HomeMy WebLinkAboutPasco-Kittelson ITS Master Plan 3-17-14 City of Pasco Washington
CITYWIDE SIGNAL SYSTEM &
COMMUNICATIONS MASTER PLAN
March 2014
CITY OF
PASCO
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KITTELSON & ASSOCIATES , INC .
T R A N S P O R T A T I O N E N G I N E E R I N G / P L A N N I N G
610 SW Alder Street, Suite 700, Portland, OR 97205 503.228.5230 503.273.8169
TECHNICAL MEMORANDUM
Citywide Pasco Signal and Communication System Master Plan
Date: March 3, 2014 Project#:12839
To: Ahmad Qayoumi, P.E.
From: Shaun Quayle, P.E. &John Ringert, P.E.
cc: Khoa Truong, P.E.,Jesse Rice
EXECUTIVE SUMMARY
Kittelson & Associates, Inc. in cooperation with the City of Pasco engineering and information services
(IS) staff have prepared this high-level summary of the signal system and communication architecture
to provide the basis for developing projects that result in an integrated traffic management system the
meets the existing and future traffic management needs of the City of Pasco.These needs identified by
City of Pasco traffic, IS, emergency services and consulting staff are:
• Consistent traffic signal cabinet and controller equipment.
• Ethernet-based central to field communications to control and monitor signal controllers, video
surveillance cameras and future ITS equipment.
• Traffic signal control equipment that can provide advanced functionality, traffic monitoring,
and coordination strategies that improve operations and reduce delay to users.
• Video surveillance of key roadway facilities.
• Equipment capable of communicating as a system, including with Washington State
Department of Transportation (WSDOT) traffic signal controllers, and support the latest
national standards.
• In addition, using an open signal controller hardware platform standard in the 2070 allows for
changes in future operating systems and/or local signal control software platforms.
In addition to these needs, the architecture must leverage existing infrastructure and opportunities as
appropriate to maintain cost efficiency and be implementable over time.
Proposed System Architecture
In order to meet the City needs, the system architecture is based on two primary components. The first
component is the intersection control equipment architecture and specifications which directly control
the signal operations at each intersection. The second component is the system communication
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FILESI CONTENT OUTLOOKI4JYUOILL I PASCO-KITTELSON ITS MASTERPLAN ARCHITECTURE SUMMARY MEMO 3MAR2014.DOCX
Citywide Pasco Signal and Communication System Master Plan Project#:12839
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architecture that provides for the operation of the intersections as a system and allows the City staff to
monitor and control the system from City Hall.
The intersection architecture is based on a single traffic signal controller software that can be used
throughout the City signal system at intersections that continue to have the existing TS1 signal cabinets
as well as the newer TS2 cabinets. This approach will provide the ability to leverage the existing traffic
signal cabinets. This approach will use modern controller central and local software already
competitively procured by the City (Econolite Centracs and ASC/3 software/firmware) and the
replacement of outdated Traconex TMP 390 signal controllers. The new signal equipment should
support coordination with WSDOT traffic signals.
The communication architecture will be a cutting-edge system composed of high capacity fiber-optic
communication between the traffic management center (TMC) to key corridors within the City and to
video surveillance cameras. The fiber-optic backbone communication system will consist of a small
amount of existing city-owner fiber-optic lines and a majority of leased fiber-optic capacity from
existing communication providers. Some new short sections of communication are necessary to link all
traffic signals onto this advanced communications network, as shown in Figure 1 in pink. The linkages
may occur through fiber (leased or owned) or short point to point wireless communications. This
predominately high-capacity fiber-optic wired communications approach provides the necessary high-
capacity required for video surveillance and long distance communications while minimizing the capital
cost to build communication to individual intersections. Leased fiber avoids the costs of right-of-way
acquisitions and additional environmental, engineering, and specialized maintenance costs to expand a
large City-owned fiber optic network. Figure 1 illustrates the Citywide Signals and Communication
Master Plan for locations and treatments within the City of Pasco.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 3
Figure 1 - Pasco Citywide Signals &Communications Map
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ARCHITECTURE SUMMARY MEMO 3MAR2014.DOCX
Citywide Pasco Signal and Communication System Master Plan Project#:12839
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Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 5
It should be noted that this architecture and master plan is a working document and subject to
change and updates as technology changes and/or system integration/implementation, validation,
and verification are completed. As the communications system is expanded and brought on-line,
additional refinement of the system is necessary to determine the location-specific appropriate
communication technology (wireless, fiber drop, etc.) and placement of infrastructure such as IP-based
surveillance cameras. Figure 1 identifies the envisioned camera surveillance locations and existing or
new fiber drop locations to connect onto the leased (Franklin County Public Utilities District) existing
fiber network.
Key System Components
The key components of the ultimate City of Pasco Traffic Signal and Communications System are listed in Table 1.
Table 1 City of Pasco Signal System Components
System Component Recommended Specification
Signal Cabinet NEMA TS2 Type 1
(Optional is battery back-up system)
Signal Controller • NWS M1 Controller
• Interim Transition • 2070EN(adhering to CALTRANS specification for 2070E
• New/Retrofit
controllers,2N field I/O module for TS2 Type 1 cabinet)
Local Signal Controller Firmware Econolite ASC/3 or Cobalt Controller Firmware
Traffic Signal Central System Econolite Centracs
Communication Standard Ethernet/IP
Trunk Communication to TMC Fiber Optic(Leased or City-owned)
Communication between Intersections . Fiber-Optic Cable(Leased or City-owned)
• Primary • point-to-Point/Point to Multipoint Wireless Spread
• Secondary Spectrum 2.4-5.8 GHz
Surveillance Cameras Pan-Tilt-Zoom(PTZ),Ethernet IP Based
Traffic Management Center Communications City Managed Network
External City Access City Managed Network
Each project to implement this Architecture Master Plan will call out specific design elements to
tailored specifications (e.g. Road 68 Improvement/Interconnect Project). ITS technology changes
quickly, so items such as traffic detection, battery back-up/power conditioning, and other elements will
be identified on a project by project basis.
Implementation Recommendations
Upcoming construction projects should make use of the Traffic Signal System/ITS specifications in Table
1. Proof of concept and the first implementation is expected on upcoming major City roadway
construction projects. In addition, the system can be implemented as geographic-specific projects
occur or as a part of larger system-wide ITS projects.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 6
For the first project, further refinement of the signal system component specification to specific project
area and scope is recommended, so that these components can be specified for contracting and design
purposes. In addition, a specific testing plan for the verification and validation of the components is
recommended to ensure the procured system meets the specifications that enable the defined
outcomes and needs in this document.
Future projects can follow this similar process, although the system requirements and testing plan may
need to be modified based on the lessons learned with the first system implementation. The priority
corridors will be established by City staff. We recommend implementing them geographically and
leveraging projects as available. The following is a prioritized list of traffic signal components to enable
the City engineering staff's desired system outcomes. Networking and communication configuration
will be an overarching element of each component.
1. Update Cabinets & Controllers: Consistent, Ethernet-capable signal cabinets (NEMA TS2
Type 1), network Ethernet switches, fiber termination panels, and type 2070EN traffic signal
controllers
2. Consistent signal controller software: capable of supporting advanced features such as
smart preemption, priority, dynamic flashing yellow arrow controls, performance logging,
and an internal logic processor, as well as interfacing with desired City signal central
software program.
3. Signal to TMC Communications along the corridor for interconnect and a fiber pathway
(leased drop) back to City engineering traffic management center (TMC) for central control
and monitoring.
4. Establish traffic signal preemption and traffic signal coordination, as appropriate.
5. Pan Tilt Zoom video surveillance cameras and backend equipment at TMC to manage,
control and display images.
6. Flashing yellow arrow signal heads to reduce delay and/or reduce crashes.
7. Central traffic signal and ITS system management software to interface with signal
controller software seamlessly and allow for remote monitoring, timing changes,
communication status, alarms, video monitoring, and performance monitoring in an
enterprise (multi-user access fashion)
8. Preemption/priority central management system to remotely track, log and monitor
preemption and priority requests from centralized location.
9. Countdown pedestrian signal heads, where appropriate.
10. ADA pedestrian treatments, such as accessible pedestrian push-buttons and addition of
ADA compliant ramps and sidewalk, as appropriate.
11. Establish reliable traffic signal detection capable of withstanding Pasco weather conditions
and rated to last at least 10 years.
12. Install battery back-up systems for strategic locations to provide a minimum of 2 hours of
full-color signal operations in case of power interruption/loss and fit within a NEMA TS2
Type 1 cabinet.
13. Procure and/or install travel time, speed and origin-destination data system to provide
real-time feedback on system operations.
Note, this list is at the high-level concept level; City needs and project scope can redefine system
priorities. For example, if a corridor is able to implement the communication system elements (fiber or
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 7
wireless interconnect) prior to a cabinet and controller switch out, then available NWS M1 controllers
could be implemented in the interim to enable Ethernet communications and signal coordination.
This City signal systems and communications architecture is subject to refinement/addition by City
staff and other stakeholders& thus is considered a working document.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 8
INTRODUCTION AND BACKGROUND
The City of Pasco desires to upgrade their traffic signal control system to enable the following defined
outcomes, per discussions with City staff:
o Establish a consistent and modern NEMA TS2 Type 1 cabinet standard and 2070
controller standard to simplify the management of the system, while supporting added
safety and traffic operations functionality.
o Quality signal coordination through reliable traffic signal interconnect and common
hardware/firmware platforms that supports coordination with adjacent WSDOT
intersections.
o Remote signal timing plan upload/download via a reliable traffic signal communication
system.
o Remote traffic operations via video surveillance and a reliable traffic signal
communication system for City engineering staff, as well as other City public
stakeholders (e.g. Fire, Police).
o Ability to prioritize users of the system at the traffic controller, through emergency
vehicle preemption and transit signal priority.
o Ability to provide at least 2 hours of full-color battery back-up power supply at strategic
intersection to enhance safety.
o Ability to track vehicle travel times, speeds and origin-destinations between strategic
locations to understand trends and patterns for performance monitoring.
o Advanced controller capabilities, such as event/dynamic timing parameters, controller
logging of quality of signal timing and infrastructure health performance, and smart
signal preemption and priority features.
These outcomes help support the City of Pasco in developing a safe and efficient transportation system
for the movement of goods and people. The City plans to leverage this architecture and concept of
operations, along with system specifications to implement a modernized traffic signal cabinet,
controller, communication and ITS system within the City's Information Services (IS)-managed network.
Proof of concept and the first implementation is expected on the next major City roadway construction
project. In addition, the system can be implemented as geographic-specific projects occur, like Road
68, or as a larger system-wide ITS project.
EXISTING CONDITIONS
The City of Pasco currently has no interconnect, remote communications, or signal coordination
capabilities for their 46 traffic signals owned and operated by the City. The majority (41 of 46) of traffic
signal cabinets are of the older National Electrical Manufacturers Association (NEMA) TS1 standard,
along with older Traconex (TMP) 390 NEMA signal controllers. The newest City of Pasco signals include
Northwest Signal M1 controllers and the recommended NEMA TS2 Type 1 cabinets.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 9
Appendix "A" provides a Citywide inventory of traffic signal system components, including installation
year, controller, cabinet, conflict monitor, number of detection channels, load switches, poles & pole
types, and vehicle/ped heads.
The City of Pasco currently leases space on the extensive Franklin Public Utilities District (PUD) fiber
network for purposes other than traffic control. Note the PUD owns and operates street lighting within
Pasco. Appendix "8"includes a map of the existing wired communication infrastructure within the City
of Pasco. The City of Pasco has an extensive 2.4 GHz and 4.9 GHz wireless radio system for water
control and public service networks, respectively. While the City of Pasco does not have
communications or interconnect between their traffic signals, the Washington State Department of
Transportation (WSDOT) does utilize wireless interconnect for coordination of traffic signals on
interchanges in Pasco.
There is currently no emergency traffic signal preemption capability for the fire or other emergency
providers, with the exception of the newest traffic signal at Argent Road and Saraceno Way.
NEEDS AND FUNCTIONAL REQUIREMENTS
The City of Pasco desires to enhance the effectiveness and efficiency of their traffic signal system. To
promote the effectiveness of their traffic signal system; the following needs were identified by the City
of Pasco staff:
• Modern Signal Operations Capability
• Coordinated signal timing on arterial roadways
• Coordination with City and WSDOT signals
• Emergency vehicle pre-emption
• Advanced timing features to reduce congestion & enhance safety (e.g. dynamic flashing
yellow arrow)
• Smart controller logging to understand quality of signal timing and functionality/health
of infrastructure
• Potential to implement the following functions:
• Transit management—potential transit signal priority
• Freight management— potential truck signal priority
• Controller firmware logic processor to allow for custom future solutions
• Remote Communications and Monitoring Capability
• Centralized upload/download and monitoring
• Communication with management center, signal maintenance, and City police, fire, and
City Hall.
• Incident Management
• Video surveillance at high priority locations
• Tie emergency services to central control (preemption &video surveillance)
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 10
o Performance monitoring system at strategic locations to understand travel times,
speeds and origin-destinations within the City of Pasco network
• Utilize the latest interoperability standards for ITS components to the extent possible; such as
NTCIP and TOP standards.
To the extent that existing infrastructure enables this functionality, it should be prioritized for
expansion, unless there are specific reasons identified for the change.
SYSTEM ARCHITECTURE
There is no developed ITS architecture specific to the City of Pasco. The Washington Statewide ITS
Architecture' includes generic statements of regional partnerships between WSDOT and City TMC's to:
• Maintain a seamless integration between the WSDOT TMC's and City traffic management
efforts, particularly due to congestion, incidents and construction.
• Better disseminate traffic information and to coordinate potential alternate route usage to
minimize the impact of a freeway incident on surface street traffic.
• Provide more complete traveler information to citizens, including camera images and road
closures.
The proposed City of Pasco centralized, remote traffic signal timing control & video surveillance called
out in Figure 1 and within this architecture concept for the City of Pasco will aid in achieving these
endeavors. A connection back to the WSDOT South Central TMC has yet to occur to the City of Pasco
TMC, but could occur in the future.
For simplicity sake, the national ITS Architecture diagram is used to define the key components of the
Pasco Signal System Architecture. While the national ITS diagram contains many different concepts, it
is helpful in ensuring consistency in how ITS elements are classified within four types of sub-systems.
The diagram is also useful in identifying the type of communication options that might be applicable
between the sub-systems. Shown in Figure 2 are the system architecture elements with the primary
applicable elements for this City of Pasco Architecture circled.
1 Washington Statewide ITS Architecture, December 2002, IBI Group
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 11
Figure 2—Pasco Architecture Elements Circled on the National ITS Architecture
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As shown in Figure 2, the key connection between the roadway/signal in the field and the traffic
management center (TMC) is typically a fixed point-to-point communication and the communication
between the vehicles would be to the field through in-vehicle communications. In Pasco's architecture,
the traffic management center will likely be comprised of a server(s) and work stations containing
software to serve as the archived data management (e.g. Econolite Centracs). The roadway
architecture components will include modern traffic signal cabinets & equipment, controllers,
surveillance cameras, emergency vehicle preemption elements, transit signal priority elements (priority
request server/phase discriminator), and freight management elements, such as truck signal priority.
Communication Needs
Table 2 summarizes the primary communication purposes, associated data type, and typical data
capacity. Based on input from city staff, the following data communication needs were identified.
Table 2 City Communication Needs
Communication Purpose Data Type Data
• Traffic data
Signal Communications • Timings 2-20Kbps
• Status
Video Detection System • Detector data/picture 3—10 Mbps
Pan-Tilt-Zoom(PTZ)Camera • Camera control 2-20 Kbps
• Video picture 3-10 Mbps
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 12
As shown in Table 2, most of the communications needs are relatively low-bandwidth transfer of data
to/from the intersections remotely from the City of Pasco traffic management center. It is expected
that some pan-tilt-zoom (PTZ) traffic surveillance cameras will be installed, but those are expected to
be in a handful of key locations. For those locations, a high-bandwidth communication method will be
required.
Communication Standard
The most common type of communication network is Gigabit Ethernet because of its wide usage in
common applications such as office and home. This standard is common and can be used for fiber-
optic, twisted-pair copper wire, and wireless communication options. For most installations, an
Ethernet switch will be installed at each intersection or other device location and will interface directly
with the traffic signal controller or other devices (e.g. PTZ cameras). For legacy equipment that does
not have an Ethernet port, the signals will need to be converted using an RS 232 to Ethernet converter.
Because of the common usage of Ethernet and the reasonable cost, it is recommended as the standard
for communication for the City of Pasco traffic signal system.
Field-to-Center Communications Options
The fixed point-to-point communications generally fall into two categories which are wired and
wireless. Within the wired category are fiber-optic and copper communication options. Wired
communication typically includes providing either fiber-optic or copper wire located in an underground
conduit or attached overhead to power poles. The major cost of installing this type of communication
options is installation. Wireless communications range in types but are most commonly unlicensed
broadband and spread spectrum. Table 3 has a general comparison of the communication options
between field intersections and the TMC.
As described in Table 3, there are advantages and disadvantages of wired and wireless communication
options. The most notable advantages of the wireless communications are the low cost and flexibility
to install it without significant construction within the right-of-way. For a brand new system that is
wired, fiber-optic communications would likely be the preferred choice for the main communication
connections and potentially all the signals. The most notable advantage of fiber-optic wired
communications is reliability and the high data transfer capability. The high data transfer capability is
most important for high quality video. Many local agencies that utilize video throughout their signal
system focus exclusively on fiber communications.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 13
Table 3 Comparison of Communication Options
Roadway Advantages Disadvantages
Wired Communication
• High data capacity
• Expensive due to conduit installation($10,000-
(Gbps) $100,000 per intersection,depending on run
• Good for high-quality length&right of way)
Fiber Optics video • Requires equipment to convert analog into light-
encoded signal
• Good for backbone or . Maintenance and repair costs can be high if
trunk communications damaged
• Reliable and common • Expensive due to conduit installation($10,000—
Twisted Pair Copper • Moderate capacity (45+ $100,000 per intersection,depending on run
length&right of way)
Mbps) • Much lower capacity than fiber
Wireless Communications
• Low cost($4,000-$8,000
per intersection)
• Moderate capacity
(100kbps-300 Mbps) • Sensitive to line-of-sight obstructions
Wireless Spread • Flexibility to change • Much lower capacity than fiber
Spectrum/Broadband configuration or add • Not as reliable for video transmission;particularly
intersections if more than one hop from a wired connection.
• Ease of installation
without impact to right-
of-way
Because the City does not already have conduit installed for traffic signal interconnect, the cost for
installing wired communications would be expensive. Given an estimated cost in the range of $10,000
to $25,000 per intersection, it is estimated the cost to install conduit to the entire system would be
approximately $500,000 to $1,500,000 to establish a City-owned fiber system, not including right-of-
way costs which could be significant. An entirely new Wireless-only communication system would be a
much lower cost at $200,000 to $400,000 depending on the specific type and technology. The wireless
alternative also doesn't have the installation issues that can come from installing underground conduit
along private property frontages and through interchanges.
The most significant two downsides to wireless communications are:
1) difficulty in areas without a good line of sight between intersections; and
2) lack of capacity for multiple video devices as compared with fiber optic communications.
A cursory review of the Pasco's topography confirmed that most areas of the City have good line of
sight between intersections and between high points such as City hall and the water tower along Road
68. As part of reviewing the requirements outlined in Section 2.1 with City staff, it was identified that
video monitoring is envisioned to occur at approximately no more than 15 locations in the City.
It should be noted that the City does own ESTEEM 2.4 GHz wireless radios and 4.9 GHz wireless radios
in use for irrigation/water controls and a wireless connection between the Water Tower near Road 68,
Courthouse/City Hall, and the Operations Center.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 14
City IS staff has indicated that fiber is currently being leased from the Franklin PUD's extensive network
within the City of Pasco (see Appendix B for map) for other City department use and that tying into that
fiber network would be a relatively effective, low-cost method to lease access to a very high-capacity,
reliable fiber system. In discussions with City IS staff, it appears leasing the fiber for traffic signal system
uses would likely be on a monthly basis on a data transmission threshold and by number of "drops" or
access points onto their network. Based on discussions with fiber resellers, an estimated cost for 6
locations as part of the Road 68 interconnect project was quoted at approximately $3,000 for
construction, $336 per month for the first site and $35 per month port charge for the other 5 sites,
based on a 100mb shared connection.
Recommended Hybrid Communication Architecture
Given the existing infrastructure and needs of the traffic signal system communications, a leased fiber
approach is recommended, with wireless radio connections as the back-up or secondary medium to
implement on an as needed basis. This recommended approach is illustrated in concept in Figure 1,
which:
• Leverages existing fiber drops onto the PUD network to provide a robust connection into the
City network at the Traffic Operations Center to pull back high-definition video images, as well
as traffic signal data.
• Adds new connections (shown in pink in Figure 1), which could be drops onto the PUD fiber-
optic network, and some limited new City-owned fiber connections or wireless connections to
the existing PUD fiber-optic network to connect to all traffic signals within the City of Pasco.
Franklin PUD Fiber Drops
Figure 1 illustrates the expected existing or future fiber optic drop locations onto leased PUD fiber to
enable the envisioned communications networking to nearly all intersections. Locations shown in pink
require a connection to existing PUD fiber and could be accomplished through fiber optic cable
extension (PUD or City-owned) or wirelessly. As shown in Appendix B, the PUD leased fiber is a mix of
aerial and buried fiber-optic cable. The City should work with the PUD to negotiate appropriate
interfaces between the traffic signal controller cabinet and their fiber network (e.g. mid-span entries,
vault / splice access locations). The PUD fiber-optic cable network has redundant pathways for many
of the signalized intersection locations creating redundancy to increase up-time of the communication
system and reliability of the network.
Projects which include fiber-optic communications should have experienced designers and contractors
for fiber-optic installation, coordination with PUD maintenance staff, testing/validation, and training
capabilities as necessary.
2 Per February 6, 2014 email from Jesse Rice,City IS manager in reference to PUD reseller email quote
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 15
Wireless Radio Communications (Secondary Alternative)
The wireless communications would primarily serve a limited or back-up role in the City's
communication infrastructure. It may be used in the following fashion:
• Local to local traffic signal (point to point link)
• Local traffic signal to fiber connected point, such as the Water Tower near Road 68 or City Hall
or Courthouse (point to point or point to multipoint link)
Discussions with City IS staff indicate a preference for a fixed routing (single pathway) system, rather
than a MESH style system. As a starting point, Table 4 shows a comparison of four different
manufacturers devices, based on most current information available.
Table 4 Wireless Communication Equipment Comparisons
Wireless Device Bandwidth Range Data Capacity Notes
• Used currently by City
ESTEEM 2.4,4.9,and 5.8 GHz Up to 54 Mbps of Pasco
• Local vendor
• Used by other agencies
ENCOM COMMPAK 2.4,4.9,and 5.8 GHz Up to 54 Mbps in Washington
• On a WSDOT statewide
contract.
• Not as common as the
ENCOM products but
Intuicom Nitro58 5.8 GHz Up to 108 Mbps considered one of the
leaders in this
technology.
• Highest data capacity
• Recently installed in LA
and San Jose for signal
Proxim Broadband 8100/8150 4.9,5.3,5.4 and 5.8 GHz Up to 200 Mbps system.
• Not as common as the
ENCOM products in
Washington.
All of the wireless devices shown in Table 4, have similar costs in the range of $2,000 to $3,000 per
intersection for the radio and antenna assuming each intersection only sends a signal back to a base
station. In order to chain intersections together, two radios are typically required which can vary in
cost but are generally in the range of$3,000 to $4,000 per intersection with two radios.
As shown in Table 3, the options identified for comparison operate with approximately the same
bandwidth range but have different data capacities. All are generally 4.9 GHZ or 5.8 GHZ technology.
The 4.9 GHz band is already defined as a common band for ITS applications although in discussions with
vendors and the City of San Jose, that bandwidth can be too busy so use of 5.8 GHz is common.
It should be noted that specific radio devices will need to be demonstrated and tested/validated prior
to their integration into the traffic signal system network. This process should occur in collaboration
with IS staff who will manage the traffic signal and ITS network.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 16
In a wireless communications alternative, the conceptual layout utilizes the roof of City Hall to
communicate with the signals in the downtown. Under this wireless scenario, it is assumed that a set of
transmitters and receivers on City Hall will transmit to a location on each nearby arterial (within line of
sight). A similar approach of line of sight transmitting point to point/multipoint from the Road 68
Water Tower to nearby traffic signals. Between the majority of traffic signals, data will be transmitted
wirelessly via a point-to-point connection in a "daisy chain" fashion, ultimately back to a fiber drop
point or directly to the roof of City Hall. This "daisy chain" approach requires two radios in each
cabinet. An alternate option is to have poi nt-to-multipoint units on City Hall with one radio per cabinet,
but that requires a clear line of sight to every signal antenna which can be difficult to obtain. For the
area around Road 68, a point-to-multipoint transmitter will be located on the water tower. This area
may require some intersections to be connected point-to-point due to sight obstructions.
While wireless communication is not the primary proposed communications medium, it could become
the primary medium if leased fiber costs become too great or use of wireless connectivity in a
redundant role is a reasonable long-term strategy for select connections.
Local Intersection Architecture
Figure 3 illustrates the expected traffic signal communications system at each signalized intersection in
Pasco. They will have an Ethernet switch to connect the Ethernet-based traffic signal controllers, IP-
based PTZ cameras, and a connection via fiber to a nearby PUD drop onto leased fiber
communications.
Figure 1—Typical Signalized Intersection ITS Components
AP1
Cabinet A
PTZ Cabinet
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Switch PUD Fiber Switch PUD Fiber
Typical Intersection
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The conceptual architecture calls out the expected communication links and mediums in Figure 1, but
they are subject to refinement and validation/verification.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 17
Back-Office Architecture
This back office architecture is a high-level concept and is subject to the specifications of the City IS
staff regarding network set-up, access, and etc. This Citywide architecture concept envisions the
advanced traffic management system (ATMS) being hosted on two different servers, the traffic signals
central system server (Econolite Centracs) & a separate video server at the TMC, as illustrated in Figure
4 . These servers may also operate additional traffic operations management software, such as a
Preemption/Priority Management System (e.g. GTT Central Management Software TM), power
management/battery monitoring software for battery back-up systems, and/or a permanent
BluetoothTM travel time, speed, and origin-destination system (e.g. Digiwest BlueMACTM)
Figure 2—Conceptual Back-Office Traffic Signals ITS Network Components
Maintenance/Police
Users
Pasco City Hall
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As shown in Figure 4, City IS staff expects to manage this new traffic signal & video surveillance
communication system on a common city managed network infrastructure. They will control access to
users and the "center to center" access rights for maintenance staff(operations center) and emergency
providers, such as police/fire. City staff will develop a policy around video data recording, as well as
access and control (pan, tilt, zoom) rights to users within the City of Pasco Traffic Signal & Video
Systems (ATMS). A wired connection is expected between the traffic engineering department,
maintenance staff at the operations center, and police inside City Hall.
Conceptual Communication Network Layout
As shown in Figure 1, communications between signals is proposed to be exclusively via fiber-optics in
this architecture (mostly leased), with the caveat that any construction project where installation of
City-owned wired fiber-optic cables communications is possible at a lower cost (e.g. open soil to
trench and bury new conduit as opposed to costly directional drilling and boring)should be pursued.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 18
This allows the City to build out their own fiber network saving costs (avoid monthly service changes to
lease from Franklin PUD) and enhances the robustness of the linkages within the traffic signal network.
TRAFFIC SIGNAL CABINET & EQUIPMENT
As described in Appendix A, the signal system inventory revealed a large number of outdated traffic
signal controllers (TMP 390); yet relatively newer NEMA TS1 cabinets. The desire of the City of Pasco is
to modernize the traffic signal cabinets and equipment to support an Ethernet-based communication
system and advanced signal timing features, and sufficient detection channels to effectively monitor
and support the advanced signal timing features. Appendix C illustrates the identified needs and
system requirements established by the City for the selection of a preferred traffic signal controller
hardware/firmware, central management system (ATMS), PTZ cameras, and video management
system.
Traffic Signal Cabinet
The existing TS1 traffic signal cabinets limit the functionality of the traffic signal controller and are not
fully compatible with most modern traffic signal controllers, without an adaptor. To this end, we
recommend making the NEMA TS2 Type 1 cabinet the new City preferred option for all new or retrofit
projects, matching recent City of Pasco project construction practice. The TS2 Type 1 cabinet will
provide additional detection channels (up to 64), which is helpful for supporting advanced features,
such as lane by lane detection, or detailed performance measures. In addition, the NEMA TS2 Type 1
cabinet establishes diagnostics to enhance safety, provides for detector health monitoring through the
SDLC port, redundant MMU functionality, simplifies cabinet wiring due to the SDLC port, and defines an
open architecture for future ATMS/ITS equipment, using NTCIP protocol. Planning level cost estimate is
between $12,000 and $15,000 per cabinet for a NEMA TS2 Type 1 cabinet. Figure 5 shows a recent
NEMA TS2 Type 1 cabinet in the City of Pasco at Burden / Road 68.
Figure 3—NEMA TS2 Type 1 Cabinet at Road 68/Burden
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Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 19
Traffic Signal Controller & Firmware
While most of the recent new controller installations have implemented an NWS M1 hardware
controller, we recommend implementing a Model 2070EN (CalTrans specification) for controller
hardware for future implementations with the NEMA TS2 Type 1 cabinet guidance recommended
earlier. A Model 2070EN controller includes the "lite" serial backplate, chassis including its own CPU
module and three optional 1/0 modules; which provide future flexibility through the 2070 standard to
switch firmwares in the future or upgrade the operating system from OS/9 to Linux, as necessary for
desired controller functionality. A model 2070EN controller could be installed in a NEMA TS1 cabinet,
but would require an interface module creating another point of failure; so this option is not
recommended. Figure 6 illustrates a model 2070EN controller. The 2070EN supports Ethernet-based
communications.
Figure 4—Model 2070EN Traffic Signal Controller(to be installed with NEMA TS2 Type 1 Cabinets)
a
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Through a competitive bid process, Econolite ASC/3 — Cobalt controller firmware and Econolite
Centracs central traffic signal software was selected for its ability to support key City signal timing
endeavors (see Appendix C for details), which include:
• Signal coordination • Remote upload/download
• Event scheduling capabilities • Data key for timing backup and field
• Emergency vehicle & rail preemption restoration (2070EN feature)
• Transit &truck signal priority • Performance logging, including alarms
• Adaptive features • Internal logic processor for custom
• Dynamic flashing yellow arrow functionality
In addition, WSDOT south central region intersections that have 2070 controllers (Road 68, Road 100,
and Argent interchanges) but currently operate with a different controller firmware (NWS Voyage).
Exploration of getting the WSDOT and City controllers to stay in sync via time-based coordination or via
direct communication should occur with early implementation projects. The most effective strategy
should be carried forward for future implementations.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 20
Planning level cost estimates for a new Model 2070EN controller with the recommended Econolite
ASC/3 - Cobalt firmware is approximately$4,000.
Ethernet IP-Based Network Switch
All traffic signals should include an Ethernet, IP-based field-hardened network switch to support
multiple IP-based ITS devices (e.g. traffic signal controller, PTZ camera). The network switch shall be
fully managed and include both Fast Ethernet Ports (10/100 BaseTX) and Fiber-Optical Gigabit Ethernet
Ports (1000BaseX) to support multiple communication mediums.
Traffic Signal Central System
With the modernization of traffic signal controller, firmware and other equipment (e.g. Ethernet
switches, PTZ cameras), an upgrade of the traffic signal central management system or advanced traffic
management system (ATMS) was in order. The ATMS needs to be seamlessly integrated with the
selected controller firmware (Econolite ASC3 or Cobalt) to support signal timing management, upload,
download, and alerts, support multiple communication mediums, display of video images, and
logging/tracking of system performance in easy to understand reports. Appendix C includes additional
details on the identified ATMS needs and requirements. Through a competitive-bid process, Econolite's
Centracs system was selected.
Video Surveillance
Per Figure 1, a number of key signalized intersections have been identified in the architecture for video
surveillance via closed-circuit cameras; based upon known traffic issues and discussions with City staff.
Video surveillance cameras should have pan, tilt and zoom (PTZ) functionality that can be controlled
and accessed by multiple users. Image quality must match standard definition broadcast resolutions at
a minimum. Video images will be linked to the back-office at the TMC and require a video software
solution that addressed frame sync, converter, and processing, as well as managing access rights.
Appendix C includes additional details on the needs and requirements for video surveillance PTZ
cameras and central management software.
Traffic Signal Preemption / Priority
The proposed controller hardware/firmware must support a robust traffic signal preemption and
priority functionality for emergency vehicles, railroad, and transit vehicles. The priority request
generator and request servers shall support GPS communication and functionality, as the preferred
detection mode to eliminate line of sight issues and provide additional time prior to priority vehicle
arrival at the traffic signal. Note equipment that supports both infrared and GPS detection (multimode)
is acceptable. Equipment is preferred which adheres to NTCIP protocols. Traffic signal preemption is
desired at all intersections, although minor approaches that are not along expected emergency
response routes may not be necessary.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 21
MISCELLANEOUS ITS TREATMENTS
Other strategic ITS treatments that City staff and KAI identified as beneficial to include in this Citywide
Master Plan, many of which are captured in Figure 2.These include:
• Flashing yellow arrow signal heads to reduce delay and/or reduce crashes.
• Central traffic signal and ITS system management software to interface with signal
controller software seamlessly and allow for remote monitoring, timing changes,
communication status, alarms, video monitoring, and performance monitoring in an
enterprise (multi-user access fashion)
• Preemption/priority central management system to remotely track, log and monitor
preemption and priority requests from centralized location.
• Countdown pedestrian signal heads, where appropriate.
• ADA pedestrian treatments, such as accessible pedestrian push-buttons and addition of
ADA compliant ramps and sidewalk, as appropriate.
• Establish reliable traffic signal detection capable of withstanding Pasco weather conditions
and rated to last at least 10 years.
• Install battery back-up systems for strategic locations to provide a minimum of 2 hours of
full-color signal operations in case of power interruption/loss and fit within a NEMA TS2
Type 1 cabinet.
• Procure or install travel time, speed and origin-destination data system to provide real-
time feedback on system operations.
Because ITS and signals technology changes so quickly, it is recommended that these project
components will be specified on a project by project basis and included in the plans, specifications, and
estimates (PS&E) design package.
SUMMARY
This concept architecture defines the basic system components for an Ethernet-based, modernized
traffic signal and high-capacity communications system to achieve the City defined needs and desires
to efficiency move goods and people. We have defined a high-level network architecture for the City of
Pasco, shown in Figure 1. A high-capacity communications approach to connecting all traffic signals is
proposed, making use of largely leased PUD fiber-optic cable connections between City Hall,
engineering and local traffic signal controllers and field ITS equipment. A few linkages have yet to be
defined between a minority of intersections to connect to PUD leased fiber. This bridge could be
accomplished through wireless radio/antenna, City-owned fiber or most likely, an extension of PUD
fiber network.
Table 5 below matches Table 1 and is shown again as it summarizes the system components and
recommended specification that is outlined in this document.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 22
Table 5 City of Pasco Signal System Components
System Component Recommended Specification
Signal Cabinet NEMA TS2 Type 1
(Optional is battery back-up system)
Signal Controller(New/Retrofit) 2070EN(adhering to CALTRANS specification for 2070E controllers,
2N field 1/0 module for T52 Type 1 cabinet)
Local Signal Controller Firmware Econolite ASC/3 or Cobalt Controller Firmware
Traffic Signal Central System Econolite Centracs
Communication Standard Ethernet/IP
Trunk Communication to TMC Fiber Optic(Leased or City-owned)
Communication between Intersections . Fiber-Optic Cable(Leased or City-owned)
• Primary . Point-to-Point/Point to Multipoint Wireless Spread
• Secondary Spectrum 2.4-5.8 GHz
Surveillance Cameras Pan-Tilt-Zoom(PTZ),Ethernet IP Based
Traffic Management Center Communications City Managed Network
IMPLEMENTATION RECOMMENDATIONS
The high-level specifications can be expanded to support City contracting needs and to ensure
consistency in design, procurement and construction of the City of Pasco traffic signal and
communications system (ATMS). Ethernet-enabled cabinet and controller components are
recommended as a first step, which enabled the Ethernet based communications via fiber connections
into the City IS managed network, including back-office components of servers, switches, etc. Once
traffic signal communication and interconnect is established, then traffic signal coordination and other
event-based timing strategies can be developed to reduce user delay and stops. The next logical step is
the addition of PTZ cameras for video surveillance and the management of those images with City
partners (e.g. police and fire). The next step in the traffic signal system implementation would be
outfitting traffic signals for emergency vehicle preemption and transit signal priority, using infrared or
GPS-based equipment. The following lists in prioritized order based on discussions with City staff for
the implementation of advanced signal system and communications (ITS) equipment/treatments:
1. Update Cabinets & Controllers: Consistent, Ethernet-capable signal cabinets (NEMA TS2
Type 1), network switches and type 2070EN traffic signal controllers
2. Consistent signal controller software: capable of supporting advanced features such as
smart preemption, priority, dynamic flashing yellow arrow controls, performance logging,
and an internal logic processor, as well as interfacing with desired City signal central
software program.
3. Communication for traffic signal system along the corridor for interconnect and a fiber
pathway (leased drop or City-owned) back to City engineering traffic management center
(TMC) for central control and monitoring.
Kittelson&Associates,Inc. Portland,Oregon
Citywide Pasco Signal and Communication System Master Plan Project#:12839
March 3,2014 Page 23
4. Establish traffic signal preemption and traffic signal coordination, as appropriate.
5. Pan Tilt Zoom video surveillance cameras and backend equipment at TMC to manage,
control and display images.
6. Flashing yellow arrow signal heads to reduce delay and/or reduce crashes.
7. Central traffic signal and ITS system management software to interface with signal
controller software seamlessly and allow for remote monitoring, timing changes,
communication status, alarms, video monitoring, and performance monitoring in an
enterprise (multi-user access fashion)
8. Preemption/priority central management system to remotely track, log and monitor
preemption and priority requests from centralized location.
9. Countdown pedestrian signal heads, where appropriate.
10. ADA pedestrian treatments, such as accessible pedestrian push-buttons and addition of
ADA compliant ramps and sidewalk, as appropriate.
11. Establish reliable traffic signal detection capable of withstanding Pasco weather conditions
and rated to last at least 10 years.
12. Install battery back-up systems for strategic locations to provide a minimum of 2 hours of
full-color signal operations in case of power interruption/loss and fit within a NEMA TS2
Type 1 cabinet.
13. Procure or install travel time, speed and origin-destination data system to provide real-
time feedback on system operations.
It should be noted that this high-level architecture provides a road map to the end goal of
implementing the modernized traffic signal and communications system, but elements may need to be
modified to reflect specific corridor needs, and lessons learned with the early proof of concept testing,
in particular with the communications system.
Kittelson&Associates,Inc. Portland,Oregon
APPENDIX A - CITY OF PASCO SIGNAL SYSTEM INVENTORY
APPENDIX B - CITY OF PASCO WIRELESS NETWORK &
PUD FIBER NETWORK
APPENDIX C - CITY OF PASCO ATMS
NEEDS & MINIMUM REQUIREMENTS
APPENDIX A - CITY OF PASCO SIGNAL SYSTEM INVENTORY
MONTHLY TRAFFIC SIGNAL INSPECTION EQUIPMENT UPDATE STATUS
INSTALLATION INSPECTOR INSPECTION Loop Load Standard Veh 5-Head Pad Need to
INTERSECTION NAME YEAR INITIALS DATE Controller Conflict monitor Cabinet detector switches Poles heads Veh heads heads update Priority
1.COURT&4th 1970 TMP-390 EDI SSM-12-1- NEMA(new)TS-1 11 Total 12 Total 3 Type III&1 Type II 11 0 8
2.COURT&5th 1981 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 6 Total 8 Total 3 Type III&1 Type II 8 0 8
3.COURT&10th 2010 M1 EDI Smart Monitor MMU NEMA TS-2 Type 1 9 Total 6 Total 2 Type II&1 Type III 5 1 4
4.COURT&14th 1979 TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 10 Total 12 Total 3 Type III&1 Type II 12 0 8
5.COURT&20th 2004 Remodel TMP-390 IDC LCD-12P NEMA(new)TS-1 10 Total 12 Total 3 Type III&1 Type II 8 2 8
6.COURT&22nd 1991 TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 2 Total 8 Total 2 Type III&2 Type II 8 0 8
7.COURT&26th 1996 TMP-390 I EDI NSM-12L I NEMA(new)TS-1 114 Total 12 Total 13 Type III&1 Type II 8 2 8
8.COURT&ROAD 32/AUTOPLEX WAY* 2003 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 16 Total 11 Total 8 1 2 8
9.COURT&ROAD 34 1985 TMP-390 EDI SSM-12-L NEMA(new)TS-1 9 Total 11 Total 2 Type III&2 Type II 8 0 8
10.COURT&ROAD 36 1985 TMP-390 EDI NSM-12L NEMA(new)TS-1 10 Total 112 Total 2 Type III&2 Type II 12 0 8
11.COURT&ROAD 40 1978 TMP-390 EDI 12-LE NEMA(old)TS-1 2 Total 14 Total 4 Type III 8 0 8
12.SYLVESTER&4th 1978 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 6 Total 9 Total 4 Type III 8 0 8
13.SYLVESTER&5th 1978 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 6 Total 8 Total 4 Type III 8 0 8
14.SYLVESTER&10th 1984 TMP-390 EDI NSM-12L NEMA(new)TS-1 5 Total 9 Total 1 Type III&2 type II 9 0 8
15.SYLVESTER&14th 1984 TMP-390 EDI NSM-12L NEMA(new)TS-1 4 Total 8 Total 4 Type III 8 0 8
16.SYLVESTER&20th 1970 TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 12 Total 12 Total 4 Type III 9 0 8
17.SYLVESTER&28th 1975 TMP-390 EDI NSM-12L NEMA(new)TS-1 8 Total(ne 4 Total 4 Type III 8 0 8
18.CLARK&4th 1978 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 2 Total 4 Total 4 Type III 8 0 8
19.CLARK&10th 1984 TMP-390 EDI NSM-12L NEMA(new)TS-1 12 Total 12 Total 14 Type III 12 0 S
20.LEWIS&WEHE 1998 TMP-390 Honeywell TOM 2000 NEMA(old)TS-1 5 Total 4 Total 4 Type II 8 0 8
21.LEWIS&OREGON 973/1993 Remodel TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 12 Total(ne 12 Total 4 Type III 12 0 8
22.LEWIS&3rd 1978 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 2 Total 4 Total 4 Type III 8 0 8
23.LEWIS&4th 1978 TMP-390 SSD NP-61- NEMA(new)TS-1 2 Total 8 Total 4 Type III 8 0 8
24.LEWIS&5th 1978 TMP-390 EDI NSM-12L NEMA(new)TS-1 2 Total 7 total 4 Type III 8 0 8
25.LEWIS&7th 1969 TMP-390 EDI NSM-12L NEMA(new)TS-1 2 Total 6 Total 4 Type III 8 0 8
26.LEWIS&10th 1984 TMP-390 EDI SSM-12-L NEMA(new)TS-1 12 Total 12 Total 4 Type III 12 0 8
27.LEWIS&20th 1979 TMP-390 Honeywell TCM 2000 NEMA(old)TS-1 10 Total 12 Total 4 Type III 12 0 8
28.LEWIS&28th 2004 Remodel ITMP-390 I IDC LCD-12P I NEMA(new)TS-1 13 Total 15 Total 14 Type III 1 10 1 0 1 8
29."A"&OREGON 1985 TMP-390 EDI SSM-12-L NEMA(new)TS-1 10 Total 10 Total 2 Type III&2 Type II 12 0 8
30."A°&4th 1988 TMP-390 EDI NSM-12L NEMA(new)TS-1 8 Total 8 Total 4 Type III 8 0 8
31."A!'&10th 1984 TMP-390 EDI NSM-12L NEMA(new)TS-1 12 Total 12 Total 4 Type III 12 0 8
32.AINSWORTH&10th 1974 TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 8 Total(ne 8 Total 2 Type III&2 Type II 10 0 8
33.HENERY&20th 1991 TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 2 Total 5 Total 4 Type III 8 0 8
34.SUN WILLOWS&20th 1996 TMP-390 EDI SSM-I2-LE NEMA(new)TS-1 5 Total 9 Total 3 Type III&1 Type II 10 0 8
35.ARGENT&20th 2005 TMP-390 IDC LCD-12P NEMA(new)TS-1 16 Total 13 Total 4 4 8
36.PEARL&20th 2005 TMP-390 I IDC LCD-12P NEMA(new)TS-1 116 Total 113 Total 1 6 2 1 8
37.SANDIFUR&ROAD 68 2004 TMP-390 IDC LCD-12P NEMA(new)TS-1 16 Total 13 Total 7 5 8
38.BURDEN&CONVENTION DR 2004 TMP-390 IDC LCD-12P NEMA(new)TS-1 16 Total 113 Total 8 2 8
39.ARGENT&ROAD 68 2004 TMP-390 IDC LCD-12P NEMA(new)TS-1 Camera Detection 5 4 8
40.BURDEN&ROAD 68 1997 M1 EDI Smart Monitor MMU NEMA TS-2 Type 1 12 Total(nel 12 Total 4 Type III 7 3 8
41.ROAD 68&CHAPEL HILL 2004 TMP-390 EDI Smart Monitor MMU NEMA(new)TS-1 16 Total 13 Total 11 0 2
42.BROADMOOR BLVD&CHAPEL HILL 2006 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 16 Total 13 Total 4 4 4
43.BROADMOOR BLVD AND SANDIFUR 1 2009 M1 EDI Smart Monitor MMU NEMA TS-2 Type 1 20 Total 10 Total 4 Type III 5 1 8
44.ROAD 68&WRIGLEY DR 2006 TMP-390 SSD Guardian LCD-12P NEMA(new)TS-1 16 Total 10 Total 14 Type III 4 5 8
45.ARGENT RD AND ROAD 80 2009 M1 EDI Smart Monitor MMU NEMA TS-2 Type 1 20 Total 10 Total 14 Type III 6 2 8
46.ARGENT RD AND ROAD 84 2009 M EDI Smart Monitor MMU NEMA TS-2 Type 1 20 Total 112 Total 14 Type 111 1 5 3 8
MONTHLY TRAFFIC SIGNAL INSPECTION EQUIPMENT UPDATE STATUS
WSDOT INTERSECTION NAME INSTALLAT YEAR ION Controller Firmware Cabinet Communication Notes
1.Interstate l82 EB&Road 100(Broadmoor) 2070 Voyage 332 EnCom wireless
2.Interstate 182 WB&Road 100(Broadmoor) 2070 Voyage 332 EnCom wireless
3.Interstate 182 EB&Road 68 2070 Voyage 332 EnCom wireless
4.Interstate 182 WB&Road 68 2070 Voyage 332 EnCom wireless
5.Interstate 182 WB&Argent Road 2070 Voyage 332 dial up phone connection
6.Interstate 182 WB&20th Ave 170 Wapiti 332 none or dial up
7.Interstate 182 EB&20th Ave 170 Wapiti 332 none or dial up
8.Interstate 182 WB&4th Ave 170 Wapiti 332 none or dial up
9.Interstate 182 EB&4th Ave. 170 Wapiti 332 none or dial up
10.US 395 SB&Court St 170 Wapiti 332 none
11.US 395 NB&Court S[ I 170 Wapiti 332 none
12.SR 397(Oregon Ave)&Lewis St(SEE#2I on City summary) TMP 390 TMP 390 NEMA(new)TS-1 none City operates and maintains;WSDOT has no remote connection
13.SR 397(Oregon Ave)&A Street(SEE#29 on City summary) TMP 390 TMP 390 NEMA(new)TS-1 none City operates and maintains;WSDOT has no remote connection
14.SR 397(Ainsworth)&10th Avenue(SEE#32 on City summary) TMP 390 TMP 390 NEMA(new)TS-1 none City operates and maintains;WSDOT has no remote connection
WSDOT South Central has no current central signal system in use
APPENDIX B - CITY OF PASCO WIRELESS NETWORK &
PUD FIBER NETWORK
CITY OF PASCO StCNALtZED tNTERSECTtONS &
TRAFFIC COMMUNtCATtONS NETWORK
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SCALE BAR •�
UPDATED: 07 30 2013
CITY AA PASCO StCNALtZED tNTERSECTtONS A
COMMUNtCATtONS SYSTEM
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1 =FLASHING BEACON
=COP SIGNALIZED INTERSECTION
' =STATE SIGNALIZED INTERSECTION �
=PROPOSED SIGNALIZED INTERSECTION
- — - =FUTURE ROADWAY ` ` E) UPAI i
Z._ CENTEIE R
t� =FUTURE ROUNDABOUT
Q =VIDEO (PTZ CAMERA) _
=EXISTING FIBER DROP*
0 =PROPOSED FIBER DROP*
=PUD FIBER EXIST*
=FUTURE COMMUNICATION CONNECTION* CITY OF
(IF FIBER,INCLUDE NEW DROP NEAR SIGNAL CABINET) PA ,
=PERMANENT TRAVEL TIME, SPEED, Tx L i
ORIGIN-DESTINATION SYSTEM(BLUETOOTH )
=BATTERYBACKUP SYSTEM
* =ENHANCED TRAFFIC SIGNAL DETECTION \
*ALL COMMUNICATION LINKS SUBJECT TO CHANGE BASED ON SITE
SCALE BAR
UPDATED:0310312014 SURVEY, TESTING&VALIDATION.
APPENDIX C - CITY OF PASCO ATMS
NEEDS & MINIMUM REQUIREMENTS
System Engineering for Pasco Signals Local&Central Software/Firmware System
Local Signal Controller Firmware
Needs Mandatory Requirements Optional Requirements
Average response time to agency assist/technical requests of less
than two business days;
Have a user forum updated at least monthly;
A minimum of 10 agencies currently operating local controller
software;
Software that will be supported and Meets current NEMA TS2,IEEE,and NTCIP standards
last long into the future and is
compatible with other ITS components Runs seamlessly on CalTrans specified 2070E controller hardware.
Runs seamlessly on NEMA TS2 Type 1 cabinet hardware and system.
One vendor shall provide local and central software.Local and central
software shall operate under a single programming entity Runs seamlessly on ATC standard 5.2b or more recent hardware
Supports a minimum of 8 traffic signal phases and 4 overlap phases and 4
pedestrian phases
Supports a minimum of 10 coordination plans,scheduled,along with settings
unique to each timing plan(e.g.varying max times,ped times,event timing
plans/parameters) Includes a variable max time that adjusts based on demand
Accomodates using multiple settings for traffic signal preemption(railroad Does truck signal priority(green extension based on approaching
and emergency vehicle) truck)
Flexibility in signal phasing and timing Accomodates with multiple standard settings for transit signal priority(early
to address unique situations green and green extension) Supports extended walk functionality allowed within 2009 MUTCD
Accomodates user-configurable preemption recovery settings,such as
returningto phase with longest delay or queue.
Accomodates FYA directly through built in software settings,including ability
to turn on/off conditionally(statically or dynamically implemented).A Accomodates conditional FYA operation,such as not-ped and gap-
minimum of time of day control of FYA is required. dependent settings.
Has a logic processor with at least 20 lines,and or supportive of at
least 50 unique functional settings,allowing for user-customizable
solutions
Accomodates active monitoring,alerts and logging for detector status,faults, Controller software version updates occur within 2 minutes on the
etc.(NEMA T52 faults) 2070 hardware platform.
Comprehensive signal performance Performance logging of key metrics:
measures along with an intuitive Cycle,split,offset,phase order Performance logging of key metrics:
architecture,making active Coordination status Phase termination type(max out,force off,or gap out)
management easy Preemption/Priority Status Quality of progression(e.g.%arrivals on green/red)
Traffic Volumes Frequency of pedestrian service intervals(distinguish extended
walk)
Controller software version updates can occur in mainline green
dwell mode or flash mode(user-configurable).
Central Signal Controller Software
Needs Mandatory Requirements Optional Requirements
Windows based program
Modern graphical user interface with a map/aerial background import option;
Easy to understand and use Live signal phasing and timing display,as well as at least the last cycle
durations,phases services(vehicle,peds,bikes,transit)
One vendor shall provide local and central software.Local and central
software shall operate under a single programming entity
Shall support NTCIP and TC/IP Ethernet standards Shall support traffic responsive and or adaptive signal controls.
Shall provide database transfer(e.g.signal timing)and comparison capability Shall support signal preemption and priority logging,monitoring,
between central control and field devices. and management.
Shall utilize distributed control to support monitoring and control of multiple
intersections.
Shall support multiple users as an enterprise software
Shall support at least once per second status polling
Robust ITS and signal control Shall provide for video control and monitoring(PTZ,CCTV or video detection) Within a single point and click video images can be pulled up;
functionality Shall support prioritized alarm events by threshold and types
Shall support the ability to provide both pre-defined and customized reports
Shall support user-defined access privileges
Shall support VPN/internet access without interfering with central and local
signal control and operations
Shall provide time-space diagrams and other diagnostic graphics and tools to
assist in infrastructure health and signal timing effectiveness.
Shall provide a display and query functionality for performance logging
metrics defined in local controller software(see above)
Shall work within City managed IP-based network on HP hardware
Shall work under a Windows 7 operating system in a server environment.
Database software will be required to operate securely in a Microsoft SQL
Server 2008112 or later,64 bit environment and may be required to operate In
a shared SQL Server instance
Works seamlessly with existing City Shall work within an"industry accepted"architecture,be expandable,an
engineering and IS signal/ITS seamlessly function within an Ethernet Local Area Network Environment.
equipment Shall work with ESTEEM wireless modems/spread-spectrum(5.8 GHz)
communication system
Shall work with Sony PTZ cameras
Shall work with GTT Opticom preemption/priority equipment
Shall work with Ruggedcom Ethernet switches
Shall work with single mode fiber optics communication system
IP-Based Closed Circuit Television Pan-Tilt-Zoom Camera Assembly
Pan-tilt-zoom(PTZ)closed circuit television cameras shall be supplied as a unit including camera with
integrated lens, id generator, camera controller,pressurized environmental enclosure,pan and tilt
mechanism, tinted dome, rain/sun shade, and the camera system shall be Internet Protocol or IP-based.
PTZ cameras shall meet the following minimum requirements:
• Cameras shall be compatible with ATMS central traffic signal system via either direct integration or
via a hyperlink
• Climate controlled weatherproof dome(heater,fan if required by manufacture)
• Day/Night operation
• I color lux night capability
• .1 b\w lux night capability
• 28 x optical zoom
• 360 degree endless rotation
• 200 degree tilt
• 720p HD resolution
• 30 frames per second
•
H.264, JPEG, and MPEG compression
• Video motion detection
• Preset and Tour Mode capable
• Audio Capable
• ONVIF(Compatible with multiple vendors CCTV manager and recording systems)
• DEPA Intelligent Video Analytics
The PTZ CCTV cameras shall seamlessly and fully integrate operationally with the IP Camera Video
Management and Recording Software already procured, but subject to confirmation from City engineering and
IS staff.
CITY AA PASCO StCNALtZED tNTERSECTtONS A
COMMUNtCATtONS SYSTEM
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=PROPOSED SIGNALIZED INTERSECTION
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Z._ CENTEIE R
t� =FUTURE ROUNDABOUT
Q =VIDEO (PTZ CAMERA) _
=EXISTING FIBER DROP*
0 =PROPOSED FIBER DROP*
=PUD FIBER EXIST*
=FUTURE COMMUNICATION CONNECTION* CITY OF
(IF FIBER,INCLUDE NEW DROP NEAR SIGNAL CABINET) PA ,
=PERMANENT TRAVEL TIME, SPEED, Tx L i
ORIGIN-DESTINATION SYSTEM(BLUETOOTH )
=BATTERYBACKUP SYSTEM
* =ENHANCED TRAFFIC SIGNAL DETECTION \
*ALL COMMUNICATION LINKS SUBJECT TO CHANGE BASED ON SITE
SCALE BAR
UPDATED:0310312014 SURVEY, TESTING&VALIDATION.