Atlantic Blvd. / I-710 Corridor. Deliverable 2.6.1

Transcription

1 Deliverable For: and Bus Speed Improvement Project Atlantic Blvd. / I-710 Corridor Deliverable Submitted To: Los Angeles County Department of Public Works Submitted By: Siemens ITS April 20, 2007 Copyright 2007, County of Los Angeles. All Rights Reserved

2 Revision History Version Date Submitted Comments Draft Conceptual Design Report April 20, 2007 Initial submittal

3 TABLE OF CONTENTS 1 INTRODUCTION Background Relationship with the Countywide Arterial Management System Purpose Referenced Documents CONCEPT OF OPERATION Project Components USER-ORIENTED OPERATIONS Los Angeles County Traffic Operations and Maintenance Local Agency Traffic Operations and Maintenance Transit Operators/Emergency Management Agencies OVERALL CORRIDOR ARCHITECTURE CONCEPTUAL DESIGN ATMS ATMS Architecture ATMS Options ATMS Deployment and Maintenance Costs IEN IEN Architecture IEN Deployment Costs Video Distribution System Architecture Video Server Video Encoder ATMS Client Workstation Deployment Costs Signal Controllers CCTV Cameras Detection System Detection System Technology Recommendations and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor i

4 4.6.2 Detection System Location Recommendations LCC LCC Site Locations LCC Site Layouts Stand Alone LCC ATMS and IEN Client LCC IEN Client Only LCC Remote LCC LCC Equipment Costs Communications Systems Communications Media Recommendations Field to Center Communication Center to Center Communications Location Specific Communications Recommendations Field to Center Communication Hybrid- Wireless/Leased Line Wireless Only Hybrid- Fiber/Wireless/Leased Line TWP Line Center to Center Communications Leased Line Only Cost Summary IMPLEMENTATION PLAN ATMS Deployment IEN Deployment Video Distribution System Controller Upgrade CCTV System Detection LCC Communications Field to Center Communication and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor ii

5 Hybrid Wireless/Leased Line Wireless Only Hybrid Fiber/Wireless Twisted Wire Pair Line Center to Center Communication Leased Line Only Cost Summary OPERATIONS AND MANAGEMENT PLAN Functions To Be Performed by the Agencies Signal Operations and Management Coordinated Traffic Signal Management Operations Exchange of Traffic Information Equipment to be maintained by the Agencies Maintenance of Equipment at the LCC Software Maintenance CCTV Maintenance Wireless Equipment Maintenance Fiber Maintenance Leased Line Service Costs Operations & Management Costs Per Agency City of Bell City of Bell Gardens City of Commerce City of Compton City of Cudahy City of Huntington Park City of Lynwood City of Long Beach City of Maywood City of Paramount City of South Gate City of Vernon and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor iii

6 Los Angeles County APPENDIX A: Atlantic Blvd. /I-710 Corridor Meeting minutes from City Interviews...A-1 APPENDIX B: Atlantic Blvd. /I-710 Corridor Conceptual Design Controller Upgrade Locations...B-1 APPENDIX C: Atlantic Blvd. /I-710 Corridor Conceptual Design Camera Locations...C-1 APPENDIX D: Atlantic Blvd. /I-710 Corridor Conceptual Design System Detection Locations... D-1 APPENDIX E: Atlantic Blvd./ I-710 corridor Implementation Plan Controller Upgrade Locations... E-1 APPENDIX F: Atlantic Blvd. /I-710 corridor Implementation Design Camera Locations... F-1 LIST OF FIGURES Figure 1-1: Conceptual Plan - Atlantic Blvd./ I-710 Corridor Project Area Figure 1-2: The Information Exchange Network Architecture (IEN) Figure 3-1: Conceptual Plan - System Architecture Figure 4-1: Conceptual Plan - ATMS Architecture Figure 4-2: Conceptual Plan - ATMS & IEN Architecture Figure 4-3: Conceptual Plan - Video Distribution System Architecture Figure 4-4: Conceptual Plan - Controller Upgrade Locations Figure 4-5: Conceptual Plan - Recommended Camera Locations Figure 4-6: Conceptual Plan - Recommended System Detection Upgrade Locations Figure 4-7: Conceptual Plan - LCC Locations Figure 4-8: Conceptual Plan - LCC Layout for the City of Vernon (Deputy Director s Office) Figure 4-9: Conceptual Plan - LCC Layout for the City of Vernon (Basement) Figure 4-10: Conceptual Plan - LCC Layout for the Cities of Bell, Bell Gardens, Huntington Park, Lynwood and Maywood Figure 4-11: Conceptual Plan - LCC Layout for the City of Cudahy Figure 4-12: Conceptual Plan - Communication Equipment Configuration for Connecting Field Devices to LCC using Hybrid Wireless/Leased Line communications Figure 4-13: Conceptual Plan - Field Communications Media Recommendations Figure 4-14: Conceptual Plan - Communication Equipment Configuration for Connecting Field Devices to LCC using Wireless Only Communications and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor iv

7 Figure 4-15: Conceptual Plan - Communication Equipment Configuration for Connecting Field Devices to LCC Via Hybrid - Fiber/Wireless/Leased Line Communications Figure 4-16: Conceptual Plan - Communication Equipment Configuration for Connecting Controllers to LCC Via TWP Connection Figure 4-17: Conceptual Plan - Communication Equipment Configuration for Center to Center Communications using Leased Lines Figure 5-1: Implementation Plan Atlantic Blvd. / I-710 Corridor Project Area Figure 5-2: Implementation Plan Controller Upgrade Locations Figure 5-3: Implementation Plan CCTV Camera Locations Figure 5-4: Implementation Plan LCC Locations Figure 5-5: Implementation Plan Field Communication Media Recommandations LIST OF TABLES Table 4-1: Conceptual Plan - ATMS Deployment Cost Table 4-2: Conceptual Plan - IEN Deployment Cost Table 4-3: Conceptual Plan - Video Distribution System Deployment Cost Table 4-4: Conceptual Plan - Cost of Controller Upgrades Table 4-5: Conceptual Plan - Recommended CCTV Cameras Table 4-6: Conceptual Plan - Summary of System Detection Recommended Choices Table 4-7: Conceptual Plan - Cost of System Detection Upgrades Table 4-8: Conceptual Plan - Functionality Needed at Each Primary and Remote LCC Site in the Corridor Table 4-9: Conceptual Plan - LCC Equipment Cost for City of Bell Table 4-10: Conceptual Plan - LCC Equipment Cost for City of Bell Gardens Table 4-11: Conceptual Plan - LCC Equipment Cost for the City of Compton Table 4-12: Conceptual Plan - LCC Equipment Cost for City of Cudahy Table 4-13: Conceptual Plan - LCC Equipment Cost for City of Huntington Park Table 4-14: Conceptual Plan LCC Equipment Cost for the City of Long Beach Table 4-15: Conceptual Plan - LCC Equipment Cost for City of Lynwood Table 4-16: Conceptual Plan - LCC Equipment Cost for City of Maywood Table 4-17: Conceptual Plan - LCC Equipment Cost for City of Paramount Table 4-18: Conceptual Plan - LCC Equipment Cost for City of Vernon and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor v

8 Table 4-19: Conceptual Plan - Communication Equipment Cost for Connecting Field Devices to LCC using Hybrid Wireless/Leased Line Communications Table 4-20: Conceptual Plan - Field to Center Communication Cost for Field Devices Connected to LCCs Via Hybrid Wireless/Leased Line Communications Table 4-21: Conceptual Plan - Cost of Communication Equipment for Connecting Field Devices to LCC using Wireless Communications Table 4-22: Conceptual Plan - Field to Center Communication Cost for Field Devices Connected to LCCs Via Wireless Communications Table 4-23: Cost of Communication Equipment for Connecting Field Devices to LCCs using Hybrid - Fiber/Wireless/Leased Line Communications Table 4-24: Conceptual Plan - Field to Center Communication Cost for Devices Connected to LCCs Via Hybrid - Fiber/Wireless/Leased Line Communications Table 4-25: Conceptual Plan - Cost of Connecting Controllers to Commerce LCC using TWP Table 4-26: Conceptual Plan - Communications Equipment Cost for Center to Center Communications using Leased Lines Table 4-27: Conceptual Plan Installation and Service Costs for Leased Lines for Center to Center Communications Table 4-28: Conceptual Plan - Leased Line Requirements Table 4-29: Conceptual Plan - Equipment, Installation and Service Costs of Leased Lines for Center to Center Communications Table 4-30: Conceptual Plan - Cost Summary Table 5-1: Implementation Plan - ATMS Deployment Cost Table 5-2: Implementation Plan IEN Deployment Cost Table 5-3: Implementation Plan - Video Distribution System Deployment Cost Table 5-4: Implementation Plan Cost of Controller Upgrades Table 5-5: Implementation Plan Cost of CCTV Cameras Deployment Table 6-1: The City of Bell System Implementation Estimates Table 6-2: Bell Gardens System Implementation Estimates Table 6-3: City of Commerce System Implementation Estimates Table 6-4: City of Compton System Implementation Estimates Table 6-5: City of Cudahy System Implementation Estimates Table 6-6: The City of Huntington Park System Implementation Estimates Table 6-7: The City of Lynwood System Implementation Estimates Table 6-8: City of Long Beach System Implementation Estimates Table 6-9: The City of Maywood System Implementation Estimates and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor vi

9 Table 6-10: The City of Paramount System Implementation Estimates Table 6-11: The City of South Gate System Implementation Estimates Table 6-12: The City of Vernon System Implementation Estimates Table 6-13: The Los Angeles County System Implementation Estimates and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor vii

10 EXECUTIVE SUMMARY INTRODUCTION In the early 1990 s, the Traffic and Free Flow Inter-Agency Committee (TRAFFIC) chaired by Los Angeles County Supervisor Michael Antonovich, turned its attention to the problem of improving mobility on the County s arterial road network. The Committee is made up of the heads of the major transportation agencies in the County of Los Angeles: the City of Los Angeles Department of Transportation (Los AngelesDOT), the Los Angeles County Department of Public Works (DPW) and the Los Angeles County Metropolitan Transportation Authority (MTA). TRAFFIC identified that improved traffic signal timing and synchronization would make a major contribution to arterial mobility for passenger vehicles and transit alike. Two components were identified: the updating of signal timings plans to reflect current traffic conditions and the need for synchronization of signal timings across jurisdictional boundaries. The Traffic Signal Synchronization Program (TSSP) was initiated to enable the County and local agencies to collect data and calculate an implement up-to-date signal timings. The TSSP is sill an active program administered by the County which has been responsible for the re-timing of many hundreds of traffic signals. To address the issue of synchronization of traffic signals between the some 90 agencies responsible for signal operations in Los Angeles County, TRAFFIC initiated a study to identify options for signal equipment and systems deployment. The study concluded the following: 1. Beyond simple signal synchronization across jurisdictional boundaries, there would be significant benefits from coordinating day-to-day signal operations between adjacent agencies. 2. There was a need to upgrade traffic signal equipment throughout the county to support coordinated operations, implement centralized control and monitoring systems and collect realtime traffic data. 3. Due to the diversity of signal equipment in use in the County at that time, and the desire for the majority of the agencies to maintain autonomy in their signal operations it would not be feasible to bring all of the signals under the control of a single centralized traffic signal system. 4. Neighboring agencies should be grouped together (according to natural signal boundaries) to develop action plans for the upgrading of equipment. This would form an institutional architecture of Forums for the eventual implementation of new signal systems. 5. System architecture should be implemented comprising traffic control systems linked by a countywide communications networks to link signal systems and allow the sharing of traffic data between adjacent agencies, the County and Caltrans. The DPW acted upon these recommendations by implementing the Forum structure and developing the design and eventual implementation of the Information Exchange Network (IEN) for sharing data through a Pilot Project in the San Gabriel Valley. Working together with the MTA, the County DPW has secured over $250m of funding to support the Signal Synchronization and Bus Speed Improvement projects such as this I710/Atlantic Blvd. Corridor Project which are the means to implement the study s recommendations. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 1

11 The Forums comprise: San Gabriel Valley (East) San Gabriel Valley (West) Santa Clarita South Bay South East Los Angeles County (SELAC) Pomona Valley Westside (put in place under the Santa Monica Freeway Smart Corridor Project) Each Forum has undertaken study projects to identify plans to implement equipment upgrades, signal systems and the IEN taking into account the needs of the individual agencies. The plans are then executed under the County s Signal Synchronization and Bus Speed Improvement Program. The results of one such study are documented within this report. The project falls within the SELAC Forum, addressing an area identified as the Atlantic Blvd./I-710 Corridor comprising 642 signalized intersections under the control of: City of Bell City of Bell Gardens City of Commerce City of Compton City of Cudahy City of Huntington Park City of Long Beach City of Lynwood City of Maywood City of Paramount City of Signal Hill City of South Gate City of Vernon County of Los Angeles The project study area is shown in Figure 1. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 2

12 Figure 1: Atlantic Blvd./I-710 Corridor Project Area Olympic Blvd. Central Ave. City of Vernon Santa Fe Ave. Pacific Blvd. Soto St. Slauson Ave. City of Huntington Park Florence Ave. California Ave. Washington Blvd. Bandini Blvd. Gage Ave. Firestone Blvd. City of Maywood City of Belll City of South Gate Atlantic Blvd. Eastern Ave. City of Cudahy Citadel Shopping Mall City of Commerce Commerce Card Casino Garfield Ave. 5 City of Belll Gardens Greenwood Blvd. Tweedy Blvd. Broadway St. Figueroa St. 135th St. Main St. San Pedro St. Avalon Blvd. El Segundo Blvd. Central Ave. Redondo Beach Blvd. Wilmington Ave. Rosecrans Ave. Alameda St. Compton Blvd. Compton Airport Alondra Blvd. Century Blvd. Abbott Rd. Imperial Hwy. 105 City of Compton Long Beach Blvd. M.L.K Jr. Blvd. City of Lynwood Atlantic Blvd. Garfield Ave. City of Paramount I-105 project routes Calstate, Dominguze Hills 91 Compton Community College Artesia Blvd. TSSP Routes 710 South St. Routes under design Del Amo Blvd. Atlantic Blvd. Routes under construction Completed routes Future routes Carson St. Santa Fe Ave. 405 Willow St. Cherry Ave. Long Beach Airport Pacific Coast Hwy. Long Beach City College Anaheim St. City of Signal Hill 7th St. Ocean Blvd. Long Beach Pier and Container Terminal Bus Speed Improvement Project Atlantic Blvd. / I-710 Corridor. Long Beach Convention Center Queen Mary City of Long Beach Long Beach Aquarium of the Pacific

13 ELEMENTS OF THE CONCEPTUAL DESIGN Mobility improvements on the arterials are to be achieved through supporting the following agency operations: Implementing signal timings appropriate for the traffic conditions Synchronizing traffic signals across jurisdictional boundaries Responding to unusual traffic conditions Monitoring the signal equipment for failures There are a number of project elements which work together to enable these functions to be carried out, either by the agency staff, or by others contracted by the agency staff. This study project matched the project elements with the individual agency capabilities, resources, and needs to develop the implementation plan for the next stage of the overall Forum project. As a result, each agency has an implementation plan uniquely tailored to that agency. The project elements are as follows: Advanced Traffic Management Systems (ATMS) allow the agencies to monitor and control the traffic signals remotely. Such systems also collect traffic data from on-street detectors and use this data to determine the current traffic conditions. In general, there is one ATMS per agency, but agencies can share an ATMS. An ATMS is operated from individual agency work stations. The workstations have a graphical user interface with a fully integrated map allowing users to easily view traffic signal status and congestion information over an area and manipulate signal timing plan parameters and download new timing plans to the signal controllers in the field. In some cases, central systems also provide integrated monitoring and control of closed circuit television (CCTV) cameras, and dynamic or changeable message signs (CMS). A central system typically consists of one or more server computers and workstations, operating specialty traffic management software. Field devices are connected to the server computer via a Data Communications Network. Not all agencies need or want a server computer in their facility, as hosting the server requires maintenance functions for which agencies may not have available resources. Agencies were asked if they wanted to host the server in their own facilities or if they preferred that their intersections be managed via a shared server maintained by another agency willing to do this function. In the latter case, the client agency is provided with a workstation and has full control of its intersections. In either case control of intersections remains with the agency owning the intersections. Vehicle detectors are installed on-street to collect real-time traffic flow data such as volume and speed at key arterial network locations. The traffic flow data can be used by the ATMS to automatically select and implement a traffic signal timing plan more suited to current traffic conditions. These data can also be used to by either the ATMS or the operator to identify unusual traffic backups needing special attention. Historical records of traffic flow data are used by traffic engineers in signal timing analysis software to refine signal timing plans. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 4

14 It is often the case that an ATMS operator needs to be able to verify the traffic situation before taking action based solely on the detector data collected by the ATMS. The operator s eyes on the street are provide by Closed Circuit Television Cameras (CCTV ). CCTV cameras are typically installed in places where heavy traffic and or accidents are expected. Recognizing that the camera images may be useful to other agencies, a Video Distribution System permits the sharing of live CCTV video between the agencies using simply a computer with an Internet connection to view the images. The sharing of not only video, but also data between the agencies, is essential for synchronizing the traffic signals across agency boundaries and for coordinating operations between the agencies. This is achieved through the Information Exchange Network (IEN) which interfaces to the ATMS to get real-time data which is then made available to the agencies. All agencies wanting to see the corridor data are provided with an IEN workstation. The benefits of having a central place from which traffic signal operations can be carried out have long been established. Such Local Control Centers are a room or space in an agency s offices, typically housing the computer, shared user workstation and displays, and communications equipment. The location and size of the control center varies from agency to agency, and may comprise simply a space for a workstation in a maintenance yard or a traffic engineer s office. PROJECT STEPS As described above, the identification of the individual agency s needs formed the basis for the remaining work on the project. The steps leading to is Conceptual Design were as follows: IDENTIFYING AGENCY NEEDS The goal of the County s Signal Synchronization and Bus Speed Improvement Program is clear the improvement of mobility on the County s arterials through improved signal operations in the operating agencies and through coordinated operations between the agencies. The coordinated operations apply to regular peak-hour operations to address recurring congestion but also to make provision for responding to non-recurring congestion, such as incidents. The agencies involved represent a diverse group with widely differing resources, operational objectives and constraints, both technical and institutional. It is essential that, in identifying the eventual technology solutions, the individual agency s needs and concerns are suitably addressed. In this way, the resultant implementation plan and various designs should not only support the original TRAFFIC objectives but should be appropriate for, and sustainable by, the agencies involved. In order to ensure this, the study follows a process known as Systems Engineering, in which all implemented elements can trace their justification back through design to requirements derived from operational concepts which address the project objectives and agency needs and constraints. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 5

15 The initial step in this process is therefore the definition of the agency needs. All stakeholders (i.e. operational agencies) were interviewed to collect information on their needs for traffic signal operations within their jurisdictions and identify their concerns and issues regarding inter-jurisdictional traffic issues. Recommendations were derived and refined through discussions with the agencies, both individually and collectively to gain buy-in from the stakeholders and consensus from the Forum as a whole. Requirements Analysis Based on the stakeholders needs, user and functional requirements were developed for each project element. The user requirements defined how the user plans to apply the system and functional requirements detailed what functions would be performed by the intended systems. System Architecture Based upon the Requirements, a High Level Design was developed identifying the various project components including the systems to be deployed in the region and high level designs for the Local Control Centers. Alternatives Analysis and Recommendations A detailed analysis was carried out in order to identify and compare technology and solution options for the various project elements in order to meet the requirements. The results of this analysis together with a location analysis for the field components formed the Recommendations. Conceptual Design Based on the foregoing analysis, a Conceptual Design for the project has been developed, identifying that detailed system upgrades, improvements to be deployed, interfaces to be developed and their associated costs. Implementation Plan The aggregated costs were reconciled with the existing funds available for construction and an Implementation Plan developed. The Implementation Plan comprises a prioritized list of immediate improvements that would meet the project objectives and prepare the ground work for future expansion. Operations and Maintenance Plan The final step has been the development of an Operations and Maintenance Plan which addresses the additional operation and maintenance responsibilities the agencies will need to take on to sustain the benefits from the upgraded equipment and new components deployed in their jurisdictions. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 6

16 OVERALL PROJECT RECOMMENDATIONS The conceptual plan resulted in the following recommendations for the Implementation: Overall System Architecture The systems architecture is based on the functionality desired by each City and their ability and willingness to operate and maintain the equipment. Figure 2 presents the overall system architecture for the project corridor. This architecture accommodates the four configurations of local control centers (LCC) which emerged from the analysis: Level 1 - Agency does not operate its traffic signals and wants to be Agency B on other Agency s ATMS. Another Agency operates its traffic signals (e.g., Los Angeles County DPW). Agency is provided with IEN workstations to monitor traffic signals and incident management activities and no separate ATMS workstation is provided for the agency. Cudahy Level 2A The agency does not actively operate its traffic signals. The agency typically operates on an exception basis and occasional peak periods and wants to be Agency B on other Agency s ATMS. Another agency may operate its traffic signals (e.g., LOS ANGELES. County DPW). The agency is provided with ATMS client workstation to monitor traffic signals and incident management activities and a separate IEN workstation. Bell Bell Gardens Huntington Park Lynwood Maywood Paramount Signal Hill Level 2B The agency actively manages and operates its own ATMS during exceptions and peak periods and passively manages ATMS during off-peak periods. Agency may also operate some other ITS devices. The agency houses an IEN Interface to manage traffic signals and incident management activities. It is provided with an IEN Workstation for the regional view and ATMS Workstation for the Local View. A CDI between the ATMS and IEN is also provided. Commerce Compton South Gate Vernon Level 3 - The agency actively manages and operates its own ATMS and other ITS devices, typically AM peak through PM peak operations. It may support 24/7 operations. The agency may operate other agency s traffic signals (Level 1) and may host other agency s traffic signals (Level 2A). The agency will have a traffic management center (TMC) from which to operate ATMS workstations, IEN workstations, and other ITS devices. The agency houses and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 7

17 an IEN local control center to manage traffic signals and incident management activities. It is provided with an IEN workstation for the regional view and an ATMS workstation for the local view. A CDI between the ATMS and IEN is also provided. Los Angeles County Long Beach Local Control Centers The City of Long Beach has an existing TMC with an ATMS, and the City of Compton will be deploying a TMC and ATMS using their federal grant. The other agencies in the Project area either have existing LCCs (County) or their LCC requirements are being addressed as part of other projects (I-5 Telegraph Road Corridor Project is addressing the LCC requirements for the City of Commerce and I-105 Corridor Project is addressing the LCC requirements for the City of South Gate). The cities of Bell, Bell Gardens, Cudahy, Huntington Park, Lynwood, Paramount, and Vernon will each have a local control center. None of the centers will use a dedicated room for this purpose. All control centers will use portion of a room. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 8

18 Figure 2: Proposed System Architecture for the Project Corridor and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 9

19 Advanced Traffic Management Systems (ATMS) A variety of commercial off-the-shelf (COTS) traffic signal management systems were evaluated for suitability for those agencies that will host their own traffic signal control system. In the Atlantic Blvd./I-710 Corridor project area the Cities of Bell, Bell Gardens, Cudahy, Huntington Park, Lynwood, and Maywood have opted to have their signals connected to ATMS server at the County. These cities will be provided with an ATMS workstation connected to ATMS server at the County TMC to monitor and control their intersections. The cities of Commerce, Compton, and South Gate are in the process of having their ATMSs upgraded as part of other projects. The City of Long has an existing ATMS which also hosts Signal Hill s signals. The City of paramount signals will be connected to ATMS server at City of Santa Fe Springs. Thus, the ATMS analysis task concentrated on recommending an ATMS for the City of Vernon. The following systems were found to be suitable for the City of Vernon: i2 from Siemens ITS KITS from KHA MIST from PB Farradyne Transuite from Transcore Traffic Signal Controllers Existing model 170 traffic signal controllers and NEMA controllers will be upgraded where needed. The model 170 controllers will be upgraded to the County s 170 ATC specification if use of the County s LACO 4R controller software is required. Otherwise the Caltrans model 170E specification will be used. Old NEMA controllers will be upgraded to ASC/2 controllers. In all 174 model 170 controllers and 29 NEMA controllers will be upgraded. Closed Circuit Television Cameras (CCTV) As part of the study project, a comprehensive location analysis for locating cameras in the corridor was carried out. Each potential location (i.e. major intersections) was assigned a high medium or low priority, based on a number of factors including traffic volumes and accident rates. 20 locations were assigned high priority in the conceptual design. Due to budget limitations, it was decided to only deploy eleven CCTV cameras. Vehicle Detection Systems A comprehensive technology and location analysis for vehicle traffic flow data collection was carried to be used for. Inductive loop-, video-, and radar-based solutions were considered. The analysis showed that inductive loops are most suitable for deployment in the corridor. A location analysis for data collection detectors was carried out in a similar fashion as for CCTV cameras. 109 approaches were assigned a High priority for traffic flow detection and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 10

20 deployment. Many locations in the corridor have existing advance detection in a location suitable for traffic flow data collection. However, in some cases the advance detection loops are tied together and cannot provide lane-by-lane information. Advance loops were investigated to determine if they needed to be re-wired or could be used as-is. The analysis showed that at 16 approaches, existing advance detection loops could be used with existing wiring, 31 approaches required new wiring, and 6 approaches needed new loops. Due to budget constraints, it was decided to upgrade wiring at 19 approaches; no new loops will be installed at this time. Information Exchange Network (IEN) New Information Exchange Network Interfaces are proposed for development for the Cities of Compton, Long Beach, and Vernon. For the Cities of Commerce, and South Gate, it is assumed that an IEN Interface to the ATMS has been developed as part of another project and would therefore be available. The current project would then provide for integration of the upgraded traffic signal system with the IEN. The County DPW is assumed to already have an IEN server and workstation and it is assumed that Caltrans will not deploy an IEN Interface. The Cities of Bell, Bell Gardens, Cudahy, Huntington Park, Lynwood, Maywood, and Paramount will be equipped with an IEN workstation only (see System Architecture, above). Video Distribution System Digital video distribution is recommended. Camera communications to the respective agency s video server at the relevant LCC will be IP-based (Internet Protocol). Analog camera images will be digitized in the field using an MPEG-4 encoder. Video servers are recommended for the cities of Commerce, Compton, Long Beach, and Vernon. The City of South Gate and County will be equipped with video servers through other projects. Data Communications Network. A comprehensive communications system technology analysis for the Corridor was carried out in which all applicable technologies were considered, including agency-owned twisted wire pair, agency-owned fiber optic cable, leased circuits and telephone lines, and wireless transceivers (leased and agency owned wireless infrastructure). The recommended solution consisted of a hybrid approach using a combination of media: 1) Most intersections will be connected using Hybrid Wireless/Leased line media. 2) For the intersections in the City of Commerce, upgrades are recommended for existing TWP network. 3) For the IEN, remote ATMS connections, and video distribution, Leased data circuits are recommended. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 11

21 COSTS Table 1 presents the estimated capital costs to implement the recommended project elements. Table 1: Improvement Cost Summary Project Element Cost Local Control Centers $164,900 Advanced Traffic Management Systems (ATMS) $330,000 Traffic Signal Controllers $385,000 System Detection $19,000 Vehicle Detections Systems $270,500 Closed Circuit Television Cameras $220,000 Information Exchange Network (IEN) $405,000 Data Communication Network $2,195,779 Total $3,990,179 IMPLEMENTATION PLAN RECOMMENDATION SUMMARY The Implementation Plan comprises specific recommendations for the project elements for each agency. Theses are summarized in Table 2. Also included in this summary are the estimated capital costs of implementing these recommendations together with estimates for annual operations and maintenance (O&M) costs. The capital costs will be paid for by the County from Project funds; the recurring O&M costs will be borne by the relevant agency. The exception to this rule applies to leased communications costs where, under an agreement with the MTA, project funds can be used for leased line costs for a period of 10 years. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 12

22 Project Element Bell Bell Gardens Table 2: Summary of Project Elements per Agency Commerce Compton Cudahy Huntington Park Long Beach Lynwood Maywood Paramount South Gate Vernon Local Control Center Equipment for Existing LCC New LCC ATMS New (Client) New (Client) Existing (Host) Existing (Host) New (Client) Existing (Host) New (Client) New (Client) New (Client) Existing (Client) New (Host) Traffic Signal Controllers Type 170 Upgrades NEMA Upgrades Vehicle Detection System Rewiring Existing Loops Rewiring Existing Loops Rewiring Existing Loops Rewiring Existing Loops Rewiring Existing Loops Rewiring Existing Loops CCTV Video Distribution System Field Communications Medium 1 Wireless/T1 Line to Hub Medium 2 Wireless/T1 Line to Hub Wireless/T1 Line to Hub Wireless/T1 Line to Hub Wireless/T1 Line to Hub Fiber/Wireless/ T1 Line to Hub Wireless/T1 Line to Hub Fiber/Wireless/ T1 Line to Hub Wireless/T1 Line to Hub Wireless/T1 Line to Hub LA County DPW Existing (Host) Rewiring Existing Loops Wireless/T1 Line to Hub Fiber/Wireless/ T1 Line to Hub Medium 3 Wirless Only to Hub IEN ATMS Interface to IEN Workstation Only Costs County & MTA Paid (Total) $403,850 $409,350 $294,300 $256,000 $192,050 $557,751 $253,000 $612,976 $359,850 $277,850 $86,000 $582,650 $918,352 Agency Paid (per Annum) $14,127 to $15,702 to $19,063 to $26,572 to $12,627 to $8,627 to $39,927 to $9,895 $7,430 $4,707 $7,430 $3,000 $47,927 $49,502 $52,863 $60,372 $46,427 $42,427 $73,727 $24,904 * Variation in Agency cost is due to the usage of the system by each agency and associated staffing requirements. Each Agency staffing requirement will be based upon their needs and how they use the system. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 13

23 1 INTRODUCTION 1.1 Background The County of Los Angeles Department of Public Works Traffic Signal Synchronization, Operation and Maintenance (SOM) program has proven successful in creating an institutional infrastructure to coordinate the activities of the agencies responsible for traffic signal operations in the County. A key feature of this infrastructure is the Forums - groups of bordering agencies created to encourage and promote inter-agency cooperation. These Forums have enabled funding to be targeted at infrastructure improvements along arterial and arterial/freeway corridors in the County s sub-regions. Such projects are a critical part of what will eventually be a network of integrated Intelligent Transportation Systems in Los Angeles County and in Southern California. The Atlantic Blvd./I-710 Corridor is one such project which will result in arterial infrastructure improvements on north-south and east-west arterials along I-710 freeway in the South-East LA County (Gateway Cities) Forum. As shown in Figure 1-1, the Atlantic Blvd./I-710 project area consists of 642 intersections in the following 14 different jurisdictions, comprising 13 cities, the County of Los Angeles. Los Angeles County City of Bell City of Bell Gardens City of Commerce City of Compton City of Cudahy City of Huntington Park City of Long Beach City of Lynwood City of Maywood City of Paramount City of Signal Hill City of South Gate City of Vernon The objective of this project is to design, develop and deploy Advanced Traffic Management system(s) (ATMS) in the corridor so that the signals in the Project area can be synchronized across jurisdictional boundaries. This project concentrates on the needs of the agencies in this corridor with respect to signal synchronization and recommends improvements to field infrastructure (including controllers, loops, detectors, and communications) and central traffic control systems to meet those needs. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 1-1

24 Figure 1-1: Conceptual Plan - Project Area Olympic Blvd. Central Ave. City of Vernon Santa Fe Ave. Pacific Blvd. Soto St. Slauson Ave. City of Huntington Park Florence Ave. California Ave. Washington Blvd. Bandini Blvd. Gage Ave. Firestone Blvd. City of Maywood City of Belll City of South Gate Atlantic Blvd. Eastern Ave. City of Cudahy Citadel Shopping Mall City of Commerce Commerce Card Casino Garfield Ave. 5 City of Belll Gardens Greenwood Blvd. Tweedy Blvd. Broadway St. Figueroa St. 135th St. Main St. San Pedro St. Avalon Blvd. El Segundo Blvd. Central Ave. Redondo Beach Blvd. Wilmington Ave. Rosecrans Ave. Alameda St. Compton Blvd. Compton Airport Alondra Blvd. Century Blvd. Abbott Rd. Imperial Hwy. 105 City of Compton Long Beach Blvd. M.L.K Jr. Blvd. City of Lynwood Atlantic Blvd. Garfield Ave. City of Paramount I-105 project routes Calstate, Dominguze Hills 91 Compton Community College Artesia Blvd. TSSP Routes 710 South St. Routes under design Del Amo Blvd. Atlantic Blvd. Routes under construction Completed routes Future routes Carson St. Santa Fe Ave. 405 Willow St. Cherry Ave. Long Beach Airport Pacific Coast Hwy. Long Beach City College Anaheim St. City of Signal Hill 7th St. Ocean Blvd. Long Beach Pier and Container Terminal Bus Speed Improvement Project Atlantic Blvd. / I-710 Corridor. Long Beach Convention Center Queen Mary City of Long Beach Long Beach Aquarium of the Pacific

25 When successfully completed, each of the agencies responsible for traffic signal operations in the Atlantic Blvd./I-710 Corridor will have full access to an ATMS that monitors and controls the traffic signals under their jurisdiction. Agencies will be able to synchronize their signals with neighboring agencies, and exchange traffic information in real-time. Agencies will also be able to exchange data with other agencies in the Gateway Cities region. This will allow the agencies to respond to recurrent and non-recurrent congestion in a coordinated fashion across the jurisdictional boundaries. 1.2 Relationship with the Countywide Arterial Management System The County DPW has developed software for integrating individual Advanced Traffic Management Systems (ATMS) for arterial traffic control systems into a regional framework to support the above operational goals. This is the Information Exchange Network architecture (IEN) represented in Figure 1-2. This is the architecture that will be used for deployment in the Atlantic Blvd./I-710 Project. The IEN architecture supports traffic signal operations in three levels. The local level comprises the day-to-day, traffic signal operations carried out by the individual agency signal timing, maintenance and response to local traffic conditions and events. The Corridor level supports interagency coordination and joint signal operations coordination across jurisdictional boundaries, exchange of local traffic data, and joint response to traffic conditions and events that affect more than one jurisdiction. The final level is the regional level. This permits the arterials of regional significance to be monitored and managed as a single entity (as Caltrans does with the freeway system). Multi-agency, cross-corridor data exchange is supported permitting a countywide response to traffic conditions and major events. The physical elements of the architecture are ATMSs which are physically located at the Local Control Center (LCC), interfaces between the ATMS and the regional system, workstations to display shared data (which may or may not be combined with the ATMS), and servers for the collection/transfer of data and to support corridor and regional functions. These components are connected via a communications network known as the Information Exchange Network (IEN). The deployment of the IEN was initially achieved as part of the East San Gabriel Valley (ESGV) Pilot Project. The initial application of this structure in the Gateway Cities region is being done under the auspices of the I-105 and I-5 Corridor Projects which have jurisdictions in common with the Atlantic Blvd./I-710 Project. The Atlantic Blvd./I-710 Project assumes the availability of the IEN at the corridor and regional levels. The project is focused upon the selection of ATMS and integration of those systems into the IEN at the local level. The eventual design will include IEN workstations at the local level. The design of the ATMS will, however, take into account the interface to the IEN and its requirements at the local level. Through I-5 and I-105 Corridor Projects, a video distribution system is being designed and developed for the Gateway cities region. This includes a video server at each City with installed cameras. The servers in the region are connected to each other either through fiber where available or through T-1 lines where needed. The video viewing to agencies will be available through the Internet either via their fiber connections or leased T-1 lines. It is assumed that the cities in I-710 corridor will follow this architecture. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 1-3

26 Regional System Sub-Regional TMC IEN CORRIDOR MANAGEMENT LEVEL Sub-Region Monitoring Inter-Agency Timing Coordination Incident Response Selection Inter-Agency Coordination ATMS LOCAL CONTROL AND MONITORING Traffic Signal Operations Traffic Signal Maintenance Equipment Monitoring LOCAL CONTROL CENTER (LCC) INTERSECTION Figure 1-2: The Information Exchange Network Architecture (IEN) The Local Control Centers (LCC) are physical locations from where the operators at the agencies with interact with ATMS, IEN and Video distribution systems and carry out their day-to-day operations. These LCCs are separate rooms in some cases and are just a desk in the corner in others. For the cities in I-710 corridor that are part of I-5 or I-105 corridors, it is assumed that LCCs will be designed and deployed as part of those projects. 1.3 Purpose The Atlantic Boulevard/I-710 Corridor Concept of Operations will provide a high level system overview of this project. The Concept of Operations will serve as the foundation in which this project can be deployed. This document will provide stakeholders at any level or background with an overview of the project and what it is proposed to accomplish. and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 1-4

27 This document will however not provide detailed capabilities of this project. It will also not contain detailed system design and its functions. These elements are reserved for other reports that will address system requirements and design. 1.4 Referenced Documents The following documents prepared in previous tasks of this Project have been used as reference material in the preparation of this report: Deliverables 2.1: Stakeholder s Operational Objectives and Individual City Reports Deliverable 2.2: Concept of Operations Deliverable 2.3: Requirements Analysis (includes ATMS, Integration System, Communications and LCC User and Functional Requirements) Deliverable 2.4.1: System Architecture Report (includes VIDS analysis) Deliverable : ATMS System Alternatives Analysis & Recommendations Deliverable : System Detection Technology Analysis & Recommendations Deliverable 2.5.3: LCC Analysis and Recommendation Report Deliverable : CCTV Location Analysis Report Deliverable : System Detection Analysis Report Deliverable 2.5.2: Field Communication Analysis & Recommendation Draft and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 1-5

28 2 CONCEPT OF OPERATION 2.1 Project Components The ATMS to be deployed under this project will allow local agencies to control traffic signal operations without being in the field and to monitor traffic signal operations for malfunctions. With the ability to monitor their traffic signals, agencies will be provided with an immediate notification of signal malfunctions, resulting in faster and more efficient maintenance responses. The traffic signal monitoring and control functions being implemented will also provide the basis for the interjurisdictional sharing of traffic signal status and congestion data that will permit local agencies to work together for the development of arterial traffic management strategies. These strategies will be applied to minimize traffic delays resulting from incidents, emergencies, malfunctions, and special events. The ATMS to be deployed for the local agencies under this project can be broken down into the following functions. Traffic Signal Control: The ATMS will provide real-time local monitoring and control of an agency s traffic signals. Using one or more workstations, local agency traffic engineering staff will monitor traffic conditions as well as the status of the intersection traffic signal controllers. Vehicle Detection: An important element of the ATMS is vehicle detection that will provide traffic count and speed data to supplement the data that is available from existing traffic signal detectors. Vehicle detectors will provide traffic data at key intersections where the monitoring of traffic conditions is critical to the efficient movement of vehicles. Closed Circuit Television (CCTV): CCTV cameras will be deployed at selected intersections throughout the project area. The CCTV cameras will provide real-time video monitoring of traffic conditions, congestion, and incidents. This project is being coordinated through the Gateway Cities Traffic Signal Forum. As the ATMS is developed, coordination with other Traffic Forum projects as well as other locally-initiated projects will be done so that the ATMS is deployed to maximize the benefits to the participating cities. The following sections present a description of how the Atlantic Boulevard/I-710 Corridor ATMS will operate. It will address the following: What systems are involved? How the systems and agencies will work together? What will be accomplished? 2.2 USER-ORIENTED OPERATIONS The project involves the County traffic operations and maintenance, local agency traffic operations and maintenance, and travelers as users Los Angeles County Traffic Operations and Maintenance Los Angeles County Department of Public Works personnel based at the County s Traffic Management Center (TMC) will host the ATMS server(s) for its own traffic signals and for traffic and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 2-1

29 signals operated by other local agencies that elect to use the County s ATMS. It will also host the IEN server that will provide for the distribution of traffic and incident data throughout the County, including to local agencies in the project area. It will also monitor, operate, and maintain its own traffic signals and other field devices as well as the traffic signals and other field devices for other agencies that elect to contract with the County. In the future, the County will host a video distribution server to support the distribution and viewing of CCTV images by local agencies throughout the project area. This project is planned to connect to the Gateway Cities Sub-regional TMC. The Sub-regional TMC will be located in the County TMC as recommended by the I-105 corridor project Local Agency Traffic Operations and Maintenance This project involves thirteen cities along the Atlantic Boulevard/ I-710 corridor. Each city will operate and maintain its own traffic signals and other ITS field devices according to one of the following four levels. Level 1: Agency does not operate its traffic signals. Agency wants to be Agency B on other Agency s ATMS. Another Agency operates its traffic signals (e.g., LOS ANGELES. County DPW). Agency is provided with IEN workstations to monitor traffic signals and incident management activities. No separate ATMS workstation is provided for the agency. Level 2A: Agency does not actively operate its traffic signals. Agency typically operates on an exception basis and occasional peak periods. Agency wants to be Agency B on other Agency s ATMS. Another Agency may operate its traffic signals (e.g., LOS ANGELES. County DPW). Agency is provided with ATMS client workstation to monitor traffic signals and incident management activities. Separate IEN workstation is provided for the agency. Level 2B: Agency actively manages and operates its own ATMS: Actively manage ATMS during exceptions and peak periods Passively manage ATMS during off-peak periods Agency may operate some other ITS devices. Agency houses Local Control Center to manage traffic signals and incident management activities. IEN Workstation Regional View. ATMS Workstation Local View. CDI between the ATMS and IEN. Level 3: Agency actively manages and operates its own ATMS and other ITS devices: and Bus Speed Improvement Project Atlantic Blvd./I-710 Corridor 2-2