Metro and RIITS, it is recommended to provide network communication connectivity through the various implementation stages. This may occur through connectivity via the LA County TMC and/or remote connections such as VPN or through the cloud.
Under build-out conditions, it is recommended to allocate fiber optic strands to LA Metro and RIITS for future communications along regional corridors and expansion of a regional network. This will increase communication reliability and connectivity to local and regional ITS infrastructure.
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8-8. CONCLUSION
The framework is provided for inter-agency coordination to provide a common structure for the planning, design, deployment, management, operations, and maintenance of current and future Advanced Traffic Management Systems (ATMS), Intelligent Transportation Systems (ITS), and communication systems in the City of Pico Rivera and the surrounding agencies. For inter-agency communication and coordination, the following items shall be adhered to across all agencies for consistency as mentioned previously in this chapter:
Multi-Agency Participating Agreement
o Responsibilities of Lead Agency
o Responsibilities of Participating Agencies
o Transportation Systems Management and Operations (TSM&O) Committee Standards Based Open Architecture / Inter-Operability o NTCIP / TMDD / IEEE Standards
o COTS products
Regional ITS Standards Approach
o Adheres to Regional ITS Architecture
C2C Platform / Inter-Connection of Systems
o Fiber Optic P2P Links
o Wireless Broadband
o IPsec VPN
Hierarchal levels of Access / Roles & Responsibilities o Access Control Lists
o End-User / Operator / Administrator
Communications between agencies
o During the interim stages of the project, it is recommended to consider on-premise or remote connections, such as VPN or through the cloud, to share data/video across jurisdictional boundaries. These connections should be planned during the project development, preliminary planning, and design phase.
o Under build-out conditions, it is recommended to allocate fiber optic strands for interjurisdictional communications. This includes, but not limited to:
City of Industry
City of Whittier
City of Santa Fe Springs
City of Downey
City of Commerce
City of Montebello
County of Los Angeles
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LA Metro and RIITS
Caltrans District 7
For Level I, the City of Pico Rivera should enter into participating agreements or MOUs with neighboring agencies, including the County of Los Angeles and Caltrans District 7 for projects that involve these agencies and/or that would like to share video/data across jurisdictional boundaries. Those that wish to participate shall collectively agree on who the lead agency is, and the responsibilities of all participating agencies. A group of stakeholders or TSM&O Committee should be established to discuss how transportation and traffic data is collected in each agency, along with how it is shared with the other agencies using wireless communications. This process may take multiple months to complete and shall be started once the City of Pico Rivera approves the ITS Master Plan. As the agreement is discussed with the participating agencies, the City of Pico Rivera shall obtain funding through grants, taxes, or other sources to fund the Level I ITS Improvements. Once the agreement has been finalized, wireless broadband communications shall be used so that the City of Pico Rivera can share data/video across jurisdictional boundaries. Remote connections will be made through the cloud from the City’s cloud-based ATMS. There will also be an IPsec VPN.
Level II should maintain or develop a new participating agreement or MOU between the City of Pico Rivera and participating agencies for projects that involve other agencies and/or that would like to share video/data across jurisdictional boundaries.
Level III should maintain or develop a new participating agreement or MOU between the City of Pico Rivera and participating agencies for projects that involve other agencies and/or that would like to share video/data across jurisdictional boundaries. It is in Level III where center-to-center communications could be established. If fiber optic communications are used, then fiber optic P2P Links will be established for on-premise connections, but cloud-to-cloud connections between ATMS systems will still be possible.
This Level would require the most coordination between agencies as the City of Pico Rivera will be developing, planning, and designing where the new FOC conduit and cable will be proposed and installed.
Other agencies will need to work with the City to see how they can install their own FOC cable to connect to the City’s new FOC cable. This is significant as once a connection via FOC is established between agencies, fiber optic strands can then be allocated for further interjurisdictional communications. Wireless communications will continue to be used for sharing data/video between the City of Pico Rivera and the County of Los Angeles, LA Metro/RIITS, and Caltrans District 7.
Overall, this Inter-Agency approach further applies to preparing the Los Angeles region for the future Connected and Automated Vehicles (CV/AV), Integrated Corridor Management (ICM), mobile applications, and Smart Cities integration. Data will flow from the local data center at the City of Pico Rivera, which is pushed through County of Los Angeles Public Works TMC to the regional data center, which is LA Metro/RIITS.
CITY OF PICO RIVERA
INTELLIGENT TRANSPORTATION SYSTEMS (ITS)
MASTER PLAN
Chapter 9. (DRAFT)
Funding Strategies Plan
9-0
Funding Strategies Plan
December 2024 9-i
TABLE OF CONTENTS
9-1. INTRODUCTION ...............................................................................................................................1 9-2. TRANSPORTATION FUNDING SOURCES ..................................................................................................1 9-2.1. Federal Funding..................................................................................................................... 1 9-2.1.1. Federal Funding Programs ............................................................................................... 2 9-2.2. State Funding ........................................................................................................................ 8 9-2.2.1. State Funding Programs ................................................................................................... 8 9-2.3. Local Funding ...................................................................................................................... 11 9-2.4. City of Pico Rivera Funding Strategies ................................................................................ 17 9-3. FUNDING OPPORTUNITIES AND PROGRAMMING ................................................................................... 18 9-4. NEXT STEPS .................................................................................................................................. 23
LIST OF TABLES
Table 9.1 – Transportation Funding Sources and Programs ....................................................................... 19 Table 9.2 – Proposed Signal/ITS Equipment and Potential Funding Sources ............................................. 24
LIST OF FIGURES
Figure 9.1 Transportation Funding Flows between Levels of Government ................................................ 11 Funding Strategies Plan
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Funding Strategies Plan
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9-1. INTRODUCTION
The City of Pico Rivera can pursue federal, state, and local ITS funding opportunities for implementation of future project Levels that are recommended in the Intelligent
Transportation Systems (ITS) Master Plan. The City’s ITS Master Plan is a key document to use when pursuing grants to help secure funding for the future/planned ITS
deployments.
This Funding Sources Plan identifies the local, regional, state, and federal ITS funding sources that the City of Pico Rivera will be able to pursue for implementation of future Levels recommended in the City’s ITS Master Plan. It will also help improve the quality and chances of being selected for funding through these programs.
Transportation funding is extremely complex with funds coming from the Federal, State, and Local governments through their taxing sources. This Funding Strategies Plan is intended to assist the City of Pico Rivera in understanding the various funding sources available and their eligibility. The Funding Strategies Plan is organized per funding program source and presented by three distinct governmental sources of revenue (Federal, State, and Local) and where appropriate, including estimates of the funding available.
9-2. TRANSPORTATION FUNDING SOURCES
Overall Transportation in California is funded by a variety of federal, state, and local revenue sources, which fall into the following three basic categories:
Property Access Charges: property taxes, benefit assessment districts, developer fees Subsidies: sales taxes, Federal/state/local general funds, externalized costs User Fees: gas tax, vehicle tax, tolls, public transit fees The fiscal year 2023-24 Governor’s Budget authorizes $20.7 billion in expenditures for the California Department of Transportation (Caltrans). The following is a breakdown of California’s transportation network funding sources, subject to Caltrans, California Transportation Commission (CTC), FHWA and Federal Transit Administration (FTA) approvals.
9-2.1. Federal Funding
Federal transportation funding is apportioned to California based on the state’s contribution of revenues derived from federal excise taxes on motor vehicle fuels to the Highway Trust Fund. These revenues pay mostly for capital improvements and expansion projects. Federal transportation funding is provided according to a two-step process: (1) authorization; and (2) appropriations.
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Authorization
Authorizing legislation provides the legal authority for the federal government to spend funds on programs within a particular public policy area, such as transportation, for a given period. Usually covering a period of five to six years, authorizing legislation sets the maximum amount of funding that may be appropriated for programs within a particular public policy area for each fiscal year of the authorization period. It also includes provisions governing the structure of the various programs within a particular public policy area.
Appropriations
Every year, Congress considers appropriations bills for all federal agencies, departments, and programs, including one for transportation. These measures provide the legal authority for federal agencies to spend money during the upcoming fiscal year for the programs they administer. In developing these appropriations bills, Congress may allocate funding for programs within a particular policy area up to the maximum amount included in the related authorizing legislation, but no more.
In general, the Federal Fund Processes is as follows:
9-2.1.1. Federal Funding Programs
National Highway Performance Program (MAP-21)
Moving Ahead for Progress in the 21st Century Act (MAP-21) consolidates the old Interstate Maintenance, National Highway System and Highway Bridge Programs into a new National Highway Performance Program that focuses on the most critical 161,000 miles of roadways and bridges in the United States. The aim of this new formula program is to improve conditions and performance on these facilities, with an emphasis on state of good repair.
MAP-21 directs the Transportation Secretary to conduct a rulemaking to establish performance standards for the minimum condition of pavement and bridges on the National Highway System and requires states to develop risk-based asset management plans for these facilities. States that fail to meet these standards over time would be required to spend a portion of their National Highway Performance Program funding to address the deficiencies. California’s share of these funds will be programmed for State Highway Operation and Protection Program (SHOPP) projects, as well as through the State Transportation Improvement Program (STIP) process.
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Website link:
https://www.fhwa.dot.gov/map21/
Fixing America’s Surface Transportation (FAST) Act
The Fixing America’s Surface Transportation (FAST) Act, signed into law December 2015, was the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorized $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintained US Department of Transportation’s (USDOT) focus on safety, kept intact the established structure of the various federal highway-related programs, continued efforts to streamline project delivery and, for the first time, provided a dedicated source of federal dollars for freight projects. The FAST Act also reestablished the Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process.
The FAST Act kept in place the core highway formula programs. These programs include National Highway Performance Program (NHPP), Surface Transportation Program (STP), Congestion Mitigation and Air Quality Improvement Program (CMAQ), Highway Safety Improvement Program (HSIP), Railway-Highway Crossings (set-aside from HSIP), and Metropolitan Planning (PL).
The FAST Act ended on September 30, 2021, after being extended multiple times. However, in November 2021, President Biden signed the Infrastructure Investment and Jobs Act (IIJA), which reauthorized surface transportation programs, along with adding various new ones. The FAST Act and its main objectives are now being achieved and fulfilled through the IIJA, which is anticipated to last through 2026.
Website link:
https://www.fhwa.dot.gov/fastact/
Infrastructure Investment and Jobs Act (IIJA)
The Infrastructure Investment and Jobs Act (IIJA), signed into law November 2021, is a new Bipartisan Infrastructure Law that aims to reconstruct and better airports, bridges, ports, rails, roads, and more. This five-year bill replaced the FAST Act, but also ensured that all the core highway formula programs would still be able to continue for another five years. Over the course of five years, $567.6 billion will be allocated for highway and transit projects, with $113.5 billion being doled out annually. Like the FAST Act, the IIJA continues to focus on the USDOT’s goals of promoting safety, maintaining the established structure of the multiple federal highway-related programs, and continues to streamline project deliveries at a more rapid pace.
Unlike the FAST Act, new kinds of projects can now be funded under the IIJA including vehicle-to-grid infrastructure, the construction of wildlife crossing structures, and electric vehicle (EV) charging infrastructure. More funding is also provided to local communities, along with more funding for bicycle and pedestrian projects. CMAQ funding has also been increased by 10%, and new types of projects can also be funded including zero-emission vehicles, micro-mobility projects, and diesel engine replacement.
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Finally, the bill authorizes $2.5 billion over five years to be used for alternative fuel corridors and alternative fueling infrastructure like hydrogen fuel stations.
Over the next 10 years, it is projected that 1.5 million jobs will be created per year. Other benefits of the IIJA include the following: elimination of lead pipes in water infrastructure, ensuring every American has access to reliable high-speed internet, investments in roads, bridges, public transit, airports, ports, passenger rail and environmental remediation, establishing a network of EV chargers, upgrading power infrastructure, and resilient infrastructure projects. As part of IIJA, the following new highway and transit programs were established:
Electric Vehicle (EV) Charging Infrastructure – A new grant program for alternative fuel projects, as well as a National Electric Vehicle Formula Program to provide states with additional funding for deploying EV charging infrastructure.
Promoting Resilient Operations for Transformative, Efficient and Cost-saving Transportation (PROTECT) Program – A $7.3 billion grant program that will use funding to program resilience improvements, evacuation routes, at-risk coastal infrastructure, and community resilience projects. Resilience is defined as the status of transportation infrastructure. Bridge Investment Program – A new bridge investment program for projects to improve the quality of bridges, including preservation, protection, rehabilitation, reliability, and replacement. Strengthening Mobility and Revolutionizing Transportation (SMART) Grant Program – A new grant program to support demonstration projects focused on advanced smart city technologies and systems that improve transportation safety and efficiency. These projects can be implemented locally by a city, or by a larger agency or the state of California. Railroad Crossing Elimination Program – A new grant program for projects that improve at-grade rail and highway crossings, especially if the at-grade crossing is eliminated. Carbon Reduction Program – California will now be required to develop a carbon reduction strategy, with projects that can be implemented such as EV charging, public transportation, bicycle and walking corridors, port electrification, diesel engine retrofitting, transportation electrification, and infrastructure to support congestion pricing.
Website links:
https://www.whitehouse.gov/bipartisan-infrastructure-law/ https://www.fhwa.dot.gov/bipartisan-infrastructure-law/docs/bil_overview_20211122.pdf SMART Grants Program | US Department of Transportation
Advanced Transportation Technology and Innovation Program (ATTAIN) The IIJA or Bipartisan Infrastructure Law continues the previously established Advanced Transportation Technology and Innovation Program (ATTAIN), formerly known as the Advanced Transportation Technologies and Innovative Mobility Development Program (ATTIMD), to make competitive grants for the development of model deployment sites for large scale installation and operation of advanced Funding Strategies Plan
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transportation technologies to improve safety, efficiency, system performance, and infrastructure return on investment. The ATTAIN was previously known as the Advanced Transportation and Congestion Management Technologies Deployment Program (ATCMTD) when it was funded through the FAST Act.
The IIJA funds the program through a set-aside from the Highway Research and Development, Technology and Innovation Deployment, and Intelligent Transportation System Research Programs.
Grant recipients may use funds under this program to deploy advanced transportation and congestion management technologies, including:
Advanced traveler information systems;
Advanced transportation management technologies;
Advanced public transportation systems;
Advanced safety systems, including vehicle-to-vehicle and vehicle-to-infrastructure communications;
Advanced mobility and access technologies, such as dynamic ridesharing and information systems to support human services for elderly and disabled individuals; Electronic pricing and payment systems;
Infrastructure maintenance, monitoring, and condition assessment; Integration of intelligent transportation systems with the Smart Grid and other energy distribution and charging systems;
Transportation system performance data collection, analysis, and dissemination systems; or Technologies associated with autonomous vehicles, and other collision avoidance technologies, including systems using cellular technology.
A grant recipient may utilize a maximum of 5% of the funds awarded each fiscal year to conduct planning and reporting requirements under the program.
Eligible applicants include state or local government or political subdivision thereof, Transit agency, Metropolitan planning organization (MPO) representing a population of more than 200,000 (like SCAG), or a multijurisdictional group made up of the above eligible applicants, with a signed agreement to implement the initiative across jurisdictional boundaries, and consortium of research or academic institutions.
The IIJA requires the Secretary to develop criteria for selection of an eligible entity to receive a grant, including how the proposed deployment of technology will promote the following:
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Accelerate the deployment of vehicle-to-vehicle, vehicle-to-infrastructure, autonomous vehicles, and other technologies;
Collect, disseminate, and use real-time traffic, transit, parking, and other transportation-related information to improve mobility, reduce congestion, and provide for more efficient and accessible transportation;
Deliver economic benefits by reducing delays, improving system performance, and providing for the efficient and reliable movement of goods and services; Deliver environmental benefits that alleviate congestion and streamline traffic flow; Measure and improve the operational performance of the applicable transportation network; Monitor transportation assets to improve infrastructure management, reduce maintenance costs, prioritize investment decisions, and ensure a state of good repair; Reduce costs and improve return on investments, including through the enhanced use of existing transportation capacity; or
Reduce the number and severity of traffic crashes and increase driver, passenger, and pedestrian safety.
The IIJA requires the Secretary to request applications each fiscal year and to award grants to at least five (5) and not more than ten (10) eligible entities, and further requires that the awards be diverse in both the technologies to be deployed and geographically. The Secretary may not award more than 20% of program funding for a fiscal year to a single grant recipient.
In May 2023, Caltrans announced that it was awarded $7.7 million in federal ATTAIN grant funding to support the Southern California Mobility Wallet project, an innovative way to improve access to transportation through a seamless payment system. The project allows travelers to pay with bank or with credit cards to access different highway and transit services, facilitating multiple public transit or highway payments and improving the experience across all modes of travel including public transit, electric vehicle charging stations, and roadway tolling. Los Angeles County residents can also be issued direct funding to pay for mobility services, enabling travelers to buy rides on local public transportation with their contactless debit and credit cards. Stemmed from a partnership between Caltrans D7 and Metro, the project was created via the California Integrated Travel Project (Cal-ITP), another project that was created and is managed by Caltrans. Cal-ITP is an initiative to expand multimodal travel throughout California via customer discounts, trip planning, and standardizing payments.
Website link:
https://ops.fhwa.dot.gov/bipartisan-infrastructure-law/ Funding Strategies Plan
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Congestion Mitigation and Air Quality Improvement Program (CMAQ) CMAQ funds, which are programmed by the MPOs (e.g., SCAG), are available to urbanized areas that have not attained the ozone, carbon monoxide or particulate matter air quality standards established under the federal Clean Air Act; or that have been designated as maintenance areas for ozone, carbon monoxide or particular matter. The funds may be applied to projects and programs that will contribute to the attainment of these air quality standards.
Congestion Mitigation and Air Quality (CMAQ) funds are awarded to projects that relieve traffic congestion and improve air quality. Air quality analysis will demonstrate emissions reductions usually by improving traffic operations. Funds are typically not awarded to projects that add capacity. City staff must coordinate with Caltrans local assistance staff to deliver the projects. For major ITS projects, a Systems Engineering Management Plan (SEMP) is required to ensure the project delivers based on the needs of the ITS users.
Website link:
https://www.transportation.gov/sustainability/climate/federal-programs-directory-congestionmitigation-and-air-quality-cmaq Highway Safety Improvement Program (HSIP)
This formula program provides federal resources to states for infrastructure improvements on public roadways that achieve a significant reduction in traffic fatalities and serious injuries. Under the provisions of MAP-21, states would be required to meet safety performance targets over time and to spend a portion of these funds to address any deficiencies if the targets are not met. The bill also requires an annual setaside of $245 million for highway-railroad grade crossing projects. California’s share of these funds is primarily programmed through the SHOPP.
Website link:
https://highways.dot.gov/safety/hsip
Surface Transportation Block Grant Program (STBG)
The STBG is intended to fund a wide range of transportation projects from capital improvements to planning activities. Projects previously approved for STBG funds include freeway interchanges, roadway widening, signal installations, road rehabilitations, and planning studies.
Website link:
https://www.fhwa.dot.gov/specialfunding/stp/
Transportation Alternatives Program (TAP)
MAP-21 consolidates the Transportation Enhancements, Safe Routes to School, Recreational Trails, and Scenic Byways Programs into a new Transportation Alternatives Program. Under this new program, 50 percent of the funding is allocated to the MPOs and 50 percent to the states.
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Website link:
https://www.fhwa.dot.gov/environment/transportation_alternatives/ 9-2.2. State Funding
A substantial portion of transportation funding in California is collected at the gasoline pump. In the case of gasoline, revenues for transportation are collected in the following manner:
54 cents in state excise taxes for each gallon purchased. This is considered to be the “base” rate.
Gas is exempt from the state sales tax.
23 cents in gas tax for California’s cap-and-trade program to reduce greenhouse gas emissions for each gallon purchased.
18.4 cents in federal excise taxes for each gallon purchased. 18 cents in gas tax for California’s low-carbon fuel programs for each gallon purchased. Local sales taxes
Ongoing state transportation funding consists primarily of the state excise tax on diesel and gasoline fuel, and the state sales tax on diesel fuel. Additional state funding sources can include bond revenues and appropriations from the General Fund.
In general, the State Fund Processes is as follows:
9-2.2.1. State Funding Programs
Active Transportation Program (ATP)
The Active Transportation Program (ATP) was created by Senate Bill 99 (Chapter 359, Statutes of 2013) and Assembly Bill 101 (Chapter 354, Statutes of 2013) to encourage increased use of active modes of transportation, such as biking and walking.
Pursuant to statute, the goals of the Active Transportation Program are to:
Increase the proportion of trips accomplished by biking and walking. Increase the safety and mobility of non-motorized users. Provide a broad spectrum of projects to benefit many types of active transportation users.
Website link:
https://catc.ca.gov/programs/active-transportation-program Proposition 1B - Highway Safety, Traffic Reduction, Air Quality, and Port Security Bond Act of 2006 Proposition 1B, approved by the voters in November 2006 Authorized the issuance on $19.925 billion in state general obligation bonds for specific transportation programs intended to relieve congestion, facilitate goods movement, improve air quality, and enhance the safety of the state's transportation system. These transportation programs included the Corridor Mobility Improvement Account (CMIA), SR Funding Strategies Plan
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99 Corridor Account, Trade Corridors Improvement Fund (TCIF), State Local Partnership Programs (SLPP), Local Bridge Seismic Retrofit Account (LBSRA), Highway-Railroad Crossing Safety Account (HRCSA), Traffic Light Synchronization Program (TLSP) and the augmentations of the existing STIP and the SHOPP.
Website link:
https://dot.ca.gov/programs/financial-programming/office-of-capital-improvement-programmingocip/prop-1b-closeout SB 821 Bicycle and Pedestrian Facilities Program
Each year 2% of the Local Transportation Fund (LTF) revenue is made available for use on bicycle and pedestrian facility projects through the Commission's SB 821 Program. All the cities and the County of Los Angeles are notified of the SB821 program estimate of available funding and are requested to submit project proposals. Eligible projects include sidewalks, access ramps, bicycle facilities, and bicycle plan development. A Call for Projects is issued biennially in February and funds are allocated each June. An evaluation committee typically reviews and ranks the projects based on evaluation criteria approved by the Commission. The evaluation committee composed of the Technical Advisory Committee makes recommendations for projects and funding award amounts to the Commission for their final approval.
State Highway Account
Revenues generated from federal and state gasoline and diesel fuel taxes, and from vehicle weight fees are deposited into the State Highway Account. Vehicle weight fee revenues are then transferred to the General Fund to pay for debt service on general obligation bonds that have been issued for transportation purposes. Of the remaining balance in the State Highway Account, funds for Caltrans administration; maintenance of the state highway system; and rehabilitation, safety and seismic retrofit projects related to the state highway system identified in the State Highway Operation and Protection Program (SHOPP) are taken “off the top.” Any remaining funds are then programmed through the State Transportation Improvement Program (STIP). The STIP, which is adopted during even numbered years by the California Transportation Commission (CTC), outlines the cost and schedule estimates for all transportation capital improvement projects funded with fuel tax revenues from the State Highway Account. Any transportation capital improvement project is eligible for funding through the STIP, including the construction of fixed guideway mass transit projects.
Website links:
https://dot.ca.gov/programs/financial-programming/state-highway-operation-protection-programshopp-minor-program-shopp https://catc.ca.gov/programs/state-transportation-improvement-program State of Good Repair (Section 5337)
A new formula-based State of Good Repair program is FTA’s first stand-alone initiative written into law that is dedicated to repairing and upgrading the nation’s rail transit systems along with high-intensity motor bus systems that use high-occupancy vehicle lanes, including bus rapid transit (BRT). These funds reflect a commitment to ensuring that public transit operates safely, efficiently, reliably, and sustainably so that communities can offer balanced transportation choices that help to improve mobility, reduce congestion, and encourage economic development.
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Website link:
https://dot.ca.gov/programs/rail-and-mass-transportation/state-transit-assistance-state-of-good-repair State Transportation Improvement Program (STIP)
The California Transportation Commission (CTC) develops the STIP in April of every even year. Each County transportation agency in the state is responsible for programming projects on or off the state highway system with Regional Improvements Program (RIP) funds. Eligible projects include capital improvement projects (e.g., interchange improvements, freeway and arterial widening, commuter rail stations, etc.) and planning and rideshare activities.
Website link:
https://catc.ca.gov/programs/state-transportation-improvement-program SB 375 Sustainable Communities and Climate Protection Act - Voted into law in 2008, SB 375 sets targets for Greenhouse Gas (GHG) emissions reductions. An approved method for reducing GHG emissions is to invest in traffic signal optimization. This method was amended as law under AB-1447 in September of 2014.
Website link:
https://ww2.arb.ca.gov/our-work/programs/sustainable-communities-climate-protection-program SB 45 (Kopp), which was enacted into law in 1997, brought about various changes to the process for programming transportation dollars through the STIP. In general, this legislation simplified the programming process by consolidating nine separate state transportation funding pots into two broad categories: (1) the Regional Transportation Improvement Program (RTIP); and (2) the Interregional Transportation Improvement Program (ITIP). Under SB 45, the RTPAs have programming responsibility for 75 percent of available STIP funds through their RTIPs. Of this amount, 60 percent flows to the counties in Southern California and 40 percent to the counties in Northern California. This formula is known as the “north-south split.”
Website link:
http://www.leginfo.ca.gov/pub/97-98/bill/sen/sb_0001-0050/sb_45_bill_19971003_chaptered.html Funding Strategies Plan
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Senate Bill 01 (SB1)
The Road Repair and Accountability Act of 2017 (Senate Bill [SB] 1, Chapter 5, Statutes of 2017) created the Local Partnership Program and continuously appropriates two hundred million dollars $200,000,000 annually to be allocated by the California Transportation Commission (Commission) to local or regional transportation agencies that have sought and received voter approval of taxes or that have imposed fees, which taxes or fees are dedicated solely for transportation improvements. The Local Partnership Program was subsequently amended by Assembly Bill (AB) 115 (Chapter 20, Statutes of 2017) and AB 135 (Committee on Budget, Chapter 255, Statutes of 2017).
Amounts for the incentive grants will be included in the formulaic shares adopted in August of each year.
Funding for the incentive grants will be deducted from the subsequent round of Competitive Grant Program funding.
Website link:
https://dot.ca.gov/programs/sb1
Figure 9.1 depicts a typical programmed funding flow among levels of government.
Figure 9.1 Transportation Funding Flows between Levels of Government 9-2.3. Local Funding
Local dollars for transportation are derived from a variety of revenue sources. These sources include a statewide 0.25% tax on the sale of all goods and services, additional optional local sales taxes that have been approved by county voters, property taxes, and public transit fares.
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Local Funding Sources
Counties may place a sales tax measure for transportation purposes on the ballot for voter approval. With federal and state funding historically being insufficient to meet all of California’s mobility needs, local sales tax revenues have provided more than 50 percent of new capital funding for the state’s transportation infrastructure over the last several decades. Counties representing more than 85 percent of the state’s population currently have in place local sales taxes for transportation purposes. Most of these taxes are temporary in nature and will expire if they are not renewed by the voters.
Southern California Association of Governments
The Southern California Association of Governments (SCAG), as a Joint Powers Authority under California state law and MPO, provides funding to its members to develop long-range transportation plans for the entire region. This includes Los Angeles County and the City of Pico Rivera. SCAG is also responsible for programming and implementing transportation projects, services, and programs for each of its member counties/agencies. For example, in July 2023, the SCAG Regional Council approved $80 million in funding to support 33 land-use and transportation projects across Southern California. These awards were issued under SCAG’s County Transportation Commission (CTC) Partnership Program, representing the first step of implementing the state-funded Regional Early Action Planning (REAP 2.0) grant. The Los Angeles County Metropolitan Transportation Authority (Metro) issued $41.7 million to projects throughout the County of Los Angeles, including the following projects:
Connecting Communities with Stress-Free Connections: $5.25 million Enhanced GoSGV E-Bike Share Program: $2.62 million
First-Last-Mile Revolution: Transforming Metro Connections to Housing: $1.05 million Metro Bike Share Infill Expansion: $7.75 million
Mobility Wallets Pilot 2.0 – Challenge and Low-Income: $5 million North Hollywood Transit Center: $15 million
Signal Priority, Cloud-Based Solution: $4 million
Traffic Reduction Study: $1 million
SCAG receives all its funding from federal and state sources. In addition, as an MPO, it has the ability to offer grant programs for applicants to apply for to obtain funding for various projects, including transportation projects. These include the following:
Sustainable Transportation Equity Project (STEP): A program offered by the CA Air Resource Board (CARB) to fund projects that are equitable and promote sustainable transportation Reconnecting Communities and Neighborhoods Program: A program provided by the U.S.
Department of Transportation (DOT) to advance community-centered transportation connection projects, especially in disadvantaged communities that improve access to daily needs such as education, food, healthcare, and jobs
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Strengthening Mobility and Revolutionizing Transportation (SMART) Grants: A program that provides grants from the U.S. DOT to public agencies to conduct demonstration projects focused on advanced smart community technologies and systems that better transportation safety and efficiency.
Website: SMART Grants Program | US Department of Transportation Advanced Technology Demonstration and Pilot Projects: A program offered by CARB that aims to increase the advancement of innovative and economically viable technologies into the commercial marketplace while also supporting California’s emission reduction and equity goals. Thriving Communities Program: The goal of this program is to ensure that disadvantaged communities negatively impacted by climate, environmental, and human health policy outcomes have the tools and ability to plan for and deliver quality transportation infrastructure projects that also improve their communities.
There are also other grant opportunities offered by SCAG in the past which my become available again including the following: Reconnecting Communities: Highways to Boulevards, Clean Truck and Bus Voucher Incentive Project Administrator, Infrastructure for Rebuilding America (INFRA) Grant Program, Multimodal Project Discretionary Grant Opportunity, Promoting Resilient Operations for Transformative, Efficient, and Cost Saving Transportation (PROTECT) Program, Local Transportation Climate Adaptation Program (LTCAP), Safe Streets and Roads for All, State Transportation Innovation Council Incentive Program, and the Broadband Technical Assistance Program.
Website links:
https://scag.ca.gov/about-us
https://www.masstransitmag.com/management/press-release/53065589/southern-californiaassociation-of-governments-scag-scag-regional-council-approves-80-million-in-funding-to-support-33- transportation-and-landuse-projects-across-southern-california https://scag.ca.gov/get-involved-grant-opportunities#
SMART Grants Program | US Department of Transportation
Los Angeles County Metropolitan Transportation Authority (Metro) This county agency operates, plans, and coordinates funding for most of the public transportation system in the County of Los Angeles. They operate bus, heavy rail (subway), light rail, and bus rapid transit services, along with providing some funding for Metrolink, railroad, and highway projects within the County. A mix of federal, State, County, and local tax dollars as well as bonds and fare box revenue funds Metro. On May 25, 2023, Metro approved a $9 billion budget for Fiscal Year 2024 (July 1, 2023, to June 30, 2024), which includes important capital investments that improve transit service frequency and reliability for Metro riders. Cleanliness and safety on the entire transit system will also be improved.
Specifically, $2.9 billion of Metro’s budget will be invested in transit operations, enabling Metro to operate
8.9 million revenue service hours of transit services in the current fiscal year. Nearly $1.9 billion will be invested in Metro’s bus system, including Metro buses that operate in the City of Pico Rivera. In addition, Metro will continue to invest in their transit capital program, providing more than $2.2 billion to their Funding Strategies Plan
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Transit Infrastructure Development Program. Finally, the budget contains $2.1 billion in Pass-Through and Regional Allocations funding that will be distributed to local agencies and regional transit partners to conduct local transportation needs. As the Regional Transportation Planning Agency for the County of Los Angeles, Metro provides oversight and distributes both State and Federal pass-through grants.
Website links:
https://www.metro.net/
https://www.metro.net/about/plans/metro-strategic-plan/ Propositions A and C
Proposition A was the first proposition/measure to be approved by voters to fund transportation projects in the County of Los Angeles in November 1980. It is a half-cent sales tax dedicated to funding transportation projects, improving bus service, and initiating plans for a rail system that continues to be used and expanded today. Proposition A also helps to subsidize fares. The expenditure plan includes three categories: 40% to discretionary, 35% to rail development, and 25% to Local Return Programs.
Approved by County of Los Angeles voters in November 1990, Proposition C is another half-cent sales tax meant for transportation funding. Its intent is to support programs and projects developed with Proposition A funds and provide funding to help expand and better the rail system that was started with Proposition A funding. Proposition C has its own expenditure plan including: 40% to discretionary, 25% to transit-related highway improvements, 20% Local Return programs, 10% commuter rail, transit centers, and park and ride, and 5% to bus and rail security.
Accountability in the expenditure of Proposition A and Proposition C sales tax revenues is provided by the Independent Citizen’s Advisory and Oversight Committee (ICAOC). Appointed under the Metropolitan Transportation Authority Reform and Accountability Act of 1998, annual independent audits of transportation sales tax expenditures are conducted, along with public hearings on the independent audit reports. Annual independent audits of Propositions A and C sales tax expenditures and revenues are required.
Website link:
https://www.metro.net/about/propositions-a-c/
Metro Measure M
Approved by the County of Los Angeles voters in 2016, Measure M is a half-cent sales tax measure that funds projects to repair local sidewalks and streets, to ease traffic, to earthquake retrofit bridges, to expand public transportation, and to provide free transit fares for persons with disabilities, students, and seniors. Many Metro projects are partly funded by Measure M, with funding available to local agencies via the Local Return Program, the Metro Active Transportation, Transit, and First/Last Mile (MAT) Program, and the Metro Subregional Program (MSP). Measure M has no sunset, indicating that that halfcent sales tax will continue to be collected in perpetuity. On July 1, 2039, the rate of the sales tax will increase to 1.0%. Finally, Measure M has the Measure M Independent Taxpayer Oversight Committee, Funding Strategies Plan
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which was formed to monitor and ensure that all tax measure revenue is used only for transportation purposes as specified in the ordinances.
Website link:
https://www.metro.net/about/measure-m/
Metro Measure R
This measure was approved by the County of Los Angeles voters in 2008 to finance new transportation programs and projects and accelerate those already in the pipeline. Like Measure M, it is a half-cent sales tax measure. The Measure R Expenditure Plan allots its funding to seven transportation categories: 35% to new bus rapid transit and rail projects; 20% to bus operations; 20% to HOV lanes, highways, and other highway related improvements; 15% for Local Return programs; 5% to rail operations; 3% to Metrolink projects; and 2% to Metro Rail system improvement projects. Per Section 8 of the Measure R Ordinance, the Measure R Independent Taxpayer Oversight Committee was established to monitor and review all measure spending, as well as prepare an annual audit report. It should be noted that Measure R is set to expire in 2039.
Website link:
https://www.metro.net/about/measure-r/
Transportation Development Act (SCAG)
The Transportation Development Act (TDA) provides state funding primarily for transit operations but is also used for transportation planning, bus and rail projects, bikeways and walkways, and specialized transit services for people with disabilities. The TDA provides two considerable sources of funding for public transportation – the State Transit Assistance Fund (STA) and the Local Transportation Fund (LTF).
The TDA comes from a quarter-cent statewide sales tax by the LTF and from the statewide sales tax on diesel fuel by the STA. In the SCAG region, TDA funds are usually used for transit capital expenses and transit operations. Pedestrian and bicycle facilities are supported by SCAG’s Article 3 of the Government Code.
SCAG administers and proportionately distributes TDA funds each year to local transit operators, including Metro. Metro possesses full discretion over the use of TDA funds apportioned to them and must submit their annual TDA claims based on apportionments and in compliance with SCAG’s Board and Administration policies. Every so often, SCAG will commission a performance audit of each recipient of TDA funds, including Metro.
Website link:
https://scag.ca.gov/post/transportation-development-act-local-transportation-fund 2023 Federal Transportation Improvement Program (FTIP)
The FTIP is a listing of multimodal transportation projects proposed over a six-year period for the SCAG region, including the County of Los Angeles. These projects include freeway ramps, intersection Funding Strategies Plan
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improvements, active transportation, signal optimization, HOV lanes, highway improvements, and transit, rail, and bus facilities. SCAG creates a biennial FTIP update for the region every two years. The FTIP is mandated to implement programs and projects listed in SCAG’s Sustainable Communities Strategy/Regional Transportation Plan (SCS/RTP) and is developed per federal and state requirements.
Metro has the responsibility under state law of proposing their county program, utilizing current SCS/RTP programs, projects, and policies as a guide, from among submittals by local agencies and cities. The locally prioritized lists of projects are then sent to SCAG for their review. From there, SCAG develops the FTIP based on consistency with the current SCS/RTP, inter-county connectivity, conformity determination, and financial constraints.
Website link:
https://scag.ca.gov/2023-ftip
Connect SoCal (2020-2045 Regional Transportation Plan/Sustainable Communities Strategy) Adopted fully by SCAG’s Regional Council in 2020, Connect SoCal (2020-2045 RTP/SCS) is a long-range visioning plan that develops and broadens transportation and land use strategies established over several planning cycles to achieve a more sustainable growth pattern and raises mobility options. It creates a path towards a more prosperous, sustainable, and mobile region by making connections between planning strategies, transportation networks, and the people whose cooperation can better the quality of life for all the SCAG Region. It was also amended to the existing Connect SoCal Program Environmental Impact Report. Connect SoCal was prepared through a comprehensive, continuous, and collaborative process with input from county transportation commissions (e.g., Metro), tribal governments, non-profit organizations, businesses, local stakeholders, and local governments within all of SCAG. It outlines more than $638 billion in transportation system investments through 2045.
Website link:
https://scag.ca.gov/read-plan-adopted-final-connect-socal-2020 State Transportation Improvement Program (SCAG)
State Transportation Improvement Program (STIP) is a five-year investment plan for state transportation money and is updated every two years. Capital highway, local road, transit, and active transportation projects that the region plans to fund may be included in the STIP to receive state funding. Their most recent STIP was adopted in 2022 and development of the 2024 STIP will begin in 2023.
Like other agencies across the state, the regional spending plan developed by SCAG accounts for 75% of the STIP. The remaining 25% of the STIP is a statewide spending plan known as the Interregional Transportation Improvement Program (ITIP). Caltrans develops the ITIP to fund projects that connect metro areas and improve mobility across regional boundaries.
Website link:
https://scag.ca.gov/post/state-transportation-improvement-program-stip Funding Strategies Plan
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9-2.4. City of Pico Rivera Funding Strategies
The City of Pico Rivera develops projects through their 5-Year Capital Improvement Program (CIP) and Budget. As part of this program, funding is provided by sources that were committed by the City Council for a specific objective, or other detailed funding sources that are restricted by certain regulations and guidelines.
Every year, preliminary budget information is provided to the budget briefing City Council meeting for discussion. After, once the budget information has been finalized, it is brought to the City Council for adoption. Per the City, large capital improvement projects need several years to strategically plan, design, fund, and build.
For fiscal year 2023/2024, approximately $59.6 million is estimated to be programmed for the necessary expenditures and transfers of projects. In terms of source funding, 43% of the funding comes from sales tax, 24% from property tax, 11.2% from business licenses, 7.2% from utility users’ tax, and the rest from other taxes including franchise tax, transient occupancy tax, and more. The City projects to use 26% of the expenditures on public safety projects and 21% on public works projects. This translates to $15.5 million of funding being used for public safety projects, and $12.5 million of funding being used for public works projects.
As part of the 5-Year CIP and Budget, many infrastructure projects will take place including bridge and roadways projects, parks and open spaces, stormwater quality, water production, City buildings and other facilities, ADA improvements, and other large-scale capital projects. The total CIP Budget for the FY 2023- 2028 is $279.3 million. Over $202.4 million represents continuing project budgets, and $76.9 million in new project funding is requested from the City. Over $60.9 million is included for unfunded scheduled projects, including Traffic Safety, Street Resurfacing, and ADA Improvements. Over $85.1 million is part of the CIP for Streets, where $23 million will come from the current CIP and $62 million is being requested for the new CIP. $76.8 million is part of the CIP for Bridges where $75.4 million is part of the existing CIP, and $1.4 million is part of the proposed CIP. Finally, more than $9.2 million is part of the CIP for Traffic Signals, where $1.7 million is part of the current CIP, and $7.5 million is being requested for the new CIP.
External funding has been obtained from many sources for the City of Pico Rivera. The City of Pico Rivera received federal funding from the American Rescue Plan (ARP) Act that was signed in March 2021 by President Biden. Passed in response to the COVID-19 Pandemic, this funding will be used by the City of Pico Rivera for public work projects that address the economic impacts of the pandemic. The funding must be fully used by December 31, 2026, and it must be utilized for supporting public services. It makes up only 1.5% of the CIP funding. Otherwise, 43% of the CIP is funded via grants, 12% is funded through the Water Fund, 9.3% is funded through the City’s General Fund, 6.5% is funded through Metro’s Local Return Program, and 2% is funded through the State’s Measure SB-1. Other funding sources are used for the CIP, though 21.8% of the proposed CIP for FY 2023-2028 remains unfunded.
California’s gas tax, which was raised in 2017 as part of a ten-year program to fund street and highway repairs and projects, continues to fund both the State of California and smaller cities and counties. This includes the following taxes that provide funding to the City of Pico Rivera:
Funding Strategies Plan
December 2024 9-18
Base Excise Tax on Gasoline: 59 cents per gallon is distributed where 64% goes to the State and 36% goes to Cities and Counties, including the City of Pico Rivera. The City of Pico Rivera primarily uses this funding for their General Funds, where the funding can be used to maintain, operate, and improve their existing traffic signal infrastructure. Price-Based Excise Tax on Gasoline: 18.4 cents per gallon is distributed where after $1 billion is spent on transportation bond debt service fees, 44% is distributed to the State for capacity increasing projects, 12% is distributed to Caltrans for maintenance and operations of the State highway system, and 44% is distributed to cities and counties for transportation use, including the City of Pico Rivera.
Variable Excise Tax on Diesel: 44 cents per gallon is distributed where 64% goes to the State and 36% goes to Cities and Counties, including the City of Pico Rivera. Like the Base Excise Tax on Gasoline, this funding can be used in the City’s General Funds to maintain, operate, and improve their existing traffic signal infrastructure.
Finally, the sales tax rate in the City of Pico Rivera is 10.25%. Within that minimum combined sales tax rate, 6% of funding goes to the State of California, 0.25% goes to the City of Los Angeles, 2% goes to the County of Los Angeles for local and district taxes, and 1% goes directly to the City of Pico Rivera. At the discretion of the City of Pico Rivera, they can use this 1% sales tax to fund any projects or City departments that they see fit. This includes any future projects that improve the signal equipment, ITS devices, and communications in the City of Pico Rivera.
9-3. FUNDING OPPORTUNITIES AND PROGRAMMING
Federal, state, and local revenues are used to fund the City of Pico Rivera’s transportation network. At the County level, both SCAG and Metro are responsible for planning, coordinating, and administering federal, state, and local funds to enhance the region’s transportation network by working with the County of Los Angeles, cities, and transit operators to maximize available funding sources.
Today, SCAG allocates state and federal transportation funds in the County of Los Angeles and plans and implements region-wide projects.
It should be noted that the City of Pico Rivera is eligible to compete at the statewide level for ATP funds and at the Metropolitan Planning Organization (MPO) level through SCAG and Metro.
Table 9.1 summarizes available funding resources and programs to the City of Pico Rivera.
Funding Strategies Plan
December 2024 9-19
Table 9.1 – Transportation Funding Sources and Programs
FUNDING SOURCE DESCRIPTION ELIGIBLE USES
National Highway Performance
Program (MAP-21)
(MAP-21) consolidates the old
Interstate Maintenance, National
Highway System and Highway Bridge
Programs into a new National
Highway Performance Program that
focuses on the most critical 161,000
miles of roadways and bridges in the
United States.
California’s share of these funds will
be programmed for State Highway
Operation and Protection Program
(SHOPP) projects, as well as through
the State Transportation
Improvement Program (STIP)
process. This funding can be used for
Caltrans projects, or any City
roadway projects that Caltrans
deems vital to the State.
Fixing America’s Surface
Transportation (FAST) Act
FAST (Fixing America’s Surface
Transportation) Act is the Federal
transportation authorization act.
FAST Act and/or United States Code
section numbers are listed for each
program. All projects must be
approved in advance by FHWA or
FTA. Like MAP-21, this funding can
be used for any Caltrans projects, or
any Caltrans-related City roadway
projects.
Infrastructure Investment and Jobs
Act (IIJA)
$113.5 billion nationwide per year
discretionary
Signed by President Biden in
November 2021, this new program’s
goal is renovating and improving the
nation’s airports, bridges, ports,
rails, roads, and more. $567.6 billion
will be provided over a five-year
period. It accomplishes the same
objectives as the FHWA FAST ACT,
along with funding new types of
projects including EV charging
infrastructure, the construction of
wildlife crossing structures, and
vehicle-to-grid infrastructure. 1.5
million jobs will be created per year
over the next 10 years. Innovative
programs will also be created
including a Carbon Reduction
Program.
Any previous highway or transit
projects that were eligible under the
FHWA FAST ACT are eligible for IIJA
funding. These kinds of projects that
are eligible include high-speed
internet projects, creating a network
of EV chargers, upgrading power
infrastructure, and infrastructure
projects that maintain or rehabilitate
airports, bridges, environmental
remediation, passenger rail, ports,
public transit, and roads. The
(SMART) Grant Program was also
established for Smart City projects
that better transportation efficiency
and safety. These include projects
that improve ITS or signal equipment
within the City of Pico Rivera, and the
ITS Master Plan Report has been
written to help obtain this kind of
funding for these projects. The
PROTECT Grant Program can also be
used to maintain the City’s existing
traffic signal infrastructure. Finally,
the Carbon Reduction Program can
be used for signal timing
coordination projects since those
reduce carbon emissions.
Funding Strategies Plan
December 2024 9-20
FUNDING SOURCE DESCRIPTION ELIGIBLE USES
Advanced Transportation
Technologies and Innovative
Mobility Deployment Program
(ATTIMD)
The IIJA continues the previously
established Advanced
Transportation Technologies and
Innovative Mobility Deployment
Program to make competitive grants
for the development of model
deployment sites for large scale
installation and operation of
advanced transportation
technologies to improve safety,
efficiency, system performance, and
infrastructure return on investment.
State or local government or political
subdivision thereof, Transit agency,
Metropolitan planning organization
(MPO) representing a population of
more than 200,000, or
multijurisdictional group made up of
the above eligible applicants, with a
signed agreement to implement the
initiative across jurisdictional
boundaries, and Consortium of
research or academic institutions.
This funding can be used for projects
developed under the ITS Master Plan
Report, including new signal
communications, video detection,
signal controllers, and more since
they all meet the goal of the
program.
Congestion Mitigation & Air Quality
Program (CMAQ)
An FHWA FAST Act program, now
part of the IIJA. A flexible funding
source for transportation projects
and programs to help meet the
requirements of the Clean Air Act.
Funding is available to reduce
congestion and improve air quality
for areas that do not meet the
National Ambient Air Quality
Standards for ozone, carbon
monoxide, or particulate matter
(PM), nonattainment areas and for
former nonattainment areas that are
now in compliance, which are
referred to as maintenance areas.
Transportation projects are likely to
contribute to the attainment or
maintenance of a national ambient
air quality standard, with a high level
of effectiveness in reducing air
pollution. Projects for PM-10 levels
of “coarse” pollutants coming from
diesel vehicles, non-attainment
areas; traffic monitoring,
management, and control facilities;
projects that improve traffic flow;
emergency communications
equipment; projects that shift traffic
demand to nonpeak hours or other
transportation modes, increase
vehicle occupancy rates or otherwise
reduce demand; diesel retrofits;
facilities serving electric or national
gas-fueled vehicles; certain transit
operations. This funding can be used
for signal timing coordination
projects as those reduce air
pollution, and any projects that will
help improve signal timing like
installing new ITS devices like fiber
optic communications cable or
wireless radios.
Highway Safety Improvement
Program (HSIP)
An FHWA FAST ACT program, now
part of the IIJA. A core funding
program whose purpose is to
achieve a significant reduction in
Any strategy, activity or project on a
public road that is consistent with
the data-driven State Strategic
Highway Safety Plan (SHSP) and
Funding Strategies Plan
December 2024 9-21
FUNDING SOURCE DESCRIPTION ELIGIBLE USES
$2.4 billion nationwide by formula traffic fatalities and serious injuries on all public roads. Requires a datadriven, strategic approach to improving highway safety on all
public roads that focuses on
performance. Set-asides: $245
million for Railway-Highway
Crossings, a proportionate share of
funds for the State’s Transportation
Alternatives (TA) program, 2% for
State Planning and Research.
corrects or improves a hazardous
road location or feature or addresses
a highway safety problem. The State
must develop, evaluate, and update
the SHSP. Administered by the State.
This grant funding can be used for
new video detection cameras that
have dilemma zone detection, which
reduces the number of collisions at a
signalized intersection. It can also be
used for signal timing
synchronization projects that reduce
collisions via coordinated timings
along a corridor.
Intelligent Transportation Systems
(ITS) Research & Development
$100 million nationwide per year
discretionary
Guided by the required five-year ITS
Strategic Plan, the program is
currently focused on significantly
reducing crashes through advanced
safety systems based on
interoperable wireless
communications among surface
transportation vehicles of all types,
traffic signals, other infrastructure
systems, pedestrians, wireless
devices, and automated vehicle
systems. The Federal share is 80%.
To conduct a comprehensive
program of intelligent transportation
system research, development and
operational tests of intelligent
vehicles and intelligent
infrastructure systems. This funding
can be used for projects being
developed via the City’s ITS Master
Plan Report, including wireless
communications, fiber optic
communications, new video
detection cameras, and more.
Surface Transportation Block Grant
Program (STBG)
The STBG is intended to fund a wide
range of transportation projects
from capital improvements to
planning activities.
Projects previously approved for
STBG funds include freeway
interchanges, roadway widening,
signal installations, road
rehabilitations, and planning studies.
This funding can be used for new
signal equipment, including signal
heads, pedestrian heads, and video
detection systems with dilemma
zone detection.
State Transportation Improvement
Program (STIP)
A five-year state-regional program
adopted every two even years, of
capital improvements on and off the
State Highway System that increase
the capacity of the transportation
system. The STIP consists of two
broad programs – the regional
program (RIP) funded from 75% of
new STIP funding and the
The California Transportation
Commission (CTC) must approve
each County’s STIP in its entirety.
CTC allocation is required by the end
of the fiscal year that the project is
listed in the STIP. Caltrans will
determine which projects in the City
can be funded via STIP, and if any of
Funding Strategies Plan
December 2024 9-22
FUNDING SOURCE DESCRIPTION ELIGIBLE USES
interregional program (IIP) funded
from 25% of new STIP funding. The
projects are proposed by regional
agencies in their RTIPs (75%) and by
Caltrans in its ITIP (25%).
those projects improve roadways
that are within Caltrans jurisdiction.
Active Transportation Program
(ATP)
$320 million per year discretionary
SB 99 of 2013 consolidated five
existing programs (Federal
Transportation Alternatives
Program, Recreational Trails
Program, Safe Routes to Schools
Program, Bicycle Transportation
Account, and Bikeway Account) into
a single program. The ATP will
streamline the application process
for bicycle and pedestrian projects
and fund projects with potential to
increase mode share for active
transportation; improve mobility,
health, and safety for non-motorized
users; decrease greenhouse gas
(GHG) emissions.
Infrastructure projects: capital
improvements that further ATP
goals, including environmental,
design, right-of-way, and/or
construction phases of capital
projects. Can include signal timing
coordination projects that reduce
GHG emissions.
Non-infrastructure projects:
education, encouragement, and
enforcement activities that further
ATP goals, with focus on start-up
projects (ATP cannot fund ongoing
program operations)
Proposition 1B Specific transportation program
intended to relieve congestion,
facilitate goods movement, improve
air quality, and enhance the safety
of the state's transportation system.
Highway-Railroad Crossing Safety
Account (HRCSA), Traffic Light
Synchronization Program (TLSP) and
the augmentations of the existing
STIP and the SHOPP. This funding
can be used for signal timing
synchronization projects, or any
technologies used to improve the
signal coordination in these
projects.
Local Assistance Program (Caltrans) The program provides entities with the opportunity to improve their
transportation infrastructure or
provide additional services.
Caltrans administers more than $1
billion annually in federal and
state funding to over 600 cities,
counties, and regional agencies.
Funding can be used for any
transportation infrastructure
projects that the City sees fit,
including new signal
communications and ITS projects
that are proposed by the City’s ITS
Master Plan Report.
Metro’s Propositions A and C Proposition A, a half-cent sales tax, was approved by County of Los
Angeles voters in November 1980 to
fund transportation projects.
Approved by County of Los Angeles
All funding is allocated and provided
by Metro. Various transportation
projects and programs are funded
by Metro based on need.
Funding Strategies Plan
December 2024 9-23
FUNDING SOURCE DESCRIPTION ELIGIBLE USES
voters in November 1990,
Proposition C is an additional halfcent sales tax aimed at providing more funding for County
transportation projects.
Per Proposition A, 40% of its funding
is discretionary while 25% is slotted
for Local Return Programs, which
include the City of Pico Rivera.
Proposition C is similar, though
more funding can be used for
transportation projects that are
transit-related highway
improvements. The City can use
Proposition A funding for any
transportation projects that it sees
fit, whether they are existing signal
equipment upgrades, new ITS
devices, or more.
Metro’s Measures M and R Measure M was approved by County of Los Angeles voters in 2016 to fund
transportation projects. It is a halfcent sales tax measure that funds projects to repair local streets and
sidewalks, ease traffic, and expand
public transportation.
Measure R is another half-cent sales
tax measure that functions similarly
to Measure M. It was approved by
County of Los Angeles voters in 2008.
Measures M and R fund many
Metro projects, with funding
available to the City of Pico Rivera
via the Local Return Program, the
Metro Subregional Program, and
the Metro Active Transportation,
Transit, and First/Last Mile (MAT)
Program. This funding can be used
for transportation projects in the
City of Pico Rivera that Metro sees
fit.
2023 Federal Transportation
Improvement Program (FTIP)
The FTIP is a list of proposed
multimodal transportation projects
over a six-year period for the SCAG
region, including the County of Los
Angeles. Funding is provided by the
State. As part of the FTIP in SCAG,
Metro must propose their own
county program with a locally
prioritized list of projects sent to
SCAG for their review. From there,
SCAG selects which projects to fund
and implement in the whole region,
including Metro.
Various transportation
improvement projects can be
funded including freeway ramps,
intersection improvements, active
transportation, signal
synchronization, highway
improvements, facilities for transit,
rail, and bus, and HOV lanes. For the
City of Pico Rivera, the focus would
be using this funding for signal
equipment improvements, signal
synchronization projects, and signal
communications projects.
9-4. NEXT STEPS
This chapter identifies the local, Regional, State, and Federal ITS funding sources that the City of Pico Rivera will be able to pursue for implementation of future phases recommended in the City’s ITS Master Plan. The City’s ITS Master Plan is an important requirement for many funding sources that are related to ITS deployments. It will also increase the chances of being selected for funding.
Funding Strategies Plan
December 2024 9-24
As part of the Level I improvements of the City’s ITS Master Plan, the City will need to pursue grant funding or other sources to fund these near-term improvements. This will achieve the City’s immediate goals of providing Ethernet IP communications and an updated centralized ATMS system. This includes newly deployed Advanced Transportation Controllers (ATC), HD IP CCTV cameras at several high-volume intersections, and arterial management systems for data collection and reporting of real-time traffic conditions.
For future Level II and Level III improvements of the City’s ITS Master Plan, it is recommended for the City of Pico Rivera to pursue these funding sources as identified in this Funding Strategies Plan, and secure funding for the subsequent Levels until buildout.
Table 9.2 summarizes the signal and ITS equipment that is being proposed as part of the Level I, Level II, and Level III improvements, along with potential funding sources.
Table 9.2 – Proposed Signal/ITS Equipment and Potential Funding Sources
PROPOSED SIGNAL/ITS EQUIPMENT FUNDING SOURCE
Traffic Signal Controller Cabinets Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
Surface Transportation Block Grant Program (STBG)
State Transportation Improvement Program (STIP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
ATC Signal Controllers Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
Surface Transportation Block Grant Program (STBG)
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Funding Strategies Plan
December 2024 9-25
PROPOSED SIGNAL/ITS EQUIPMENT FUNDING SOURCE
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Video Detection System and Cameras Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
Surface Transportation Block Grant Program (STBG)
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Emergency Vehicle Pre-Emption
Systems (EVP)
Infrastructure Investment and Jobs Act (IIJA)
ATTIMD Program
Highway Safety Improvement Program (HSIP)
Surface Transportation Block Grant Program (STBG)
State Transportation Improvement Program (STIP)
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Uninterrupted Power Supply (UPS)
Systems
Infrastructure Investment and Jobs Act (IIJA)
ATTIMD Program
Highway Safety Improvement Program (HSIP)
Surface Transportation Block Grant Program (STBG)
Funding Strategies Plan
December 2024 9-26
PROPOSED SIGNAL/ITS EQUIPMENT FUNDING SOURCE
State Transportation Improvement Program (STIP)
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Wireless Radios Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Fiber Optic Communications (FOC)
Cable
Infrastructure Investment and Jobs Act (IIJA)
ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Funding Strategies Plan
December 2024 9-27
PROPOSED SIGNAL/ITS EQUIPMENT FUNDING SOURCE
Field Communication Hubs Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
HD IP CCTV Cameras Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Ethernet Access Switches (EAS) Infrastructure Investment and Jobs Act (IIJA) ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
Highway Safety Improvement Program (HSIP)
ITS Research and Development Funding
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Funding Strategies Plan
December 2024 9-28
PROPOSED SIGNAL/ITS EQUIPMENT FUNDING SOURCE
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
Arterial Management System
Bluetooth/Wi-Fi Roadside Unit (RSU)
Infrastructure Investment and Jobs Act (IIJA)
ATTIMD Program
Congestion Mitigation & Air Quality Program (CMAQ)
ITS Research and Development Funding
State Transportation Improvement Program (STIP)
Active Transportation Program (ATP)
Proposition 1B
Local Assistance Program (Caltrans)
Metro’s Propositions A and C
Metro’s Measures M and R
Federal Transportation Improvement Program
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grants
In 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 buildout. 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 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 10. (DRAFT)
Systems Requirements Plan
10-0
Systems Requirements Plan
December 2024 10-i
TABLE OF CONTENTS
10-1. INTRODUCTION .......................................................................................................................1 10-2. ITS PROGRAM GUIDELINES ........................................................................................................3 10-2.1. ITS Projects ............................................................................................................................ 3 10-2.2. Regional ITS Architecture ...................................................................................................... 4 10-2.3. ITS Standards ......................................................................................................................... 4 10-2.4. Risk Management ................................................................................................................. 5 10-3. ITS PROJECT TYPE EXAMPLES .....................................................................................................8 10-3.1. Exempt Project ...................................................................................................................... 8 10-3.2. Low-Risk Project .................................................................................................................... 9 10-3.3. High-Risk Project ................................................................................................................... 9 10-4. ITS PROJECT DEPLOYMENT AND FUNDING STEPS ........................................................................... 11 10-4.1. Exempt and Low-Risk .......................................................................................................... 11 10-4.2. High-Risk ............................................................................................................................. 12 10-5. NEXT STEPS .......................................................................................................................... 13
LIST OF TABLES
Table 10.1- Risk Factors Associated with ITS Projects .................................................................................. 5
LIST OF FIGURES
Figure 10.1 Funding Steps for Low-Risk ITS Projects .................................................................................. 11 Figure 10.2 Systems Engineering Vee Process ............................................................................................ 12 Figure 10.3 Funding Steps for High-Risk ITS Projects .................................................................................. 13 Systems Requirements Plan
December 2024 10-ii
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Systems Requirements Plan
December 2024 10-1
10-1. INTRODUCTION
The application and oversight process
for Intelligent Transportation System
(ITS) projects is very different from
traditional roadway construction
projects in many important ways.
Designing and developing ITS projects
represent a paradigm shift in the
engineering mindset, especially when
compared to traditional highway
projects. Some ITS projects may not
include a construction phase with
“groundbreaking” improvements, and it may not be suitable to accept the “low-bid” from contractors because the ITS technology may serve a specific function that not all competitors can deliver and/or provide the required operations and maintenance services after the technology has been deployed. The nature of the engineering development for ITS projects also implies a greater risk and uncertainties to successful completion. This includes ITS projects that require new hardware and software development and ITS projects that require commercial off-the-shelf (COTS) ITS technologies. New ITS developments typically serve as a higher risk, while the deployment of COTS ITS technologies are typically considered a lower risk solution. Regardless, the systems engineering process is required to help mitigate those risks and set the course for successful implementation, deployment, and maintenance of these systems.
As part of the Level I Improvements, new video detection cameras will be installed at all of the signalized intersections, including those that have existing video detection systems. These will be upgraded to video detection systems that have hybrid video/radar detection cameras. In addition, new 2070 ATC Traffic Signal Controllers will be installed inside all of the signal cabinets that are owned by the City of Pico Rivera.
New Ethernet Edge Switches will be installed that can be used with both 5GHz Wireless Ethernet Radios and fiber optic cable. New 5GHz Wireless Ethernet Radios (PTMP) will be installed at all of the signalized intersections. They will connect to new Backhaul Wireless Ethernet Backhaul Radios (PTP), which wirelessly transmit information and data to the TMC of the County of Los Angeles’s Department of Public Works. Finally, at the City Hall, a new TMC Work Station with external monitors, along with a cloud-based ATMS that connects to all of the signals.
Regarding the Level II Improvements, new 3” conduit, pull boxes, and 144 SMFO Cable (Backbone) will be installed along both Passons Boulevard and Washington Boulevard. These will connect back to the City Hall. Various upgrades will be made to the 2070 ATC Traffic Signal Controllers along these corridors, and new hub controller cabinets will be installed. Finally, new field elements will include new HD IP CCTV Cameras and Arterial Management System (Bluetooth)/(Wi-Fi) Roadside Units (RSUs) installed at major intersections. For the City Hall, a new Video Management System (VMS) and Arterial Management System (AMS) will be installed to connect to the new roadside units, along with various Layer 3 Core Network Upgrades (for the fiber optic cable) and 19” Equipment Rack with networking equipment.
Systems Requirements Plan
December 2024 10-2
The Level III Improvements will include new 3” conduit and pull boxes being installed along the remaining primary/secondary corridors in the City. New 144 SMFO Cable (Backbone) will be installed along the primary corridors while new 72 SMFO Cable (Backbone) will be installed along the secondary corridors.
New hub controller cabinets will be installed, along with new changeable/dynamic message signs (CMS/DMS). The City Hall Equipment will also be expanded along with the establishment of a new TMC in the City Hall. These improvements will include expanding the cloud-based ATMS, a video wall, new lighting and electrical, new C2C connections with other participating agencies, and a new Smart Cities Platform.
The purpose of this system requirements plan is to ensure the preliminary project planning and review process follows FHWA, ITS, and Caltrans guidelines, which is also tied to the funding sources for federally and State funded projects. By following these guidelines, we use a system engineering approach that allows us to thoroughly vet and understand the process of inception to implementation, deployment, and maintenance of these ITS projects. One of these requirements includes the preparation of Systems Engineering Review Form (SERF) that will be submitted to the Caltrans Department of Local Assistance (DLA). The SERF is normally submitted as part of the E-76 package when initial funding is requested. The SERF must be filled out for all ITS projects unless they are “Exempt.” The purpose of the SERF is to demonstrate that the project adheres to the FHWA/ITS and Caltrans guidelines and planning process, which includes providing the project contact, project summary, preliminary planning (e.g., investigation of options, associated internal or external systems examined, etc. – this is related to all chapters of the Traffic Signal Communications Master Plan), risk assessment, and regulatory compliance information, such as:
1. Identification of portions of the Regional ITS Architecture (RA) being implemented
2. Identification of participating agencies roles and responsibilities
3. Procedures and resources necessary for operations and management of the system
4. Requirements definitions
5. Identification of applicable ITS standards and testing procedures
6. Analysis of alternative system configurations and technology options to meet requirements
7. Procurement options
The Systems Engineering Review Form (SERF) has been prepared as a part of this chapter and will be submitted to the Caltrans Department of Local Assistance (DLA) for their review and approval to release funding for the subsequent Levels of this project. The following sections provide additional detail regarding the ITS Program Guidelines for ITS projects and requirements of the Systems Engineering Review Form (SERF).
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10-2. ITS PROGRAM GUIDELINES
As the Systems Engineering Review Form (SERF) is defined, the ITS Program Guidelines describe best professional practices for planning and implementing ITS projects. They also establish the roles and responsibilities for all parties who are involved in the federal-aid ITS process, as well as define the process required for all ITS projects that will utilize federal funds. In general, all federal-aid funded projects require that the project:
Is consistent with the Regional ITS Architecture
Uses applicable ITS Standards
Performs a Systems Engineering Analysis that matches the scope of the project 10-2.1.ITS Projects
The definition of ITS has changed dramatically over the past decades, and it continues to evolve. Several decades ago, most people considered a computerized traffic signal to be “state-of-the-art” ITS. Today, every traffic signal is computerized, and most people do not call them “ITS” – they are just “hardware” now. As state and local agencies have installed more and more electronic equipment over the past two decades, the emphasis of ITS has shifted from internal operational improvements to external coordination with other agencies, which enable each agency to achieve its mission more effectively. This inter-agency cooperation is a major objective of the Regional ITS Architecture (RA) and the City of Pico Rivera’s ITS Master Plan.
In 2001, ITS was defined by the FHWA as “…electronics, communications, or information technology, used singly or in combination, to improve the efficiency or safety of the surface transportation system.” This is a broad definition covering the range from small, simple devices up to large and complex systems. In addition to this legal definition, most people say that ITS must include comprehensive management strategies and apply technologies in an integrated manner. The purpose of ITS integration is to share information and reduce redundant spending between jurisdictions. ITS integration includes both technical and inter-agency aspects of system development.
The inter-agency challenge is to take advantage of the investment in infrastructure that has occurred over the years and use it to tackle regional mobility challenges. This means removing the institutional barriers that have existed in order to benefit the region as a whole.
These ITS Program Guidelines reflect the latest ITS concepts by emphasizing 'best professional practices' and requirements for ITS projects that are more complex and that include external cooperation. In contrast, procedural requirements for simple and low-risk projects have been simplified or eliminated.
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10-2.2.Regional ITS Architecture
A regional Intelligent Transportation System
(ITS) architecture is a structured view of the
world of transportation technology and is
intended to help optimize the benefit of
individual investments. That is, it tries to
capitalize on years of previous investment in
transportation technology by identifying the
interfaces and paths that will make it possible
to integrate many systems in the future.
Sharing information in this way multiplies the
value of the original investment many times
over while promoting the efficiency of regional transportation operations.
The regional ITS architecture for the
County of Los Angeles is LA CONNECT-IT
(Connect and Integrate Transportation
Technology). Among participating public
agencies, like the City of Pico Rivera, it is
the masterplan for project coordination
and ITS integration. It covers both local and regional project deployments including the LA County Information Exchange Network (IEN), center-to-center information exchange, arterial traffic management, ICM projects, connected vehicle projects, and more. LA CONNECT-IT is operated by Metro.
In addition, the IEN is being renovated to be integrated and managed with Metro’s Regional Integration of Intelligent Transportation Systems (RIITS). LA CONNECT-IT presents the chance for all participants to support new Smart City/Region initiatives and ITS investments that will shape mobility in the County of Los Angeles in the next few years. Guidance will be provided by this regional ITS architecture to regional agencies, local agencies, and stakeholders throughout the ITS project lifecycle including design, engineering, and implementation.
See Chapter 4 – Evaluation of Surrounding Systems of the City of Pico Rivera’s ITS Master Plan Report for more information about the LA County Information Exchange Network (IEN), Metro’s RIITS, and LA CONNECT-IT, including the main elements and goals of both IEN and RIITS. 10-2.3.ITS Standards
The proposed high-level system designs for the Level I, Level II, and Level III improvements were conceived and designed using applicable ITS standards widely used throughout the industry today. The transportation sector has a history of deploying systems with unique data definitions and proprietary communications protocols. Field devices and systems from one manufacturer or developer were not interoperable with other manufacturers or developers. As a result, expansion of a system after initial deployment can generally only be done using equipment of the same type and usually the same brand as in the initial deployment, unless there are investments in major systems integration efforts.
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ITS standards, such as the National Transportation Communications for ITS Protocol (NTCIP) family of standards defines protocols and profiles that are open, consensus-based data communications standards.
When used for remote control of roadside and other transportation management devices, NTCIP-based devices and software can help achieve interoperability and interchangeability. When used between other traffic, transit, and emergency management centers, NTCIP standards facilitate agency coordination and information sharing.
The NTCIP standard and other ITS Standards i.e., IEEE, ITE, TMDD and ATC standards define common data definitions and open protocols. The proper use of open-standards in an ITS deployment allows future expansion of the system to benefit from true competitive bidding, as well as allowing other types of field devices to be added. Only equipment and interfaces that comply with the latest open architecture protocols will be used on this project at all levels of implementation. Selection will still depend on meeting the City’s operational and maintenance requirements, which may require specific manufacturers. This will allow the City to manage operations and maintenance efficiently by not having to stock similar brands of equipment, have multiple software programs, or train staff for multiple brands. 10-2.4.Risk Management
As said above, the application and oversight process for ITS projects is different in some significant ways from the traditional roadway construction process. A successful ITS project is one which is completed on schedule, within budget, and delivers all capabilities required. Studies of Information Technology (IT) application developments in the U.S. show 24% of projects are cancelled prior to completion. Further results indicate 44% were challenged (late, over budget, and/or with less than the required features and functions). This is especially true of ITS projects that involve something new, which the lead agency has not done before. This might include new technology or new software or new communications, or joint efforts with new partners. Because of the high risk of failure for certain ITS projects, special procedures are required to help mitigate those risks.
Table 10.1 summarizes the risk factors associated with ITS projects.
Table 10.1- Risk Factors Associated with ITS Projects
Low-Risk Project
Attributes
High-Risk Project
Attributes Risk Factors
1 Single jurisdiction and
single transportation
mode (highway, transit,
or rail)
Multi-Jurisdictional
or Multi-modal
With multiple agencies, departments, and disciplines,
disagreements can arise about roles, responsibilities, cost sharing, data sharing, schedules, changing priorities,
etc. Detailed written agreements are crucial!
2 No software creation;
uses commercial-offthe-shelf (COTS) or
proven software
Custom software
development is
required
Custom software requires additional development, testing, training, documentation, maintenance, and product
update procedures -- all unique to one installation. This is very expensive, so hidden short-cuts are often taken to keep costs low. Additionally, integration with existing software can be challenging, especially because
documentation is often not complete and out-of-date.
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Low-Risk Project
Attributes
High-Risk Project
Attributes Risk Factors
3 Proven COTS hardware
and communications
technology
Hardware or
communications
technology are
“cutting edge” or
not in common
use.
New technologies are not “proven” until they have been
installed and operated in a substantial number of different environments. New environments often uncover
unforeseen problems. New technologies or new businesses can sometimes fail completely. Multiple proven
technologies combined in the same project would be high risk if there are new interfaces between them.
4 No new interfaces New interfaces to
other systems are
required.
New interfaces require that documentation for the “other” system be complete and up-to-date. If not (and often they are not), building a new interface can become difficult or impossible. Duplication of existing interfaces reduces the risk. “Open Standard” interfaces are usually welldocumented and low risk. 5 System requirements
fully-detailed in writing
System
Requirements not
detailed or not fully
documented
System Requirements are critical for an RFP. They must
describe in detail all the functions the system must
perform, performance expected, plus the operating
environment. Good requirements can be a dozen or more
pages for a small system, and hundreds of pages for a large system. When existing systems are upgraded with new
capabilities, requirements must be revised and rewritten. 6 Operating procedures
fully-detailed in writing
Operating
procedures not
detailed or not fully
documented
Standard Operating Procedures are required for training, operations, and maintenance. For existing systems, they are often out-of-date.
7 None of the
technologies used are
near end of service life
Some technologies
included are near
end of service life
Computer technology changes rapidly (e.g., PC’s and cell phones become obsolete in 2-4 years). Local area networks using internet standards have had a long life, but in
contrast some mobile phones that use proprietary
communications became obsolete quickly. Similarly, the
useful life of ITS technology (hardware, software, and
communications) is short. Whether your project is a new system or expanding an existing one, look carefully
at all the technology elements to assess remaining costeffective service life.
Project risk may be defined in terms of schedule, cost, quality, and requirements. These risks can increase or decrease significantly based on several identified factors associated with ITS projects. Typically, these factors include:
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Number of jurisdictions and modes
Extent of software creation
Extent of proven hardware and communications technology used Number and complexity of new interfaces to other systems Level of detail in requirements and documentation
Level of detail in operating procedures and documentation Service life of technology applied to equipment and software As part of the SERF and initial risk assessment, seven questions must be conducted to help understand the extent of risk involved in the project. For the City’s Level I option project, the following questions are answered as follows:
1. Will the project depend on only your agency to complete & operate? a. Yes. However, the City does use partner agencies to assist in operation (County of Los Angeles) and maintenance (contract with the City of Santa Fe Springs). However, this assistance is not necessary for the completion and operation of this project. b. The County of Los Angeles is currently involved with the City for traffic signal timing from their TMC through the County's central traffic management system. The City and County have an agreement in place and intend to manage and operate the traffic signals under the same agreement with the Level I/baseline improvements. c. Both agencies may be required to complete and operate the project. In addition, the third-party agency the City of Santa Fe Springs currently handles the maintenance of the City of Pico Rivera’s traffic signals and communications systems under contract. However, this contract is subject to change depending on the needs of the City of Pico Rivera. d. Initially, the maintenance contract will continue to provide for maintenance of the completed project, including the City of Pico Rivera’s traffic signal systems and ITS elements, along with warranties and support services.
e. Even though the City of Pico Rivera uses these partner agencies to operate and maintain their traffic signals and communications systems, the City of Pico Rivera maintains control over these functions and can change partners or take the effort in-house in the future.
2. Will the project use only software proven elsewhere, with no new software writing? a. Yes, recommended upgrades will use proven commercial-off-the-shelf (COTS) products with no new software writing.
3. Will the project use only hardware and communications proven elsewhere? a. Yes, recommended upgrades will use proven COTS hardware and communications.
4. Will the project use only existing interfaces (no new interfaces to other systems)? a. The project will use existing and proven COTS interfaces, with no new interface, software, hardware, or communications development. The project will also provide upgrades to the existing interfaces through the same manufacturer.
5. Will the project use only existing system interfaces that are defined in writing? a. Yes, the project will use existing and proven COTS interfaces, which are already defined in writing (e.g., specifications).
6. Will the project use only existing operating procedures that are defined in writing? Systems Requirements Plan
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a. Yes, the project will use existing operating procedures from proven COTS technologies, which are already defined in writing (e.g., specifications).
7. Will the project use only technologies with service life longer than 2-4 years? a. Yes, the project will use technologies with service life longer than 2-4 years. It is anticipated that minimum service life will be 10 years.
The following summarizes the "risk" assessment of the City’s Level I option project:
Although there are two other agencies involved in assisting the City of Pico Rivera, we deem Level I to be considered Low-Risk because the City maintains control of the operations and maintenance. The City of Pico Rivera has agreements in place with the County of Los Angeles and the City of Santa Fe Springs, and they intend to manage, operate, and maintain the traffic signals and communication systems under the same agreement under Level I. In addition, all new equipment and software will be commercial off-the-shelf (COTS) products and will be upgraded/integrated with existing technologies for the local agencies. The completed SERF form for the City of Pico Rivera’s ITS Master Plan can be found in Appendix F.
It is anticipated that the City’s Level II and Level III options will be high-risk projects because the City will no longer be using partner agencies to assist in operation. The City of Pico Rivera will be taking on the role of managing, operating, and maintaining the traffic signals and communication systems. In addition, there will be both multi-jurisdictional and multi-modal system implementation involved, as the City of Pico Rivera will be working with other adjacent agencies, including City of Santa Fe Springs, City of Downey, City of Whittier, City of Industry, City of Commerce, City of Montebello, Caltrans District 7, and the County of Los Angeles. The City will also be working with LA Metro on implementing and continuing their Bus Traffic Signal Priority System along Slauson Avenue. This project will be taking place over the next few years.
10-3. ITS PROJECT TYPE EXAMPLES
10-3.1. Exempt Project
An example of an Exempt ITS project would be the installation of traffic signal hardware (traffic controller/software, cabinet, detectors, etc.) to control an isolated intersection in "City A". No software development is needed; merely adjusting programmable settings and parameters for control. Standard plans, specifications, identified special provisions have been well documented over the years for the design and construction of signal control field equipment. The traditional roadway project development process will be used. Typical of this kind of project is for plans, specifications, and estimate (PS&E) to be developed, and construction contracts handled through a low-bid selection.
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10-3.2. Low-Risk Project
An example of a Low-Risk ITS project is the addition of 30 full matrix changeable message signs to an existing system that has five identical signs already deployed. No changes are needed to the existing central or field equipment. The system was initially designed to accommodate these additional signs; thus, no additional software is needed. Assumptions are:
The initial system has been completed and the system is working well The contractor will deploy the signs, poles and foundations, controllers, and wire the controllers into the signs
The agency will add configuration information about the signs at the central computer. Updates to the existing plans have been reviewed to ensure that the original design and implementation is not adversely affected because of adding the elements Additional examples of Low-Risk ITS projects include:
Adding five identical CCTV cameras to the existing 20 – with no other changes to the system or how it’s used
Adding 50 identical new loops to the existing 200 – no other changes Installing an existing parking management system at 2 additional garages – with no changes Expanding the pre-existing system/network by adding several more units – with no changes Expanding existing communications systems – this consists of extending existing fiber-optic or wireless communications systems, using the same technology and specifications as the preexisting system Leasing turnkey services only (e.g., website-based information service) – with no hardware or software purchases
Although, during the design process, it may be discovered that several changes to the existing system are needed in addition to adding the expansion elements. This may the result of new and better technologies (or the old hardware is no longer available, or the old software is no longer supported), or because of the desire to improve or expand the functionality of the “previous” system, or because of the need to use the system in a different way (e.g., sharing control with another party). Any of these instances would elevate the project to a High-Risk implementation.
The City’s Level I option is expected to be low-risk. See further discussion in Section 10-2.4. 10-3.3.High-Risk Project
High-Risk ITS projects are often referred to as ITS System developments. For example, a High-Risk ITS project will result from adding the following new requirement to the previously described Low-Risk project: “The changeable message signs will have shared control with a partner Agency B.” For this example, Agency B manages events at two activity centers. As part of the installation, Agency A will be installing six signs that would assist agency B for their event management. Agency B would use the CMS Systems Requirements Plan
December 2024 10-10
to divert traffic to get the attendees in and out of the event faster and more safely. To enable this shared control, new software may need to be developed and integrated into the existing system. With this requirement for new functionality (shared control), new risks and complexity are introduced.
Although the traditional roadway design/development and construction process is needed for the signs and controllers to be installed at each location, there will be a need for systems engineering to address the software development and integration efforts. In this example, revisions to the existing “concept of operations” and development of agreements for interagency coordination will be especially important to clarify expectations and avoid future disputes.
Additional examples of High-Risk ITS projects include:
Multi-jurisdictional or multi-modal system implementation, for example:
o A traveler information system that collects data from multiple agencies or modes o A Bus Traffic Signal Priority system between City Traffic and Regional Transit, or one that crosses multiple jurisdictions
The first stage of an “umbrella” system implementation. During this first stage, the full system engineering process would be used to develop the overall system framework plus the first implementation of that framework, for example:
o New Traffic Signal Coordination system design plus implementation at an initial number of signals, with more signals added in later project(s) o New Traffic Information System design plus the first implementation in Cities X and Y, with more cities added in later project(s)
o New Electronic Fare-Payment System design and initial implementation on Metro buses, with other transit agencies added in later project(s). If subsequent stages replicate the initial implementation, they would not be high risk. Instead, they fit the definition of a low risk ITS project, expanding the existing system with no new capabilities, and no new interfaces
As mentioned previously, based on our risk assessment from the SERF in Appendix F, it is determined that this project is considered Low-Risk. Although other agencies are stakeholders and involved in this project, the City of Pico Rivera retains the overall system and project control. Based on the SERF seen in Appendix F, none of the other high-risk requirements are present since all new equipment and software will be commercial off-the-shelf (COTS) products.
The City’s Level II and Level III options are expected to be high-risk. See summary discussion in Section 10-2.4.
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10-4. ITS PROJECT DEPLOYMENT AND FUNDING STEPS
The three types of ITS projects (Exempt, Low-Risk, and High-Risk) are linked to specific process by way of their risk characteristics. The traditional road building "process" has been used for many years. Design and installation are well documented. Over the years, requirements have become well defined, product performance is solid, and the technology is proven. As with roadway elements (pavement, drainage), ITS field elements (signals, CCTV, CMS) are designed and constructed with Standard Plans, Standard Specifications, and Standard Special Provisions that are well documented. Risk of failure is low for these ITS projects, except when changing to new technology. Commercial Off-the-Shelf (COTS) hardware and software are recommended for all local traffic signal locations, HUB locations and a traffic operations workstation or traffic operations center in the City of Pico Rivera. 10-4.1. Exempt and Low-Risk
For Exempt and Low-Risk (formerly “Minor”) ITS projects, the traditional single-phase PE obligation and authorization process will be followed. Work will include all activities of the traditional roadway project development life-cycle process leading up to construction. Funding steps for Low-Risk ITS Projects can be seen in Figure 10.1.
Figure 10.1 Funding Steps for Low-Risk ITS Projects
More complex ITS projects lead to higher risks, such as: termination, time delays or cost increases.
Additional elements are needed in the process of development to mitigate the higher risks. These additional elements can be thought of as extensions to the traditional road building process. The systems engineering approach is graphically depicted in Figure 10.2.
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Figure 10.2 Systems Engineering Vee Process
Note: To learn more about the Systems Engineering process, see the USDOT ITS Professional Capacity Building Program website: http://www.pcb.its.dot.gov, and FHWA/Caltrans “Systems Engineering Guidebook for ITS” at: http://www.fhwa.dot.gov/cadiv/segb/views/process/index.htm. 10-4.2.High-Risk
For High-Risk (formerly “Major”) ITS PE obligation and authorization is followed by two approval actions for project development to proceed. Figure 10.3 shows where each approval occurs. A separate construction obligation and authorization will be needed for traditional roadway (infrastructure) improvements that accompany system development.
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Figure 10.3 Funding Steps for High-Risk ITS Projects
Early determination of risk leads to early determination of type of ITS project, which leads to an early determination of budgeting approach. The systems engineering Vee process concentrates more time and cost on the up-front engineering activities relative to the traditional road building process that typically concentrates funding and scheduling priorities to the construction (backend) phase. 10-5. NEXT STEPS
As mentioned previously, based on our risk assessment from the SERF in Appendix F, it is determined that the City of Pico Rivera’s ITS Master Plan and Level I option improvements are classified as "Low-Risk". We have deemed this option Low-Risk because the City has control over the operations and maintenance even though they have contracted out some of the efforts through partnerships with the County of Los Angeles and the City of Santa Fe Springs, respectively. The City intends to manage and operate the traffic signals and communication system under the same agreements under the Level I improvements, and some of Level II.
In addition, all new equipment and software will be commercial off-the-shelf (COTS) products and will be upgraded/integrating with existing technologies for the local agencies.
The design team and their sub-consultants will work with the state department of local assistance through the system requirements process to help minimize any potential delays or impacts to the project.
The SERF will be submitted from the City of Pico Rivera for submittal to the Caltrans District Local Assistance Engineer (DLAE) for their review and approval along with the City of Pico Rivera’s ITS Master Plan to illustrate our compliance for "Low-Risk" ITS projects, and conformance to 23 CFR 940 “Roadmap of ITS Compliance”. This will only take place when the City asks Caltrans to authorize funding (E-76 form) Systems Requirements Plan
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for a specific project in the future if grant funding is awarded. The completed SERF form for the City of Pico Rivera’s ITS Master Plan can be found in Appendix F.
Looking forward: It is envisioned that there may be future connections with the City of Santa Fe Springs and City of Downey while maintaining the existing County of Los Angeles connection. With the potential connectivity to these adjacent cities, it will classify future/next Level of project improvements to be considered as “High-Risk”. For the future/next Level of project improvements, a new SERF will be filled out and submitted per the project improvements at that time.
December 2024
Reference Information
Reference Information
December 2024
LIST OF ACRONYMS
AASHTO American Association of State Highway and Transportation Officials AMS Arterial Management System
API Application Programming Interface
ATC Advanced Transportation Controller
ATMS Advanced Traffic Management System
C2C Center-to-Center communications
C2F Center-to-Field communications
CAD Computer Aided Dispatch
Caltrans California State Department of Transportation
CAV Connected and Autonomous Vehicle
CCTV Closed-Circuit Television
CMS Changeable Message Sign
ConOps Concept of Operations
COTS Commercial Off-The-Shelf
DMS Dynamic Message Sign
DOT Department of Transportation
DSRC Dedicated Short-Range Communications
EAS Ethernet Access Switch
EVP Emergency Vehicle Preemption
FHWA Federal Highway Administration
GHG Greenhouse Gas
ICM Integrated Corridor Management
IP Internet Protocol
IT Information Technology
IoT Internet of Things
ITE Institute of Transportation Engineers
ITS Intelligent Transportation Systems
MaaS Mobility-as-a-Service
MAP-21 Moving Ahead for Progress in the 21st Century Act MIB Management Information Base
MOU Memorandum of Understanding
MOD Mobility-on-Demand
MPAH Master Plan of Arterial Highways
NEMA National Electrical Manufacturers Association
Reference Information
December 2024
NTCIP National Transportation Communications for ITS Protocol OBU On-Board Unit
RSU Road-Side Unit
SaaS Software-as-a-Service
S2S Server-to-Server communications
SPaT Signal Phasing and Timing
SDP Strategic Deployment Plan
SR State Route
TLSP Traffic Light Synchronization Program
TMC Traffic Management Center
TMDD Traffic Management Data Dictionary
TMS Traffic Management System
TOC Traffic Operations Center
TSM&O Transportation Systems Management and Operations
TSP Transit Signal Priority
TSS Traffic Signal Synchronization
V2I Connected Vehicle-to-Infrastructure
V2P Connected Vehicle-to-Pedestrian communications
V2V Connected Vehicle-to-Vehicle communications
V2X Connected Vehicle-to-Everything communications
VMS Video Management System
VPN Virtual Private Network
Reference Information
December 2024
APPLICABLE DOCUMENTS
During the course of the project, applicable standards and procedures should be followed. There are several documents that were used to assist in the preliminary planning and will be used during the system engineering and preliminary design stages of this project. The following documents may be of use, and in some case will be used during system integration:
CONNECT-IT (Connect and Integrate Transportation Technology) – the Regional ITS Architecture for LA County
FHWA, ITS Architecture Implementation Program, US Department of Transportation NTCIP – National Transportation Communications for ITS Protocol Caltrans Transportation Electrical Equipment Specifications (TEES) Caltrans Standard Plans 2022
California Manual on Uniform Control Devices (MUTCD) 2014, California Edition, Revision 06 National ITS Reference Architecture (ARC-IT), Version 9.1, US Department of Transportation Traffic Management Data Dictionary (TMDD) Standard for the Center-to-Center Communications, Version 3.1, ITE/AASHTO
Caltrans ITS Architecture
SCAG Regional ITS Architecture (RA)
December 2024
Appendix A:
Intersection Field Survey Checklist Forms
CONTROLLER CABINET AND
INTERSECTION FIELD SURVEY CHECKLIST
1 NOTES:
CONTROLLER CABINET INVENTORY
Item Manufacturer/ Model/Description Quantity
Cabinet Type
Cabinet Location
Foundation/Conduit Entering Cabinet
#6E Pull Box
Controller Unit:
Type / Model
Master Controller (Type/Model)
Detection System (Video / Loops):
Video Detection: Type and Model
Video Detection Monitor: Type and Model
Detector Sensor: Type / Model
Battery Back-Up System:
BBS Type / Model/Side Mounted Cabinet
Battery Location
Communication System:
Type (Phone, Wireless, Twisted Pair, Fiber)
Communication Equipment (Modem, Switch)
Fiber Patch Panel/No. of Fiber Strands
Terminal Block (SIC) / No. of Terminations
Splice Enclosure
D-Panel
Service Enclosure:
Location
Type
Other Equipment:
Duplex Outlet/Power Strip
Vehicle Pre-emption
Conflict Monitor (MMU or CMU)
AGENCY ___________________________ FIELD SURVEY DATE: ___________ INTERSECTION No . ________________ SURVEY BY ____________________ N/S STREET NAME __________________
E/W STREET NAME__________________
CONTROLLER CABINET AND
INTERSECTION FIELD SURVEY CHECKLIST
2 INTERSECTION REVIEW
Traffic Signal Mast-Arm Poles:
Location 1: Pole Type / Signal M. A. Length
Location 2: Pole Type / Signal M. A. Length
Location 3: Pole Type / Signal M. A. Length
Location 4: Pole Type / Signal M. A. Length
Traffic Signal Luminaire:
Location 1: Luminaire M. A. Length
Location 2: Luminaire M. A. Length
Location 3: Luminaire M. A. Length
Location 4: Luminaire M. A. Length
Video Detection System:
Location 1: Camera (Location)
Location 2: Camera (Location)
Location 3: Camera (Location)
Location 4: Camera (Location)
Conduit Runs for Communications:
Conduit Sizes
Fill %
Communication System:
Wireless Antenna (Type)
Microwave Antenna (Type)
Fiber Optic Cable (No. of Fibers)
Twisted Pair (No. of Pairs/ Conductor Size)
Phone Drop
Cell Modem
Other:
Bluetooth
EVP Detectors
CCTV Cameras
PHOTO LOG
Controller Cabinet:
Front Open Cabinet
Back Open Cabinet
Traffic Signal As-Built Plan (Inside Cabinet)
Traffic Signal Mast-Arm Poles:
Pole Locations and Mast Arms
CCTV Cameras
Curb Returns
Intersection – Each Approach
Intersection – Travel Lanes
December 2024
Appendix B:
Communication Network ITS Technologies
Product Sheets
B e l d e n E l e c t r o n i c s D i v i s i o n Te c h n i c a l S u p p o r t : 1 - 8 0 0 - B E L D E N - 1 • w w w. b e l d e n . c o m Spec 39-2 and 40-2 Communications Cable
Aerial and Duct Cable — 300V 6
IMSA Spec 39-2
580481 3 19 solid .422 10.72 .045 1.14 87 129
581718 3 19 7 strand .454 11.53 .045 1.14 91 135
603434 6 19 solid .510 12.95 .045 1.14 132 196
581164 12 19 7 strand .686 17.42 .060 1.52 237 353
581855 3 16 7 strand .586 14.89 .060 1.52 154 229
581751 12 16 solid .890 22.61 .080 2.03 415 617
581258 25 16 solid 1.140 28.96 .080 2.03 744 1107
IMSA Spec 40-2
603555 3 19 solid .424 10.77 .045 1.14 77 115
580125 3 19 7 strand .444 11.28 .045 1.14 80 119
580382 4 19 solid .504 12.80 .045 1.14 93 138
580040 4 19 7 strand .480 12.19 .045 1.14 93 138
603385 6 19 solid .565 14.35 .060 1.52 132 196
580120 6 19 7 strand .514 13.06 .045 1.14 119 177
603480 12 19 solid .666 16.92 .060 1.52 205 305
603403 25 19 solid .820 20.82 .060 1.52 369 549
603482 25 19 7 strand 1.010 25.65 .080 2.03 422 628
603104 6 16 solid .666 16.92 .060 1.52 200 298
603994 6 16 7 strand .683 17.35 .060 1.52 208 309
603223 12 16 solid .890 22.60 .080 2.03 365 543
Other pair counts and AWG sizes (solid or stranded) available upon request.
Part
No.
No.
of
Pairs
AWG
Solid
or Stranded Lbs./
1000′
Kg/
Km
Approx. Weight Nominal OD Min. Avg. Jacket
Thickness
Inches mm Inches mm
Product Specifications
Conductors Solid or Stranded Bare Copper
Insulation Polyethylene
Color Code Per Specification
Conductor Configuration Twisted Pairs
Shield Corrugated Copper Tape
Jacket
Spec 39-2 PVC
Spec 40-2 Black PE
Part Number: 048EUC-T4100D20
Cross Section of Part Number: 048EUC-T4100D20
Ripcord
Dielectric Central
Element
Fiber
Buffer
Tube
Water-Swellable
Tape
Corrugated Steel
Armor
Filling
Element
Polyethylene (PE)
Outer Jacket
Corning ALTOS® Lite™gel -free, single -jacket, single - armored cables are designed for campus backbones in
direct -buried installations. The loose tube design provides stable and highly reliable transmission parameters for a variety of voice, data, video and imaging applications. These cables also provide high -fiber density within a given cable diameter while allowing flexibility to suit many system configurations.
The single armored construction provides additional
crush and rodent protection with a high -strength ripcord under the armor for easy stripping. Gel -free means the cables are fully waterblocked using craft -friendly, water -swellable materials which make cable access simple
and require no clean up. The flexible, craft -friendly buffer tubes are easy to route in closures, and the SZ -stranded, loose tube design isolates fibers from installation and environmental rigors while allowing easy mid -span access.
These cables have a medium density polyethylene jacket
that is rugged, durable and easy to strip.
Features and Benefits
Gel-free waterblocking technology
Craft-friendly cable preparation
Medium-density polyethylene jacket
Rugged, durable and easy to strip (while providing superior protection against UV radiation, fungus, abrasion and other environmental factors)
Corrugated steel tape armor
Provides rodent resistance for direct-buried applications Standards
Common Installations Outdoor lashed aerial, duct
and direct-buried; indoor
when installed according to
National Electrical Code®
(NEC®) Article 770
Design and Test Criteria ANSI/ICEA S-87-640
ALTOS® Lite™ Loose Tube, Gel-Free, SingleJacket, Single-Armored Cable 48 F, Single-mode (OS2)
Product Specification 048EUC-T4100D20_NAFTA_AEN