Table of Contents APPENDIX A CONCEPTS OF NATIONAL ITS ARCHITECTURE...A-1 APPENDIX C TRI-MET PROJECT MANAGERS...C-1

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3 Table of Contents Table of Contents TABLE OF CONTENTS...III EXECUTIVE SUMMARY... V 1.0 OVERVIEW Background What is ITS? Mission, Goals and Objectives Benefits of ITS ITS Projects Regional Architecture Project Cost Summary Project Schedule TRI-MET ITS PROJECT DESCRIPTIONS TM001 Transit Tracker (Real Time Customer Information Displays) TM002 Transit Signal Priority TM003 LIFT Scheduling System Upgrade/Electronic Data Transmission TM004 Automated Stop Announcements TM005 Bus Dispatch System Upgrade TM006 Scheduling System Software Procurement TM007 Radio and Microwave Replacement Project TM008 DISPATCH Operations Utilities Program TM009 Automated Yard Mapping and Vehicle Assignment Project TM010 LIFT Program Integrated Voice Response REGIONAL ITS PROJECT DESCRIPTIONS OR0158 Transit Buses as Traffic Probes OR0204 Regional ATIS Sustainable Business Model Deployment APPENDIX A CONCEPTS OF NATIONAL ITS ARCHITECTURE...A-1 APPENDIX B PROJECT COST ESTIMATES... B-1 APPENDIX C TRI-MET PROJECT MANAGERS...C-1 PB Farradyne iii

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5 Executive Summary Executive Summary This report represents Tri-Met s 5-year plan for the deployment of Intelligent Transportation System projects (ITS) from FY 2002 to FY Simply stated, ITS is the application of technology in transportation systems. Integrating ITS in Tri-Met s bus and rail systems offers the Portland region opportunities for improvements to the transportation system through enhanced efficiency and safety. For Tri-Met and other transit systems, ITS projects can increase ridership and improve customer service through efficiencies such as better system on-time performance and reduced agency cost. Tri-Met has developed this plan to ensure the Portland region is able to reap the benefits of ITS; thus, projects were chosen that support each other as well as regional integration, build on the agency s existing infrastructure, and offer opportunities for future ITS expansion. This plan also addresses the federal rule for conformance with the National ITS Architecture and Standards under the Transportation Equity Act for the 21st Century (TEA-21). Additional background information can be found in the Overview section of this report. In addition, the Overview includes the goals and objectives of this plan and the benefits of ITS projects, as well as brief summaries of the regional architecture, project costs and a proposed schedule. This plan includes regional projects as well as projects that are internal to Tri-Met. The agency has identified a set of ten internal ITS projects that build on the region s ITS infrastructure. Detailed information on Tri-Met s ITS projects can be found in Section 2.0 Tri-Met ITS Project Descriptions. The Portland region also has begun to work toward deployment of operational ITS projects through TransPort, a regional partnership of both the public and private sectors. The current TransPort plan contains 15 regional ITS projects. Tri-Met has been a significant contributor on three of these projects. See the Regional ITS Project Descriptions section for more detail on two of these projects. The third regional project- -OR0206 Regional Intermodal Transit Traveler Information and Security System-- closely parallels Tri-Met s Transit Tracker project. This plan also includes three appendices. Appendix A provides a general introduction to concepts of the National ITS Architecture as well as a glossary of the definitions relevant to the Tri-Met 5-Year ITS Plan. Appendix B includes estimated capital costs for each project. Finally, Appendix C lists the project managers assigned to each project at the time of publication. The twelve projects that are the subject of this plan are listed below with a brief description as well as total capital costs and major milestones. Tri-Met Internal Projects TM001 Transit Tracker (Real Time Customer Information Displays) : This project will provide real time transit information (e.g., vehicle arrival information or service disruption messages) to the internet, 50 rail stations, and 250 bus stops. The total project cost is expected to be $3.5 million with the prototyping, evaluation and initial deployment completed in the next two years. Additional deployment of approximately 50 locations will occur yearly. PB Farradyne v

6 Executive Summary TM002 Transit Signal Priority: This project will extend the green-time at 250 traffic signals for all buses running behind schedule in Portland and, potentially, throughout the region. The total project cost is estimated at $4.5 million ($1.5 million Tri-Met and $3 million City of Portland) with initial field installation and field-testing completed by next year. TM003 LIFT Scheduling System Upgrade/Electronic Data Transmission: This project will upgrade the LIFT paratransit scheduling software to improve the interface with the bus dispatch system, upgrade the driver manifest system, and enhance the driver display and interface equipment. In the next year the PASS/BDS interface will be improved to eliminate retyping of manifest changes by LIFT operators. In the long term, all LIFT buses will be moved to Advanced Mobile Data Terminals (AMDTs) and the LIFT scheduling system will be fully integrated with the BDS. The total project cost is estimated at $2.8 million. TM004 Automated Stop Announcements: This project will provide the capability for audible messages on all of Tri-Met s bus fleet. The automatic announcement of stops will allow visually impaired passengers to identify their location, similar to the system in operation on the MAX light rail. Deployment of the Automated Stop Announcement equipment will follow new fleet procurements. Current fleet replacement schedule projections are approximately 75 a year in 2004 and Total project cost is estimated at $725,000. TM005 Bus Dispatch System Upgrade: This project moves Tri-Met s computer-aided bus dispatch system toward mainstream, vendor supported products that are compatible with Tri-Met s enterprise vi data model. In the next year the operating system will be upgraded and modern workstations will be acquired. Over the next three years the system will be upgraded to OrbCad NT. The project will support use of current vehicle equipment (In-Vehicle Units or IVUs ) as well as new vehicle equipment (Advanced Mobile Data Terminals or AMDTs ) built by Orbital TMS. Total project cost is estimated at $2.3 million. TM006 Scheduling System Software Procurement: This project will replace Tri-Met s current software that is responsible for run cutting and schedule blocking. The new system will provide stronger linkages between the scheduling system and other Tri-Met databases as well as an improved user interface and more powerful runcutting and blocking algorithms. The system will be installed and tested in the next year. Total project cost is $900,000. TM007 Radio and Microwave Replacement Project: The Radio and Microwave Replacement project will involve the replacement of UHF fixed and mobile radio equipment and several microwave hops. In the next year, all transmitters and receivers at Tri-Met s remote sites will be replaced. Digital microwave links will replace the current analog system except at the Mount Scott- Polivka and Justice Center sites. In concert with the BDS upgrade, the system will be upgraded to Motorola Gold in The existing UHF and 800 MHz mobile radio system configuration will be retained. Total project cost is $6.4 million. TM008 DISPATCH Operations Utilities Program: The Dispatch Operations Utilities Program includes ongoing agency initiatives to develop software that enhances the PB Farradyne

7 Executive Summary functionality of both BDS and rail control software. This project will be completed using Tri-Met in-house staff. There are no capital costs associated with the project. TM009 Automated Yard Mapping and Vehicle Assignment Project: The Automated yard mapping and vehicle assignment project will use the existing communication and bus dispatch system and transit vehicle Global Positioning System (GPS) to correctly locate all transit vehicles in the yard and assign them to blocks (trains). This project will be reviewed by Tri-Met s Information Technology Committee (ITC). If approved by the ITC, a bus assignment model will be developed in the next two years and the benefits of an automated fleet assignment process will be evaluated. Deployment of the system will begin in This project is funded through Tri-Met operating funds (software modifications). TM010 LIFT Program Integrated Voice Response: This project develops Integrated Voice Response (IVR) features that will give customers more positive control over how and when they request, reserve, receive confirmation, change or cancel LIFT trips, and will also provide additional options for customer notification regarding service. The upgrade of the LIFT scheduling software in 2005 will allow for the incremental implementation of IVR features in following years. Total project cost is $200,000. Regional Projects OR0158 Transit Buses as Traffic Probes: Using buses as traffic probes, Tri-Met will report travel speeds over key corridors determined to be of interest to the City of Portland and the Oregon Department of Transportation. This data will allow these agencies to better monitor and manage the transportation system. The development and deployment of the system will occur this year, depending on the regional allocation of Federal ITS grant funding. Total project cost is $250,000. OR0204 Regional ATIS Sustainable Business Model Deployment: The deployment of the regional advanced traveler information system would take distribution of transportation information to the next level, with information tailored specifically to the needs of individual travelers. The Tri-Met portion of this project would primarily entail the collection and distribution of real time operational data, as well as schedule and fare data. The development and deployment of the system will occur this year, depending on the regional allocation of Federal ITS grant funding. Total project cost is $200,000. PB Farradyne vii

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9 Overview 1.0 Overview 1.1 BACKGROUND Tri-Met has a long history of using technology to improve bus, rail and paratransit service. While early projects involving technological advances were not referred to as Intelligent Transportation Systems (ITS) projects, they would be considered ITS projects if they were done today. Examples of these early projects include the radio and microwave system, which was installed in 1981 and expanded in 1983; the first automatic passenger counters which were installed in 1984; and traffic signal priority for MAX trains in In the decade that followed, Tri-Met s ITS program accelerated, with the installation of such important foundational systems as the computer-aided bus dispatch system (BDS) and rail control system (CCS). Currently, Tri-Met has identified ten ITS projects that build on this base infrastructure. These projects, together with several regional ITS projects that contain transit elements, are the focus of this 5-Year ITS Plan update. For many years the Portland metropolitan region has invested in multi-modal transportation solutions to enhance mobility and maintain the region s livability standards and reputation. Tri-Met s extensive state-of-the-art bus, rail and paratransit systems are representative of that commitment. More recently, the region has started to focus on Intelligent Transportation Systems (ITS) as a complementary means to enhance the efficiency and safety of travel. Examples of this focus are the freeway The Portland metropolitan region has been investing, for many years, in multi-modal transportation solutions to enhance mobility and maintain the region s livability standards and reputation. management system implemented by the Oregon Department of Transportation (ODOT) and the advanced signal control software used by the City of Portland to control most of its traffic signals. TransPort, a partnership that includes the States of Washington and Oregon, metropolitan planning organizations Metro and Regional Transportation Council, the Port of Portland, transit operators Tri-Met and C-TRAN and academic and private sectors, have been working to continue progress on the incremental conceptualization, planning, design, and deployment of operational ITS. In each of the last two years, the Portland region has received over half a million dollars in ITS earmark funds to develop regional ITS projects. A technical advisory committee (TransPort TAC) has prioritized the application of these funds toward regional projects that integrate and leverage on the various projects that have been completed by the individual regional partners. Several of these projects include transit participation and are included in Section 3 of this plan. Tri-Met s ongoing and planned ITS projects form the basis of this plan, which covers the time period from FY 2002 to FY 2006 (with FY 2000 serving as the base year). This update of Tri-Met s 5-Year ITS Plan ensures ITS projects deployed by the agency are cost effective and timely. A key element of this plan is the identification of a system architecture for Tri-Met s ITS projects. To best achieve cost efficiency and interoperability goals, project PB Farradyne 1

10 Overview inter-relationships and associated system interfaces and standards need to be evaluated and clearly defined during the project planning stage. This plan addresses these needs. Another benefit of completing system architecture documents is to address the federal rule for conformance with the National ITS Architecture and Standards. Section 5206(e) of the Transportation Equity Act for the 21st Century (TEA-21) requires that ITS projects using funds from the Highway Trust Fund (including the Mass Transit Account) conform to the National ITS Architecture and Standards. The federal rule requires that ITS projects that affect regional integration be evaluated for institutional and technical integration with transportation systems and service within the region, as well as consistency with the applicable regional ITS architecture or the National ITS Architecture. To meet the federal rule ITS projects should: Engage a wide range of stakeholders (internal and external); Enable the appropriate electronic information sharing between stakeholders; Facilitate future ITS expansion; and Consider the use of applicable ITS standards. ITS focuses on increasing the efficiency of existing transportation resources, in order to improve the overall performance of the system. safety, to provide services to travelers and to assist transportation service providers to implement suitable traffic management strategies. ITS focuses on increasing the efficiency of existing transportation resources, in order to improve the overall performance of the system. Improving the system is achieved by providing better management of transportation systems, and by providing services and information to travelers so they can make better travel decisions. 1.3 MISSION, GOALS AND OBJECTIVES The projects presented in this report support Tri-Met s specific ITS goals as well as the agency s principal mission of improved mobility for all members of the community. To ensure the deployment of the ITS projects listed in this report are cost effective while at the same time providing Tri-Met s customers with better service, the agency has developed the mission statement, goals and objectives listed below: ITS Mission To ensure the planning, development, and implementation of intelligent transportation systems at Tri-Met and to support Tri-Met s Strategic Plan s mission of improving mobility in a growing, compact, urban region. Goals 1.2 WHAT IS ITS? Intelligent Transportation Systems involve the application of advanced technology to solve transportation problems, to improve 2 Through the deployment of ITS projects, Tri-Met expects to accomplish the following goals and objectives: PB Farradyne

11 1. Increase Regional Mobility ITS can increase the mobility of all travelers through improved reliability without expanding the physical capacity of the transportation system. In addition, ITS can offer more convenient service to customers, particularly those users with disabilities. 2. Increase Regional System Performance ITS offers transportation service providers the opportunity to better manage transportation demand and supply. ITS can provide Tri-Met with real time information on the transportation system, which can allow the agency to quickly respond to service disruptions and continue the efficient movement of passengers. 3. Reduce Agency Costs Both operating and maintenance costs can be reduced through more efficient use of existing resources. 4. Increase Customer Satisfaction ITS provides transit customers with information before, during and after a trip, eliminating some of the uncertainty of public transportation. ITS projects can also enhance customer satisfaction by improving service reliability as well as reducing travel time. Objectives 1. Improve customer service both internally and externally through optimized ITS planning. 2. Ensure Tri-Met s ITS projects are cost effective as well as supportive of each other and the existing ITS infrastructure in the region. Travelers in the Portland region will stand to gain many benefits from the implementation of ITS projects. Tri-Met 5-Year ITS Plan Overview 3. Provide a platform for joint venture ITS projects with regional partners. 1.4 BENEFITS OF ITS Travelers in the Portland region will stand to gain many benefits from the implementation of ITS projects. The evaluation of national ITS programs and ITS user-benefit studies indicate that the Portland region can expect to experience a number of measurable benefits when full deployment is achieved. Some examples of national experience with ITS transit deployment are provided below. Using transit automatic vehicle location, signal priority, computer-aided scheduling and dispatch will: Improve system on-time performance; Maintain same quality of service with potential fleet reduction; and Enable enhanced flexible/on-demand service with reduced wait time, reduced cost, and increased ridership. Providing enhanced and sustained access to public agency transportation data will: Allow travelers to adapt their travel plans by potentially altering their travel time or route; Create a more sustainable business environment for private sector traveler information service providers; and Create integrated seamless access to regional data for planners. The region has already begun to experience the benefits of ITS specifically through the PB Farradyne 3

12 Overview deployment of a new bus dispatching system using automatic vehicle location and automatic passenger count technology. Tri-Met, in partnership with Portland State University, is undertaking a TransNowsponsored research study to assess the impacts of full deployment of their new bus dispatching system in terms of service reliability and operating performance. The results of the initial implementation are already apparent on the eight routes selected for study. In general, this project has provided travel time savings, and specific findings are summarized below: Tri-Met s overall on-time performance improved from 69% to 83% Early arrivals declined from 15% to 5% Schedules have been improved based on information provided by the Bus Dispatch System (BDS). Some example benefits include: Line 72 PM peak improvements: 62% to 77% on time improvement 36% improvement in bus spacing Overloaded trips decreased from 24% to 2% 60% reduction in reported pass-ups Line 17 improvements: 70% to 83% on time improvement PM peak late decreased from 42% to 24% 1.5 ITS PROJECTS Based on Tri-Met s goals and objectives, the agency has proposed twelve ITS projects. Ten of these are projects to be deployed internally, while two projects are part of Tri-Met s regional ITS partnerships. These inter-related core projects will ensure that Tri-Met is able to build upon the region s existing ITS infrastructure and achieve Tri-Met s overall mission. Tri-Met s deployment plan includes the following projects: Tri-Met Internal Projects TM001 Transit Tracker (Real Time Customer Information Displays) TM002 Transit Signal Priority TM003 LIFT Scheduling System Upgrade/Electronic Data Transmission TM004 Automated Stop Announcements TM005 Bus Dispatch System Upgrade TM006 Scheduling System Software Procurement TM007 Radio and Microwave Replacement Project TM008 DISPATCH Operations Utilities Program TM009 Automated Yard Mapping and Vehicle Assignment Project TM010 LIFT Program Integrated Voice Response 4 PB Farradyne

13 Overview Regional Projects OR0158 Transit Buses as Traffic Probes OR0204 Regional ATIS Sustainable Business Model Deployment Each of these projects offer Tri-Met an opportunity to improve mobility and customer service while at the same time supporting joint ventures and partnerships with regional partners. Figure 1 provides a simple graphic depicting each project and the relationship with Tri-Met s existing ITS, communication, and information technology infrastructure. TM006 Scheduling System Software TM005 Bus Dispatch System Upgrade TM001 Transit Tracker OR0204 Regional ATIS Sustainable Business Model Deployment TM002 Traffic Signal Priority Bus Dispatch System Radio/Microwave System TM004 Automated Stop Announcements TM009 Automated Yard Mapping and Vehicle Assignment Scheduling System Enterprise Data Model GIS Database TM008 Dispatch Operations Utilities Program OR0158 Transit Buses As Traffic Probes TM010 LIFT Program Integrated Voice Response Rail Control & Command System WAN/LAN Development TM003 LIFT Scheduling System Upgrade TM007 Radio / Microwave Replacement Project Figure 1: Project Summary A summary description of each project is provided below. Full project descriptions are in the following sections of this report. Tri-Met ITS Project Descriptions TM001 Transit Tracker (Real Time Customer Information Displays) : This project will provide transit customers with real time transit information (e.g., vehicle arrival information or inter-modal connection/transfer information) using several communication technologies and display formats. TM002 Transit Signal Priority: This project will allow buses that are behind schedule to make up travel time by extending the green-time for buses at designated traffic signals in Portland and potentially throughout the region. PB Farradyne 5

14 Overview TM003 LIFT Scheduling System Upgrade/Electronic Data Transmission: Upgrading the LIFT paratransit scheduling software will improve the interface with the bus dispatch system, update the driver manifest system with a fully electronic system, and enhance the driver display and interface equipment with a graphic display. TM004 Automated Stop Announcements: This project will provide for the automated announcement of stop information on Tri-Met s bus fleet in a manner similar to the system that is currently in operation on Tri-Met s MAX light rail. Tri-Met buses will have the capability to provide audible messages so that visually impaired passengers can identify their location, per ADA compliance requirements. TM005 Bus Dispatch System Upgrade: The objective of the Bus Dispatch System (BDS) Upgrade project is to upgrade the BDS software to a fully supported version, to provide support for other ITS applications and to allow supervisors to participate more fully in the management of the transit system. TM006 Scheduling System Software Procurement: This project will replace Tri-Met s current software that runs on a mainframe and is responsible for fixed route operator and vehicle scheduling. This new system will provide improved graphic user interface and more efficient run cuts and vehicle scheduling blocks. TM007 Radio and Microwave Replacement Project: This project will involve the retention of the existing microwave and 800 MHz mobile radio 6 system configuration, replacement of UHF fixed and mobile radio equipment, and certain other improvements. The new UHF radio equipment will be similar to the existing equipment, which will enable a transparent replacement process for users of both fixed and mobile equipment. TM008 DISPATCH Operations Utilities Program: The Dispatch Operations Utilities Program includes ongoing agency initiatives to develop software-based enhancements that improve operations efficiency and associated data management and reporting needs. Tri-Met Operations Dispatch staff currently use a variety of electronic and manual support tools to manage day-to-day operations activities within the rail, bus and paratransit systems. TM009 Automated Yard Mapping and Vehicle Assignment Project: The Automated Yard Mapping and Vehicle Assignment Project will use the existing communication and bus dispatch system, and transit vehicle Global Positioning System (GPS) to correctly locate transit vehicles in the yard and assign them to blocks (trains). TM010 LIFT Program Integrated Voice Response: This project develops Integrated Voice Response (IVR) features that will give customers more positive control over how and when they request, reserve, receive confirmation, change or cancel LIFT trips, and will also provide additional options for customer notification regarding service performance status. Tri-Met has the opportunity to realize savings in terms of cost and performance improvements that are available through regional PB Farradyne

15 Overview partnerships (and vice versa). TransPort regional projects specific to transit include the following: Regional ITS Project Descriptions OR0158 Transit Buses as Traffic Probes: Tri-Met buses that travel along a number of key corridors will report travel speeds over selected segments determined to be of interest to the City of Portland and the Oregon Department of Transportation (ODOT). The travel time data will enhance the City of Portland s and ODOT s ability to monitor performance and cooperatively manage their facilities within the regional transportation system. OR0204 Regional ATIS Sustainable Business Model Deployment: The deployment of the regional advanced traveler information system would take delivery of transportation information to the next level with information tailored specifically to the needs of individual travelers. The Tri-Met portion of this project would include: (1) collection and preparation of real time operational data, schedule and fare data in a suitable regional format and structure, and (2) distribution of that data through a real time server to businesses willing to provide this information to individual travelers. 1.6 REGIONAL ARCHITECTURE A key step in developing and deploying Tri-Met s ITS infrastructure is the identification of the architecture for individual projects as well as the role each plays in the region s architecture. An architecture defines the functions that must be performed to implement a given service, the physical entities or subsystems where these functions reside, the interfaces/information flows between subsystems, and the communication requirements for the information flows. Benefits that may be attributed to utilizing an architecture approach in the design, implementation and operation of ITS, include: Reduced risk, Cost savings, and Further development of the big picture of the system. Appendix A provides a general background on the history, structure and benefits of developing an ITS architecture. In addition, Appendix A includes a glossary of architecture terms relevant to Tri-Met s 5- Year ITS Plan. Figure 2A: Tri-Met Physical Architecture Connectivity (as an element of TransPort) and Figure 2B provide an overview of Tri-Met s regional transit architecture including ties to other external agencies. PB Farradyne 7

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17 Overview X47 Tri-Met Transit Fleet Manager TRVS Tri-Met Supv On-Board Vehicle Subsystem X49 Tri-Met Mobile Supervisor X49 Tri-Met Central Dispatch & Operations Staff TRMS coordination (Tri-Met - C-TRAN) transit supervisor management data (C-TRAN) transit vehicle schedule performance transit fleet manager input transit operations planning data transit system data (C-TRAN) transit vehicle location data Figure 2A: Tri-Met Physical Architecture Connectivity (as an element of TransPort) transit operator management data transit operator display TRMS Tri-Met Central Bus Dispatch & Operations (Fixed Route & Paratransit) Center Street demand responsive transit request demand responsive transit plan transit driver availability transit vehicle probe status verification (voice coordination) (1) transit schedule information (2) driver instructions (3) request for vehicle measures (4) transit traveler information (5) route assignment (1) transit vehicle schedule performance (2) transit vehicle conditions (3) transit vehicle location data (4) transit vehicle passenger and use data (5) traveler request (6) (transit) vehicle probe data X52 Tri-Met Bus Driver transit driver display transit driver inputs X50 Tri-Met LIFT Paratransit Rider TRVS Tri-Met Bus On-Board Vehicle Subsystem (Fixed or LIFT) transit user outputs X50 Tri-Met Fixed Route Rider transit user outputs transit vehicle measures X51 Tri-Met Bus See Region 1 Architecture for additional detail TMS City of Portland Traffic Operations Center (TOC) (1) transit system data (2) transit vehicle probe data TRMS coordination (Bus - LRT) local signal priority request Tri-Met Supervisor (transit driver) display X49 Tri-Met Mobile Supervisor Tri-Met Supervisor (transit driver) inputs transit information user request transit information user request (1) transit traveler information (2) broadcast information (1) broadcast information (2) personal transit information TRMS Tri-Met Central Rail Operations (1) transit schedule information (2) driver instructions (3) request for vehicle measures (1) transit vehicle schedule performance (2) transit vehicle conditions (3) transit vehicle location data (4) transit vehicle passenger and use data TRVS Tri-Met Light Rail On-Board Subsystem (local) signal control request (LRT) RS Tri-Met Roadside Subsystems (LRT-Arterial Traffic Crossing Control) RS City of Portland Roadside Subsystems signal control status signal control data Ruby Junction transit vehicle measures (LRT) local signal priority request (bus) X51 Tri-Met Light Rail Vehicle RS X49 C-TRAN Transit System Operator(s) transit operator management data TRMS C-TRAN Transit Operations transit vehicle schedule performance TRVS C-TRAN Bus On-Board Vehicle Subsystem RTS Tri-Met Remote Info Access Services (Pylon/Kiosk) trip request (1) transit and fare schedules (2) transit traveler information (3) trip plan local traffic control priority request (LRT) local traffic control priority request (LRT) City of Gresham Roadside Subsystems RS City of Hillsboro Roadside Subsystems transit operator display driver instructions transit driver availability X52 C-TRAN Bus Driver(s) route assignment PIAS Tri-Met Personal Info Access Services transit user inputs transit user outputs (1) transit system data (2) (transit) vehicle probe data See Region 1 Architecture for additional detail ISP Region 1 Information Service Provider(s) Legend: Tri-Met Central Operations & Dispatch Facilities & Staff Tri-Met Operating Fleet & Staff (bus, train, operator) Tri-Met Customers (fixed or LIFT Riders, travelers) Tri-Met Roadside or Fixed Facilities (LRT, Pylon/Kiosk) Other Regional Transit (C-TRAN) Tri-Met & Regional Traveler Information Services Regional Infrastructure (State, County, City) transit user outputs transit user inputs X50 Regional Transit User transit user inputs transit user outputs See Region 1 Architecture for additional detail TMS ODOT Region 1 Traffic Management Operations Center (TMOC) PB Farradyne 9

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19 Overview Figure 2B: Region 1 Physical Architecture Connectivity X41 TMS City of Vancouver, WA X46 Traffic Operations Personnel WSDOT Roadway Environment Portland Airport X45 Traffic Portland Airport (PDX) RS Portland Airport (PDX) PMS Portland Airport (PDX) TMS WSDOT SW Region X12 Driver Portland Airport Private, Commercial, Transit, Emergency TMS Portland Airport Traffic Management (PDX) X45 RS WSDOT SW Region X56 Traveler Portland Airport RTS Remote Traveler Support Subsystem Portland Airport X12 Driver X58 Weather Service X41 Roadway Environment EMS Multnomah, Hood River County Emergency Management Traffic X12 RS ODOT Region 1 RS TMS X30 Other Regional Emergency Management Driver Private, Commercial, Transit, Emergency TMS Multnomah, Hood River County ODOT Region 4 & 5 Bend Tri-Met Regional Architecture (See Figure 2A) RS City of Portland ODOT Region 1 Traffic Management Operations Center (TMOC) X09 Construction & Maintenance TRMS Tri-Met TRMS C-TRAN To City of Portland Roadside Systems TMS City of Portland Traffic Operations Center (TOC) X46 Traffic Operations Personnel ODOT TMS ODOT Region 2 Salem to City of Portland TOC to ODOT Region 1 TMOC to METRO (not planned) to/from Regional ISP X46 EMS X31 Other ISP Public Data Interface Traffic Operations Personnel City of Portland CVAS Commercial Vehicle Administration Subsystem Other Regional Emergency Management EVS RTS Remote Traveler Support Subsystem Public Site(s) ISP Regional Information Service Provider(s) PMS Parking Subsystems City of Portland PS Metro PS RTC VS Vehicle Subsystem Emergency Vehicle Subsystem RS Regional Roadside Subsystem PIAS Personal Information Access Subsystem PMS EMMS X12 X64 DMV X37 Parking Service Provider X36 Parking Operator Regional Parking Management Subsystem X23 Map Update Provider X25 Transportation Planners Emissions Management Subsystem Driver Emergency Response X06 Commercial Vehicle Drivers X56 Traveler PB Farradyne 11

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21 Overview 1.7 PROJECT COST SUMMARY Project costs have been estimated for the 5-year time period of the plan (with FY 2001 included for reference purposes). Appendix B includes more detailed cost estimates for each project. The capital costs, shown in Figure 3 on the following page, represent the bulk of the costs associated with the projects. A summary of operating expense considerations is provided in each of the project descriptions. In general, operating expenses are not expected to be significant and, in several cases, the projects are anticipated to reduce operating expenses by replacing existing systems with state-of-the-art technology. PB Farradyne 13

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23 Overview Figure 3: Capital Costs Summary Tri-Met ITS Deployment Plan Summary Capital Costs FY2001 Budget FY2002 FY2003 FY2004 FY2005 FY2006 Tri-Met Capital Tri-Met Grant External Tri-Met Capital Tri-Met Grant External Tri-Met Capital Tri-Met Grant External Tri-Met Internal/ Grant Tri-Met Internal/ Grant Tri-Met Internal/ Grant 6-Year Total Proj.# TM001 Tri-Met Projects Transit Tracker/Real Time Customer Information Displays $313,000 $561,000 $0 $955,838 $0 $50,000 $677,644 $0 $0 $507,523 $179,428 $179,428 $3,423,859 TM002 Traffic Signal Priority $0 $0 $154,271 $0 $0 $218,082 $0 $0 $0 $0 $0 $0 $372,353 TM003 LIFT Scheduling System Upgrade $50,000 $0 $200,000 $158,000 $0 $0 $900,000 $0 $0 $1,450,000 $0 $0 $2,758,000 TM004 Automated Stop Announcements $0 $0 $0 $0 $0 $0 $0 $0 $0 $357,200 $366,600 $0 $723,800 TM005 Bus Dispatch System Upgrade $396,000 $0 $0 $70,000 $0 $0 $400,000 $0 $0 $1,100,000 $150,000 $150,000 $2,266,000 TM006 Scheduling System Software Procurement $55,000 $485,000 $0 $108,000 $0 $0 $65,000 $0 $0 $60,000 $60,000 $60,000 $893,000 TM007 Radio and Microwave Replacement Project $781,256 $920,744 $0 $2,069,000 $0 $0 $1,551,500 $0 $0 $871,500 $0 $0 $6,194,000 TM008* Dispatch Operations Utility Program $0 TM009 * Automated Yarding Mapping and Vehicle Assignment $0 TM010 LIFT Integrated Voice Response $0 $0 $0 $0 $0 $0 $200,000 $0 $0 $0 $0 $0 $200,000 Regional Projects OR0158 Transit Buses as Traffic Probes $0 $0 $0 $0 $0 $150,000 $0 $0 $100,000 $0 $0 $0 $250,000 OR0204 Regional ATIS Sustainable Business Model Deployment $0 $0 $0 $0 $0 $75,000 $0 $0 $50,000 $0 $0 $0 $125,000 *Projects listed without project costs have been included as placeholders. Cost projections will follow a decision as to which applications, if any, are developed. Tasks associated with these projects may also be accomplished using in-house staff. $1,595,256 $1,966,744 $354,271 $3,360,838 $0 $493,082 $3,794,144 $0 $150,000 $4,346,223 $756,028 $389,428 $17,206,012 PB Farradyne 15

24 Overview 1.8 PROJECT SCHEDULE Figure 4 provides a summary of activity over the 5-year horizon of this plan. The individual project descriptions detailed in Sections 2.0 and 3.0 provide additional schedule milestone data for all projects in Tri-Met s 5-Year ITS Plan. The majority of Tri-Met s internal projects as well as the regional projects were initiated in FY2000 and FY2001. In several cases, the ability of a project to meet its operational objective requires that another project s infrastructure is in place. Project interrelationships are shown in Figure 5. As an example of this interrelationship, the Bus Dispatch System Upgrade project is essential to many projects, as the enhanced functionality of the new system will be leveraged to initiate or enhance other projects. Transit Tracker, transit probes and automatic announcements of bus stops will all integrate with the advanced functionality of the Bus Dispatch System. Figure 4 Tri-Met ITS Plan Schedule Summary Tri-Met ITS Plan Schedule Major Activity Secondary Activity refer to the project descriptions (Section 2.0) for more detailed schedule information Proj.# Tri-Met Projects FY2001 FY2002 FY2003 FY2004 FY2005 FY2006 TM001 TM002 TM003 TM004 TM005 TM006 TM007 TM008 TM009 TM010 Transit Tracker/Real Time Customer Information Displays Traffic Signal Priority LIFT Scheduling System Upgrade Automated Stop Announcements Bus Dispatch System Upgrade Scheduling System Software Procurement Radio and Microwave Replacement Project Dispatch Operations Utility Program Automated Yard Mapping and Vehicle Assignment LIFT Integrated Voice Response Regional Projects OR0158 OR0204 Transit Buses as Traffic Probes Regional ATIS Sustainable Business Model Deployment 16 PB Farradyne

25 Overview Figure 5 Tri-Met ITS Project Relationships Tri-Met Project Relationships Dependent (Includes some or all dependent project elements) Related refer to project descriptions (Section 2.0) for more detail on project relationships TM001Transit Tracker/Real Time Customer Information Displays TM002 Traffic Signal Priority TM003 LIFT Scheduling System Upgrade TM004 Automated Stop Announcements TM005 Bus Dispatch System Upgrade TM006 Scheduling System Software Procurement TM007 Radio and Microwave Replacement Project TM008 Dispatch Operations Utility Program TM009 Automated Yard Mapping and Vehicle Assignment TM010 LIFT Integrated Voice Response OR0158 Transit Buses as Traffic Probes ORO24 Regional ATIS Sustainable Business Model Deployment Proj.# Tri-Met Projects TM001 Transit Tracker/Real Time Customer Information Displays TM002 Traffic Signal Priority TM003 LIFT Scheduling System Upgrade TM004 Automated Stop Announcements TM005 Bus Dispatch System Upgrade TM006 Scheduling System Software Procurement TM007 Radio and Microwave Replacement Project TM008 Dispatch Operations Utility Program TM009 Automated Yard Mapping and Vehicle Assignment TM010 LIFT Integrated Voice Response Regional Projects OR0158 Transit Buses as Traffic Probes OR0204 Regional ATIS Sustainable Business Model Deployment PB Farradyne 17

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27 2.0 Tri-Met ITS Project Descriptions Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions Project Descriptions This section includes detailed project descriptions for each Tri-Met ITS project. Each project has three individual tables that provide information unique to each project. Information in the first table includes Project Background, Project Plan, Project Objective Statement and Project Risks associated with the development of the project. The second table in each project description identifies elements of the National ITS Architecture relevant to the specific project. Architectural elements identified in this table include applicable Physical Entities (subsystems), Architecture Flows, Market Packages, Equipment Packages, User Services and Standards. In addition, a subsystem diagram for the project is provided. This diagram shows the relationship of subsystems required in developing the project. Information included in this table is intended to result in a project that conforms with the National ITS Architecture. The third table in each project description identifies institutional and funding issues that must be considered in the development of the project. Information contained in this table includes stakeholders (both internal and external), work related to the project that has been initiated elsewhere, required resources, project schedules, operations and maintenance and procurement options. Appendix C includes a list of the Tri-Met Project Managers responsible for each project at the time of publication of this document. PB Farradyne 19

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29 Tri-Met Project Descriptions: Transit Tracker 2.1 TM001 TRANSIT TRACKER (REAL TIME CUSTOMER INFORMATION DISPLAYS) Table 1 - Background Information Project ID TM001 Project Title Transit Tracker (Real Time Customer Information Displays) Project Tri-Met has deployed several advanced ITS technologies to improve Background the delivery of service on bus and rail. The computer-aided bus dispatch system (BDS) and the rail central control system (CCS) currently display the location and schedule status of all fixed-route vehicles to dispatchers and rail controllers, respectively. This information has considerable value to transit customers, both before they begin a trip and while they are waiting for a bus or rail vehicle to arrive. This project displays real time transit information to transit customers using several communications technologies and display formats to deliver information. It builds on currently deployed systems such as the BDS and rail CCS. Tri-Met believes that providing actual arrival times of transit vehicles and better information during service disruptions will improve customer satisfaction. This information will reduce perceived waiting times, help remove uncertainty to travelers, and help them make informed decisions. This, in turn, will allow travelers to use their time more productively. The "uncertainty" for transit customers varies depending on the expectations of the individual customer. It is expected that all transit users desire predicted bus arrival and inter-modal connection/transfer information (e.g., bus-bus and bus-rail) Tri-Met intends to address both in this project. Additional information needs include pre-trip planning, and more static information such as fare schedules and park and ride locations. Tri-Met addresses these needs through existing traveler information systems that will be integrated and enhanced with this new real time capability, where appropriate. Through a series of related capital investments, Tri-Met is now ideally positioned to deploy such a solution using existing infrastructure. This infrastructure can be used for delivery of real time transit traveler information 1 to the transit mall, rail platforms, transit centers, and key regional bus stops, as well as trip-planning kiosks and the Internet. At key inter-system transfer points, these real time transit displays will integrate transit information to provide a complete regional transit service. 1 The ITS term for Real Time Customer Information Displays PB Farradyne 21

30 Tri-Met Project Descriptions: Transit Tracker Project Plan The Transit Tracker project will be conducted in three phases: (I) prototype; (II) outreach and user feedback, evaluation of customer benefits and site-selection analysis, and then deployment of initial operational capability; followed by (III) full system deployment. Phase I: Tri-Met will deploy real time customer information displays at three locations that are representative of different types of transit facilities: a rail station (Gateway), a major bus facility (Salmon/5 th Avenue) and a selected bus stop with two standard shelters at the intersection of Northeast Martin Luther King, Jr. Boulevard. and Northeast Killingsworth. These prototypes will have the capability to display vehicle arrival times within 1-minute accuracy for vehicles that are less than 15 minutes away. The final stage of the Phase I prototype will focus on an audio component, enhancing the system s ability to serve customers with disabilities. Phase II: Tri-Met will conduct an evaluation of the traveler information displays (prototyped in Phase I) and continue a limited deployment of additional displays along the Phase I prototype bus and rail routes. The focus of the evaluation will be twofold. First, Tri-Met customers will be surveyed to determine user acceptance of the prototype system. This portion of the evaluation will also be used to conduct user benefits and site-selection analysis to determine the optimal locations in addition to the content and presentation for real time displays in future deployments. Secondly, a technical evaluation will be conducted on the system. This component of the evaluation will be used to identify any technical difficulties encountered during Phase I of the project. It is anticipated that this will significantly reduce the number of technical difficulties experienced in future deployments. A review of the American with Disabilities Act (ADA) compliance and acceptance for the visual and audio components of the site information system will be included in this phase. 22 PB Farradyne

31 Project Plan Continued Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Transit Tracker Under Phase II, additional display sites will be installed to continue to test system robustness and user acceptance. Up to 15 sites will be added along the bus routes included in the Phase I prototype, and up to 10 rail sites will be added focused on the new service to the airport. Phase III: Tri-Met will complete the deployment of the operational system. It is anticipated that, in addition to equipping additional sites, this phase will allow for content to be added, presentation to be enhanced, and new technologies (e.g., software, hardware, communications) to be leveraged to the advantage of a reduction in long-term operations and maintenance (O&M) costs. Prior to additional deployment, the system will be enhanced to account for changes from scheduled service. This work requires integration with the ongoing efforts of the Dispatch Operations Utilities Program (TM008) and with ongoing work for the BDS upgrade. The addition of an enhanced text messaging capability is another prerequisite to additional deployment. It is expected that Phase III deployment will include ongoing efforts to evaluate communication options, including use of Tri-Met communication infrastructure to replace the private Cellular Digital Packet Data (CDPD) system. Continued development and refinement of the prediction algorithms is also anticipated with a focus on methods to accommodate layovers, reroutes and major service disruption conditions, (e.g., snow days). The ability to automatically suppress arrival display information based on driver service disruption input will also be an element of the Phase III enhancements. Project Objective Statement It is expected that budgetary considerations may impact or potentially limit the rate of full system deployment. The overall objective of the Transit Tracker project is to develop and deploy an integrated regional system to collect, process and disseminate real time transit customer information to the transit mall, rail platforms, transit centers, bus shelters, and via the Internet and other external displays. PB Farradyne 23

32 Tri-Met Project Descriptions: Transit Tracker Project Risk(s) Programmatic (Scope, Schedule, Resources): The multi-phase deployment of the system poses some schedule challenges during the initial prototype stage programmed for FY2000-FY2001. The goal of near-term deployment will be balanced against the need to maximize the long-term benefits of initial infrastructure investments. Long-term deployment may be affected if operations and maintenance costs are higher than anticipated, (e.g., vandalism, equipment failure, increasing communication costs). These costs cannot be fully evaluated until additional deployment is completed and data is collected over a longer deployment period. Technical: Transit vehicle location data - The accuracy and continuous flow of real time bus and train location data is essential to the effective and reliable performance of the system. Open versus proprietary data interfaces - It would be preferred to have an extensible modular solution that presents data at clearly defined external interfaces; this allows future enhancement/service-life extensions. 24 PB Farradyne

33 Tri-Met Project Descriptions: Transit Tracker Table 2 - Architectural Requirements Physical Entities Primary: Transit Management (TRMS), Remote Traveler Support (RTS), Personal Information Access Subsystem (PIAS), Transit User (X50) Architecture Flows Market Packages Equipment Packages User Services Standards Secondary: Transit Vehicle Subsystem (TRVS), Transit Vehicle (X51) Primary: Transit information user request, transit traveler information, broadcast information, transit user inputs, transit user outputs, personal transit information Secondary: Request for vehicle measures, transit schedule information, transit vehicle location data, transit vehicle schedule performance, transit vehicle measures Primary: Transit Traveler Information (APTS8) Secondary: Transit Fixed-Route Operations (APTS2), Broadcast Traveler Information (ATIS1), Interactive Traveler Information (ATIS2) Primary: Transit Center Information Services, Remote Transit Information Services, Remote Interactive Information Reception, Personal Interactive Information Reception Secondary: On-Board Fixed-Route Schedule Management, Transit Center Fixed-Route Operations Primary: En-route Transit Information (2.2), Pre-trip Travel Information (1.1) Secondary: None ITE: TS 3.TCIP-CC, -SCH, -PI, -CPT, -SP and Frame. AASHTO: (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1489 and SAE: J1587, 1708, 2354, 2374, , -2, -4, -7, X, -7LX, PB Farradyne 25

34 Tri-Met Project Descriptions: Transit Tracker Subsystem Diagram Tri-Met Central Dispatch & Operations (TRMS) Transit Center Fixed- Route Operations Transit Center Information Services (1) request for vehicle measures (2) transit schedule information (1) transit vehicle location data (2) transit vehicle schedule performance Transit Vehicle X51 Tri-Met Bus or Train transit information user request (1) transit traveler information (2) broadcast information Tri-Met Traveler Information (RTS) Remote Transit Information Services Remote Interactive Information Reception (1) personal transit information (2) broadcast information transit information user request Tri-Met Traveler Information (PIAS) Personal Interactive Information Reception transit vehicle measures Tri-Met Bus or Train (TRVS) On-Board Fixed-Route Schedule Management transit user outputs transit user outputs transit user inputs transit user inputs Transit User X50 Tri-Met Bus or Train Rider 26 PB Farradyne

35 Tri-Met Project Descriptions: Transit Tracker Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Dispatch, Rail Controllers, Scheduling Staff, Customer Service Representatives and Road Supervisors Related Work External: C-TRAN and Tri-Met Passengers Internal: Accident/Incident Tracking System (ACID) This project will provide the user interface to allow dispatchers/rail controllers to log adjustments to scheduled service and have on-street displays reflect these changes. The Bus Dispatch System (BDS) will be modified to provide more frequent messages (90 seconds) from the vehicles, which are necessary to allow Phase III deployment. External: Tri-Met has the opportunity to examine similar projects that have been deployed both domestically and internationally. Examination of these projects could be accomplished through telephone discussions, site visits and review of project documentation and literature. These examinations can prove very effective in identifying lessons learned and best practices when deploying these types of projects. Tri-Met may want to specifically examine the transit components of: 1) SmartTrek -Seattle, Washington: Transit Watch, Bus View 2) NextBus Deployment -San Francisco, California Through the deployment of the Phase I prototype, this project will support the regional ITS projects as identified in TransPort, specifically the Transit Traveler Information and Security System Project (OR0206). Resources Capital Costs FY 2001: $729,374 FY 2002: $1,005,838 FY 2003: $677,644 FY 2004: $507,523 FY 2005: $179,428 FY 2006: $179,428 (See Appendix B for detailed cost information) PB Farradyne 27

36 Tri-Met Project Descriptions: Transit Tracker Schedule Operations and Maintenance Procurement Options Major Milestones FY 2000-FY 2001: Phase I Prototype + 25 additional (15 bus, 10 rail) FY th Quarter: Rail Platform Installations FY 2001: Phase II Evaluation FY 2002: Phase III Bus Mall Installations FY 2002-FY 2006: Phase III Additional Bus Installations (~50 locations/year) Additional ITS infrastructure deployed to support Transit Tracker displays will increase operation and maintenance costs. Properly operated and managed equipment will be essential to effectively support the functions of this system. Maintenance will be accomplished through a combination of Tri-Met staff and maintenance agreements. Several procurement opportunities are under consideration for this project. Common to all is the need to integrate with the OrbCad Upgrade project. The prototype stage of the project will include a combination of procurement approaches. This initial project will need to integrate with the existing BDS. Orbital Transportation Management Systems (Orbital TMS), the vendor for this system, is the most effective vendor to complete the integration. A sole source contract will be negotiated with Orbital TMS to complete the BDS integration. Full deployment will consider a negotiated sole source contract with Orbital TMS for the central system equipment and installation, and a competitive selection process for field equipment and installation. 28 PB Farradyne

37 2.2 TM002 TRANSIT SIGNAL PRIORITY Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Transit Signal Priority Table 1 - Background Information Project ID TM002 Project Title Transit Signal Priority Project The Portland region has demonstrated a high commitment to improving Background transit efficiency and reliability. Transit Signal Priority (TSP) provides a means to continue this commitment. Tri-Met is working closely with the City of Portland and other regional municipalities and counties to identify corridors of interest for the deployment of TSP. This capability will be used to extend the green and will be enabled only for buses that are late, as determined by the on-board transit vehicle trip monitoring and schedule management sub-system. From the Tri-Met viewpoint, this project has the potential for cost savings and regional traveler benefits including: Saving the operational costs of a bus and a driver over selected routes; Enhancing service to transit riders through system-wide on-time schedule reliability; and Operational savings and improved service from optimized schedules as a result of the ability to maintain more consistent headways and eliminating the bunching of bus service (congestion impacts on schedule can be partially mitigated and perceived level of service maintained without adding service). Tri-Met, the City of Portland and local emergency response (e.g., fire) have cooperatively developed a list of initial candidate corridors where transit signal priority would most benefit Tri-Met and coincide with the region s primary emergency response routes. Within these initial routes, the potential exists to reduce fleet size and utilization due to the travel time savings possible with TSP. PB Farradyne 29

38 Tri-Met Project Descriptions: Transit Signal Priority Project Plan The TSP project will be conducted in steps closely aligned and often dependent upon concurrent and future regional projects that deploy or enhance previously deployed ITS infrastructure and capabilities. These aligned projects include improvements to Tri-Met s bus dispatch software (Bus Dispatch System Upgrade, TM005), improvements and upgrades to the City of Portland s traffic controller hardware and software, and similar improvements in other regional municipalities. Tri-Met has identified five bus routes where the number of buses necessary to run the route could potentially be reduced due to an anticipated level of travel time savings. For instance, if Route 72 had a 10% reduction in run time, Tri-Met may be able to reduce the number of buses needed to run this route. From the Tri-Met viewpoint, there are three phases of the project including: (I) pre-activation points, (II) post-activation points, and (III) future enhancements; however, other involved partners must agree upon the phasing. Phase I (Pre-activation points): This phase centers on the use of existing bus dispatch software functionality to define the area where TSP is allowed in the region. The criteria for use of TSP ( hold the green ) will be determined by the on-board transit vehicle trip monitoring and schedule performance subsystem, with the following main criteria: (1) the bus is inside the City of Portland, (2) the bus is onroute, (3) the bus is currently late, (4) the door is closed, and (5) the engine is running. An evaluation will be conducted of running time changes based on an analysis of route segments and individual intersections. This information will be used to determine the effectiveness of specific design treatments and will guide the adjustment of schedules. Phase II (Post-activation points): The phase I stage of the Bus Dispatch System Upgrade enables use of activation points. Activation points serve as a way to further localize the use of the emitter. This phase employs the capability to limit the use of transit signal priority by turning the emitter on only upon approach to an intersection and off after passing through it. An evaluation of service changes implemented in Phase I will be completed to identify benefits including cost savings and service improvements. 30 PB Farradyne

39 Tri-Met Project Descriptions: Transit Signal Priority Project Plan Continued Project Objective Statement Project Risk(s) Phase III (Future enhancements): The intention in this step is to share bus on-time data with the roadside equipment, and then use this knowledge to arbitrate and enable more sophisticated TSP between crossing bus routes. This step extends the notion of using bus route schedule performance, current location, (detector to detector) travel time awareness and interaction with upstream queue detection for the purpose of smarter traffic signal timing to favor both dominant traffic flows and the included bus route. The first corridors to be activated will be within the City of Portland, with phase III extending outside Portland into the City of Gresham. Gresham is ready with suitable equipment (Opticom) already deployed and operational. The potential for additional expansion exists because of regional equipment similarities. The overall objective of the Transit Signal Priority project is to develop and deploy an integrated regional system to reduce schedule variability, which will enable improvements in on-schedule performance, and realize operational cost savings through fewer buses and drivers. Programmatic (Scope, Schedule, Resources): Each involved agency must agree upon the threshold for when extended green is provided. Technical: Replacement/Upgrade of Roadside Controllers - To enable regional TSP, the system of on-street controllers needs replacement/upgrade of hardware and/or firmware. The deployment schedule and capabilities of TSP are dependent upon this process. PB Farradyne 31

40 Tri-Met Project Descriptions: Transit Signal Priority Table 2 - Architectural Requirements Physical Primary: Transit Vehicle Subsystem (TRVS), Roadway Subsystem (RS) Entities Secondary: Traffic Management (TMS) Architecture Primary: Local signal priority request Flows Secondary: Signal control data, signal control status Market Primary: Multi-Modal Coordination (APTS7) Packages Secondary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2) Equipment Primary: On-Board Transit Signal Priority, Roadside Signal Priority Packages Secondary: On-Board Trip Monitoring, On-Board Fixed-Route Schedule Management, TMC Multi-Modal Coordination User Services Primary: Public Transportation Management (2.1) Standards Secondary: Traffic Control (1.6) ITE: TS 3.TCIP-CC, TS 3.TCIP-SCH, TS 3.TCIP-TM, TS 3.TCIP-OB, TS 3.TCIP-CPT, TS 3.TCIP-SP and TS 3.TCIP Frame. AASHTO: Either (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1488 and P1489. SAE: J2496/J1708/J1587 and J PB Farradyne

41 Subsystem Diagram Tri-Met Bus (TRVS) On-Board Transit Signal Priority On-Board Fixed Route Schedule Management On-Board Trip Monitoring Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Transit Signal Priority Tri-Met on-board Transit Signal Priority equipment package includes the functionality often found at the transit management center (e.g., the "Transit Center Multi-Modal Coordination" equipment package). The transit vehicle makes the determination to enable transit signal priority using on-board trip monitoring and schedule performance criteria. local signal priority request City of Portland (TMS) signal control data CoP Roadside Subsystem (RS) TMC Multi-Modal Coordination signal control status Roadside Signal Priority PB Farradyne 33

42 Tri-Met Project Descriptions: Transit Signal Priority Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Dispatch, Scheduling, Bus Operators and Supervisors Related Work Resources Schedule Operations and Maintenance External: City of Portland, ODOT, City of Gresham, Emergency Response Services, Regional, City and County Traffic System Operators; and Tri-Met Passengers Internal: The bus dispatch system needs to be modified to provide support for activation points. The Streamline Project consists of a variety of corridor treatments that improve the speed and reliability of transit service. TSP is being implemented in the same corridors to complement other treatments. External: Implementation of other agencies traffic signal upgrades. Capital Costs Capital costs for this project are covered by a regional $1.5 million federal grant. Tri-Met s share of the grant and anticipated yearly allocations are as follows: FY 2000: $837,647 FY 2001: $290,000 FY 2002: $154,271 FY 2003: $218,082 (See Appendix B for detailed cost information) Major Milestones FY th Quarter: Emitter Procurement/Installation FY 2001-FY 2003: Corridor Field Equipment Installation FY nd Quarter: Emitter Procurement/Installation FY rd Quarter: Phase I Orbital Transportation Management Systems (Orbital TMS) Firmware Modifications FY th Quarter: Phase I evaluation FY 2002: Phase II Orbital TMS Firmware Modifications FY nd Quarter: Field Controller Firmware Completion and Initial Field Testing FY rd: Phase II Evaluation The implementation of the Transit Signal Priority system should not significantly increase operations and maintenance (O&M) costs. Ongoing preventative and corrective maintenance for the emitter equipment has a documented history for limited resource requirements. 34 PB Farradyne

43 Procurement Options Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Transit Signal Priority Regional emitter and field receiver equipment is the Opticom system developed by the 3M Corporation. No alternative vendors are available for this equipment and regional standardization is a requirement for successful system implementation. Tri-Met will procure necessary emitter equipment and use contracted staff for installation. On-board firmware modifications will be negotiated with Orbital Transportation Management Systems, provider of Tri-Met s current onboard automated vehicle location (AVL) system. PB Farradyne 35

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45 Tri-Met Project Descriptions: LIFT Scheduling System Upgrade 2.3 TM003 LIFT SCHEDULING SYSTEM UPGRADE/ELECTRONIC DATA TRANSMISSION Table 1 - Background Information Project ID TM003 Project Title LIFT Scheduling System Upgrade/Electronic Data Transmission Project Tri-Met s LIFT Program provides door-to-door transportation for Background customers who meet paratransit eligibility requirements. LIFT has used Trapeze PASS DOS software since 1995 and added Tri-Met s Bus Dispatch System (BDS), in Tri-Met currently uses Trapeze s PASS software operating on a Windows NT platform. PASS is used to schedule both subscription and demand trips, to maintain a customer database, and to track operator and vehicle progress on the day of service. BDS manages the voice and data communications for LIFT vehicles, includes a vehicle tracking function (AVL), and allows trip delivery to be automatically updated in PASS. The PASS DOS product, BDS, and the interface between them, are functional for basic needs of the Program. However, the current technology has limitations for paratransit service. Three primary issues are: 1. The DOS platform and accompanying DOS GIS program of the current scheduling system are outdated. Although these programs are supported, fewer support staff are now dedicated to and knowledgeable of DOS platforms. In addition, options for system enhancements are severely limited compared to what would be available in a Windows operating environment. LIFT has, of necessity, developed numerous work-arounds that would be unnecessary with a more sophisticated scheduling product. 2. Operators must manually perform trips while en route and LIFT dispatchers have to retype information stored in PASS into BDS. Because the LIFT program relies upon manual processes as noted above, Tri-Met has limited capabilities for route optimization on the day of service. The manual retyping consumes valuable time, and introduces inconsistency in the BDS information, which may cause the confusion for the operator. The ability to effectively insert and reschedule trips on the day of service is a key factor in LIFT s ability to use program resources in a productive manner. PB Farradyne 37

46 Tri-Met Project Descriptions: LIFT Scheduling System Upgrade Project Background Continued Project Plan 3. Important management and financial data must be entered manually, or in some cases are not captured at all. Manual capture of program data is time-consuming and prone to error. Currently, LIFT has more than one full time position dedicated to entering trip information to produce on-time performance data. In addition, the systems lack the capability of capturing reliable leave lot and return to lot times, on which contractor service hour payments are based. The ability to track passenger revenues with the current systems is also limited. Tri-Met should make sure the phasing of this project is logical to ensure that all aspects of the project can eventually be implemented. Tri-Met will only want to implement this project after a robust and reliable NT scheduling program with suitable system architecture and functionality has been developed. The move to a Windows NT-based application server and the OrbCad NT upgrade has particular relevance to the timing of this project. In response to the phased implementation of the Bus Dispatch System, this project has the following short term and long term components: Short Term: 1. Improve the PASS/BDS interface to eliminate retyping of manifest changes by LIFT dispatchers. 2. Improved data collection from BDS (such as pull out/pull in information and capture of mileage). Longer Term: 1. Upgrade the scheduling software from PASS to the upgraded Windows NT-based software program. 2. Improve the two-way interface between BDS and a Windows NT based product. 3. Upgrade the driver manifest system from primarily paper with electronic updates to primarily electronic while enroute. This project will provide the opportunity for full two-way communication between the paratransit vehicle and central dispatch. Two-way communication will be used to electronically update the trip information in near real time. 4. Improve the driver display and interface equipment to a graphical display that would allow drivers to notify central dispatch of their progress in a much less cumbersome manner (e.g., scrolling down a list of customers names that are receiving service). This would be in lieu of entering a five-digit customer manifest identification number, a process that is susceptible to data entry errors. 38 PB Farradyne

47 Project Objective Statement Project Risk(s) Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: LIFT Scheduling System Upgrade The overall objective of the project is to upgrade the existing scheduling software, along with the following interrelated goals: 1. Fully automate the capture and transmission of data, including trip insertions and cancellations. 2. Significantly improve the two-way interface between the central dispatch system and the paratransit scheduling software, eliminating redundant and manual processes. 3. Improve the driver display and interface equipment. Programmatic (Scope, Schedule, Resources): The implementation of all project components is essential to its success. Tri-Met should develop a phasing plan that ensures all aspects can be successfully implemented. Technical: A new robust and reliable Windows NT scheduling program must be developed to replace the existing DOS version of PASS. The Windows NT product must offer greater functionality than what is offered by the current Trapeze4 product, with a more open architecture that integrates with Tri Met s enterprise data model and Tri-Met s Geographic Information System. All project elements must be sufficiently tried and tested prior to implementation in the LIFT Program, as service failures are not an acceptable outcome. The solutions must be sensitive to the amount of bandwidth available. Orbital s OrbCad NT implementation for Tri-Met s fixed route service should be thoroughly tested and stable before a link is made to LIFT scheduling. PB Farradyne 39

48 Tri-Met Project Descriptions: LIFT Scheduling System Upgrade Table 2 - Architectural Requirements Physical Entities Primary: Transit Management (TRMS), Transit Vehicle Subsystem (TRVS), Transit User (X50), Transit Vehicle Driver (X52) Architecture Flows Market Packages Equipment Packages Secondary: None Primary: Demand responsive transit request, demand responsive transit plan, driver instructions, route assignment, transit vehicle passenger and use data, transit vehicle location data, transit vehicle schedule performance Secondary: Transit driver availability, transit driver display, transit driver inputs Primary: Demand Response Transit Operations (APTS3) Secondary: Primary: Transit Center Paratransit Operation, On-Board Paratransit Operations Secondary: Transit Garage Operations User Services Personalized Public Transit (2.3) Standards ITE: TS 3.TCIP-CC, TS 3.TCIP-SCH, TS 3.TCIP-PI, TS 3.TCIP-CPT, TS 3.TCIP SP, TS 3.TCIP-OB, TS 3.TCIP-FC and TS 3.TCIP Frame. AASHTO: (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1489 and Subsystem Diagram SAE: J1587, 1708, 2354, 2374, , -2, -4, -7, X, -7LX, transit driver availability Tri-Met Central Dispatch & Operations (TRMS) Transit Center Paratransit Operations Transit Garage Operations demand responsive transit request demand responsive transit plan X50 Tri-Met Paratransit Customer (1) driver instructions (2) route assignment (1) transit vehicle passenger and use data (2) transit vehicle location data (3) transit vehicle schedule performance X52 Tri-Met Paratransit Bus Driver transit driver display transit driver inputs Tri-Met Bus (TRVS) On-Board Paratransit Operations 40 PB Farradyne

49 Tri-Met Project Descriptions: LIFT Scheduling System Upgrade Table 3 - Institutional and Funding Issues Stakeholders Internal: LIFT Operators and Dispatch Related Work Resources Schedule External: Paratransit Riders Internal: The long term phase of this project must occur after both the NT scheduling product is in place and The NT OrbCad (TM005) upgrade is completed. External: The Citizens Area Transit (CAT) system in Las Vegas, Nevada is in the process of upgrading their bus dispatch system with Trapeze4. Tri Met will benefit from the experience gained from this and other related projects. Capital Costs* FY 2002: $83,000 BDS/PASS Interface FY2002: $75,000 LIFT Scheduling System Upgrade FY2003: $900,000 LIFT Scheduling System Upgrade FY 2004: $1,200,000 Vehicle Equipment Upgrade (AMDT) FY2004: $250,000 Full integration, new BDS to new LIFT Scheduling System *AMDT quantity for ITS program only includes units procured independent of new fleet program procurements. (See Appendix B for detailed cost information) Major Milestones Short Term (FY2002): Improve PASS/BDS interface Long Term (FY2003-5): Upgrade of scheduling software Long Term (FY2004): Move LIFT to AMDTs Long Term (FY2004): Full integration, BDS to LIFT scheduling system Operations and Maintenance Procurement Options The implementation of the LIFT Scheduling System Upgrade/ Electronic Data Transmission project should not increase operations and management (O&M) costs and has the potential to reduce current costs through increased automation. Procurement options will be evaluated after funding identification. Tri-Met could either undertake a competitive selection process or negotiate a sole source contract with Trapeze. This company is the vendor for Tri-Met s current scheduling software (PASS) as well as the NT version PB Farradyne 41

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51 Tri-Met Project Descriptions: Automated Stop Announcements 2.4 TM004 AUTOMATED STOP ANNOUNCEMENTS Table 1 - Background Information Project ID TM004 Project Title Automated Stop Announcements Project The Americans with Disabilities Act (ADA) requires that public transit Background providers announce all major stops as an accommodation to people with disabilities. Tri-Met has completed the retrofit of all buses with a standard public address (PA) system. Installing PA systems on all buses is a necessary first step in ensuring that transit operators can comfortably make announcements, and that customers can clearly hear the announcements. Tri-Met s light rail system has automated this function, using both readerboards to provide visible stop information, and a PA system to make audible stop announcements. This project would provide the same level of automation for the bus system. The proposed system can also announce messages outside the bus. External messages will identify the route and the destination of the bus. The opening of the bus doors will activate these announcements. This project is dependent on completion of Phase I of the Bus Dispatch System Upgrade project (TM005) to provide necessary activation point information. Activation points serve as the method for providing automated stop announcements. As a bus passes a predetermined location the activation point triggers the firmware to play an announcement. Project Plan As part of this project, a determination must be made as to the optimum number of audible messages that will be provided to passengers, as having messages at each stop could become distracting to some passengers. However, enough stop information must be provided to passengers so that visually impaired riders can identify their location and successfully complete their trip. ADA only requires that announcements are made at major stops, but consideration will be given to announcing more bus stops in the evening when visibility is reduced. Each stop on the route will be posted on the on-board reader boards. Due to the requirement for activation points, the Automated Stop Announcements project must follow the Phase I upgrades planned in the Bus Dispatch System Upgrade project. Deployment plans for this system include installation and testing of the system on a new fleet of buses. After testing and evaluation, a decision would be made regarding the retrofit of the complete bus fleet. Priority for retrofit would be given to newer bus fleets, and may or may not include retrofit of some older bus fleets. PB Farradyne 43

52 Tri-Met Project Descriptions: Automated Stop Announcements Project Objective Statement Project Risk(s) The overall objective of the Automated Stop Announcements project is to improve the consistency and quality of information that is provided to Tri-Met customers. Although the implementation of this project is designed to primarily assist visually impaired passengers, it can be a significant benefit to other travelers as well. Programmatic (Scope, Schedule, Resources): Bus stop data is currently maintained by facilities management, and will require coordination with operations staff Technical: Older buses in the current fleet are not equipped with the required J1708 databases. It is not likely that all of the older buses will be retrofitted with the J1708 databases. However, all subsequent bus procurements will require that the J-1708 database be installed. Successful implementation of the system will require the identification of activation points. These points will not be completed before Phase I of the Bus Dispatch System Upgrade project. 44 PB Farradyne

53 Tri-Met Project Descriptions: Automated Stop Announcements Table 2 - Architectural Requirements Physical Entities Primary: Transit Management Subsystem (TRMS), Transit Vehicle Subsystem (TRMS), Transit User (X50) Architecture Flows Market Packages Equipment Packages User Services Standards Secondary: None Primary: Transit schedule information, transit traveler information, transit user outputs Secondary: None Primary: Transit Traveler Information (APTS8) Secondary: None Primary: On-Board Transit Information Services Secondary: Transit Center Information Services, On-board Trip Monitoring Primary: En-Route Transit Information Secondary: None ITE: TS 3.TCIP-CC, TS 3.TCIP-SCH, TS 3.TCIP-PI, TS 3.TCIP-CPT, TS 3.TCIP SP, TS 3.TCIP-OB and TS 3.TCIP Frame. AASHTO: (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1489 and Subsystem Diagram SAE: J1587, 1708, 2374, , -2, -4, -7, X, -7LX, Tri-Met Central Dispatch & Operations (TRMS) Transit Center Information Services transit schedule information transit traveler information Tri-Met Bus (TRVS) On-Board Transit Information Services On-Board Trip Monitoring transit user outputs X50 Tri-Met Transit User PB Farradyne 45

54 Tri-Met Project Descriptions: Automated Stop Announcements Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Supervisors, Bus Operators, and Bus Dispatchers Related Work External: Tri-Met Passengers Internal: Phase I of the Bus Dispatch System Upgrade (TM005) will support the use of activation points; therefore, the Automated Stop Announcements project must follow the implementation of activation points. Phase II of the Bus Dispatch System Upgrade supports AMDTs, which are capable of running the voice announcement software without additional hardware. Resources Schedule Operations and Maintenance Procurement Options External: None identified. Capital Costs FY 2004: $357,200 FY 2005: $366,600 Future upgrades to AMDTs may reduce the need for additional hardware to run the voice announcement software. Use of AMDTs may reduce the cost per vehicle by approximately $1,500. (See Appendix B for detailed cost information) Major Milestones Deployment of the Automated Stop Announcements equipment will follow new fleet procurements. Current fleet replacement schedule projections are as follows: FY 2003: 76 Vehicles FY 2004: 78 Vehicles The implementation of the Automated Stop Announcements project should not significantly increase operations and maintenance (O&M) costs but the increase in data maintenance will require some additional staff support. It is anticipated that an additional full-time employee will be needed when deployment is complete. The bus vendor supplies the necessary hardware and works with Orbital Transportation Management Systems (Orbital TMS) to ensure system integration. If a decision has been made to retrofit the existing bus fleet, Tri-Met will purchase and install systems in older buses as a negotiated contract with Orbital TMS. 46 PB Farradyne

55 2.5 TM005 BUS DISPATCH SYSTEM UPGRADE Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Bus Dispatch System Upgrade Table 1 - Background Information Project ID TM005 Project Title Bus Dispatch System Upgrade Project Tri-Met s computer-aided Bus Dispatch System (BDS) currently includes Background two software modules that are not supported by the vendor, Orbital Transportation Management Systems (Orbital TMS). Tri-Met will take a phased approach to upgrading the existing BDS, with the eventual goal to move to Orbital TMS s OrbCad NT product. This phased approach has several advantages but most significant is maximizing the useful life of the existing system while allowing the OrbCad NT product adequate time to mature and demonstrate successful performance with other transit agencies prior to a Tri-Met deployment. The short-term plan consists of upgrades to the operating system (Solaris 2.5), new Sun Ultra Sparc Workstations and an upgrade to an NT 4.0 compatible Communications Processor (CP). These changes will provide functionality for other projects and supports the use of activation points. The short term plan has the following benefits: Improves system reliability and extends the life of some components; Extends the life of major infrastructure (In-Vehicle Units); Supports a fully implemented regional intelligent Transit Signal Priority program (TM002); Supports the Transit Tracker project (TM001) and; Eliminates retyping of manifest changes by LIFT dispatchers (TM003). PB Farradyne 47

56 Tri-Met Project Descriptions: Bus Dispatch System Upgrade Project Background Continued The long term plan moves the Bus Dispatch System towards mainstream, vendor supported products that are compatible with Tri-Met s enterprise data model. The deployment and operation of the OrbCad NT upgrade will include the following benefits: Provides a foundation for stop annunciation (TM004); Supports electronic manifest and better integration with LIFT scheduling software (TM003); Adds functional capabilities with the infusion of the latest in BDS software technology; Improves efficiency of on-street operations through the implementation of Mobile Data Terminals (MDTs) in supervisors vehicles; Provides cost savings, as the upgrade will be significantly less expensive than system replacement; Brings all hardware and software inline with Tri-Met s corporate Information Technology standards and enterprise data model. 48 PB Farradyne

57 Project Plan Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Bus Dispatch System Upgrade Orbital TMS is embarking on a series of projects that build on each other. This will enable both system developers and Tri-Met to benefit from prior deployments through the evaluation of development and operational experiences. Tri-Met s approach to this project is to undertake a series of incremental improvements that initially focus on extending the life of current infrastructure, while moving toward longer term implementation of the OrbCad NT upgrade. The project has two phases: Phase I: An upgrade of the operating system to Solaris 2.5 will allow for the purchase of new Sun Ultra Sparc Workstations. The Communications Processor will be upgraded to NT 4.0. These changes will provide functionality for other projects and support the use of activation points. To extend the life of vehicle hardware, additional IVUs will be purchased from Orbital TMS, while units of this discontinued model are still available. Phase II: The long-term strategy moves the bus dispatch system towards OrbCad NT. Two key steps support the move to OrbCad NT. The development of the Intelligent Group Polling Protocol (IGPP) supports the continued use of vehicle IVUs and the gradual transition to Advanced Mobile Data Terminals (AMDTs). Secondly, developing Oracle database support on a Unix server aligns with Tri-Met s emerging enterprise data model. With the upgrade to OrbCad NT, LIFT can move to AMDTs and fixed route vehicle IVUs can be gradually replaced with AMDTs. Project Objective Statement OrbCad will further enable more efficient and effective integration of messaging to Mobile Data Terminals (MDTs) in Tri-Met supervisor vehicles. Supervisor messages will include bus locations, schedule performance, and driver-generated messages. This information will enable supervisors to respond more quickly and effectively to exceptional operational conditions. The objective of the Bus Dispatch System Upgrade project is to upgrade the BDS software to a fully supported version, to provide support for other ITS applications and to allow supervisors to participate more fully in the management of the transit system. PB Farradyne 49

58 Tri-Met Project Descriptions: Bus Dispatch System Upgrade Project Risk(s) Programmatic (Scope, Schedule, Resources): Phase I improvements to the current Bus Dispatch System is on the critical path for several other Tri-Met enhancement or new capability ITS projects. These upgrades must occur prior to full deployment of Transit Tracker (TM001) and Phase II of Transit Signal Priority (TM002). Technical: The upgrade to the NT 4.0 Communications Processor may not interface with current TSL code. The risk of OrbCad effectiveness/performance issues should be minimized by the phased approach. Orbital TMS will deploy a number of similar systems prior to the deployment of Tri-Met s system. This course of action should minimize, if not virtually eliminate, remaining bugs or BDS integration challenges. 50 PB Farradyne

59 Tri-Met Project Descriptions: Bus Dispatch System Upgrade Table 2 - Architectural Requirements Physical Primary: Transit Management (TRMS) Entities Secondary: Transit System Operators (X49) [both as Center Street operations staff and Tri-Met Mobile Supervisors], Transit Vehicle Subsystem Architecture Flows (TRVS), Transit Driver (X52) Primary: Transit operator management data, transit operator display, transit driver availability, route assignment, driver instructions, transit vehicle schedule performance, transit vehicle location data, transit system status data, transit supervisor management data, TRMS coordination Market Packages Equipment Packages Secondary: Transit vehicle passenger and use data, transit vehicle conditions, Tri-Met Supervisor (transit driver) inputs, Tri-Met Supervisor (transit driver) display Primary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2), Demand Responsive Transit Operations (APTS3) Secondary: Transit Security (APTS5), Transit Maintenance (APTS6), Transit Traveler Information (APTS8) Primary: Transit Center Fixed Route Operations, Transit Center Paratransit Operations, Transit Center Garage Operations, Transit Center Tracking and Dispatch Secondary: Transit Center Security, Transit Center Information Services, Transit Garage Maintenance User Services Primary: Public Transportation Management (2.1) Standards Secondary: Personalized Public Transit (2.3), Public Travel Security (2.4) ITE: TS 3.TCIP-CC, TS 3.TCIP-SCH, TS 3.TCIP-PI, TS 3.TCIP-OB, TS 3.TCIP-TM, TS 3.TCIP-IM, TS 3.TCIP-CPT, TS 3.TCIP-SP and TS 3.TCIP Frame. AASHTO: Either (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1489, 1488 and P1512. SAE: J1587, J1708, J2313, J2354, J2374, J2366-1, -2, -4, -7, J2367-7X, - 7LX and J2367. PB Farradyne 51

60 Tri-Met Project Descriptions: Bus Dispatch System Upgrade Subsystem Diagram Representative of Orb CAD Users: Tri-Met scheduler writers, planners, station agents, call-takers, dispatchers, data analysts, etc. X49 transit operator management data Tri-Met Central Dispatch & Operations (TRMS) Transit Center Fixed Route Operations transit driver availability Tri-Met Operations Staff transit operator display Transit Center Tracking & Dispatch Transit Center Paratransit Operations driver instructions route assignment TRVS transit supervisor management data transit system status data Transit Center Security Transit Center Information Services Transit Center Garage Operations Transit Garage Maintenance (1) transit vehicle schedule performance (2) transit vehicle location data (3) transit vehicle passenger and use data (4) transit vehicle conditions Tri-Met Bus On-Board Vehicle System (fixed & LIFT) transit driver display transit driver inputs X52 Tri-Met Transit Operator X49 Tri-Met Mobile Supervisor TRVS Tri-Met Supervisor Vehicle On-Board Vehicle System (fixed & LIFT) TRMS Coordination This is intended to illustrate that the OrbCAD software provides functionality that supports or implements all, or a portion of, these several equipment packages. Likewise, OrbCAD software and related data bases are the source or destination for data elements and flows contained in the architecture flows and used by the equipment packages illustrated. Tri-Met Supervisor (transit driver) display Tri-Met Rail Central Control System (TRMS) Tri-Met Supervisor (transit driver) inputs 52 PB Farradyne

61 Tri-Met Project Descriptions: Bus Dispatch System Upgrade Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Dispatch and Operations, Bus Supervisors, Bus Operators, Customer Service Representatives and Management Information Users (Schedule Writers, Planners, etc.) Related Work External: Transit Customers, C-TRAN, Information Service Providers, City of Portland, ODOT and Other Regional, Municipal and County Traffic System Operators Internal: The upgrade of the Bus Dispatch System provides features and capabilities needed to fully enable the functions of at least four projects: 1. Transit Tracker (Real Time Customer Information Displays) (TM001), 2. Transit Signal Priority (TM002) 3. Lift Scheduling System Upgrade/Electronic Data Transmission (TM003), and 4. Automated Stop Announcements (TM004). Although the Radio and Microwave Replacement Project (TM007) is not essential to deploy the BDS, it will provide more extensive regional coverage and expanded bandwidth. It can, therefore, provide more accurate and reliable data and voice communications with the bus fleet for center (bus dispatch) to vehicle (driver) messaging, vehicle location, schedule performance data, and emergency notification and confirmation. The upgrade to Motorola Gold contingent on completion of Phase II improves integration with the City s 800MHz system, allowing for better communication with road supervisors, fare inspectors and transit police. The completion of the rail-to-bus data link is essential to the integration of bus and rail vehicle location data, schedule performance and intermodal connections. PB Farradyne 53

62 Tri-Met Project Descriptions: Bus Dispatch System Upgrade Related Work Continued Resources External: Phase I of the Bus Dispatch System upgrade provides features and capabilities needed to fully enable several external TransPort regional projects including: 1. Transit Buses as Traffic Probes (OR0158), 2. Regional ATIS Sustainable Business Model Deployment (OR0204), and 3. Regional Inter-Modal Transit Traveler Information and Security System (OR0206). The agency has the opportunity to examine and learn from OrbCad deployments in Las Vegas, Nevada and particularly in Oakland, California where the same version of OrbCad is being deployed as that proposed for use by Tri-Met. Examination and feedback from prior deployments could be accomplished through telephone discussions, site visits and review of project documentation and literature. These examinations can prove very effective in identifying lessons learned and best practices to eliminate or minimize risks when deploying OrbCad at Tri-Met. Capital Costs Phase I Short term recommendations FY 2001: $396,000 FY 2002: $70,000 Phase II longer term recommendations FY 2003: $400,000 FY 2004: $1.1 million FY 2005: $150,000 FY 2006: $150,000 Schedule (See Appendix B for detailed cost information) Major Milestones Phase I FY 2001: Upgrade operating system (Solaris 2.5); upgrade to NT 4.0 Communication Processor FY 2002: Develop support for activation points and upgrade to Sun Ultra Sparc workstations FY 2003: Oracle DB support on Unix server FY 2004: Upgrade to OrbCad NT (contingent on successful implementation by other agencies); move LIFT to AMDTs FY : Gradual replacement of IVUs with AMDTs 54 PB Farradyne

63 Operations and Maintenance Procurement Options Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Bus Dispatch System Upgrade Additional operations and maintenance costs are not anticipated for either phase of the bus dispatch system upgrade, as this is a replacement system for the two unsupported modules of BDS. The upgrade should in fact reduce current maintenance costs, as it provides near term stability for a system that is comprised of older equipment and versions of operating systems that are no longer supported. Tri-Met has maintained a successful relationship with the current BDS vendor, Orbital TMS, and the new system must integrate with existing communication and bus-side equipment. Procurement of the new system will be negotiated with Orbital TMS. PB Farradyne 55

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65 Tri-Met Project Descriptions: Scheduling System Software Procurement 2.6 TM006 SCHEDULING SYSTEM SOFTWARE PROCUREMENT Table 1 - Background Information Project ID TM006 Project Title Scheduling System Software Procurement Project The objective of the Scheduling System Software project is to replace Background the existing system with one that has more powerful optimization algorithms, has a graphical user interface, is vendor supported and is compatible with Tri-Met s standard operating system and database. The scheduling software will develop optimal run cuts and vehicle blocks resulting in greater efficiencies and cost savings. Tri-Met s current scheduling system is a non-relational database that runs on a mainframe computer. Two separate databases provide detailed stop and route information. Tri-Met runs a series of programs to integrate the schedule with the geographic representation of the routes and the stops. The information from these databases provides critical information to the entire agency, but principally the dispatchers and bus operators. The disconnect between the three different databases creates a number of difficulties, particularly as changes are made in the transit system. For example, bus stop locations from one database are periodically downloaded into the production system. If a stop location changes without a commensurate change in the timepoint, critical information can be lost. As a result, route patterns can be in error and bus dispatch system (BDS) information for individual buses or entire lines can be missing. By upgrading the scheduling software, Tri-Met could have a system that includes a geographical user interface, thus providing less chance for data entry errors. More powerful optimization algorithms will allow for more efficient use of the existing fleet. Finally, a new system will allow for timely and accurate updates by supplying data directly to the BDS, ultimately providing Tri-Met s passengers with more reliable service. PB Farradyne 57

66 Tri-Met Project Descriptions: Scheduling System Software Procurement Project Plan Project Objective Statement Project Risk(s) Phase I: The starting point for this project will be a systems analysis. The scheduling system vendor will analyze Tri-Met s existing system and establish requirements. A standalone test machine will be setup onsite to allow Tri-Met staff to test the functionality and capabilities of the new system. The vendor will tune algorithms to improve the efficiency and quality of scheduling solutions. To the extent possible, scheduling solutions will be incorporated into the major schedule update in September. Phase II: The new scheduling software would run parallel to the existing software for a specified period of time to ensure its reliability. The objective of the Scheduling System Software project is to replace the existing system with one that has more powerful optimization algorithms, has a graphical user interface, is vendor supported and is compatible with Tri-Met s standard operating system and database. The scheduling software will develop optimal run cuts and vehicle blocks resulting in greater efficiencies and cost savings. Programmatic (Scope, Schedule, Resources): Unanticipated staff resource needs associated with the integration of vendor scheduling software. Scheduling software optimization algorithms may not result in expected efficiencies. Technical: Integrating the scheduling software with Tri-Met enterprise data model without compromising the functionality of the vendor s software product 58 PB Farradyne

67 Tri-Met Project Descriptions: Scheduling System Software Procurement Table 2 - Architectural Requirements Physical Entities Primary: Transit Management Subsystem (TRMS), Transit Fleet Manager (X47), Transit Driver (X52) Architecture Flows Market Packages Equipment Packages User Services Standards Secondary: Independent Service Provider (ISP) Primary: Transit driver availability, transit fleet manager input, transit operations planning data Secondary: Transit and fare schedules Primary: Transit Fixed-Route Operations (APTS2) Secondary: None Primary: Transit Center Fixed-Route Operations, Transit Center Tracking & Dispatch, Transit Center Information Services Secondary: None Primary: Public Transportation Management (2.1.0), Planning and Scheduling Services (2.1.2) Secondary: None ITE: TS 3.TCIP-CC, -SCH, -CPT, -SP and Frame. AASHTO: (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1489 and SAE: None. PB Farradyne 59

68 Tri-Met Project Descriptions: Scheduling System Software Procurement Subsystem Diagram X52 Tri-Met Driver Tri-Met Central Dispatch & Operations (TRMS) X47 Tri-Met Planners, Managers, Schedule Writers driver availability transit fleet manager inputs transit operations planning data Transit Center Fixed Route Operations Transit Center Tracking and Dispatch Transit Center Information Services transit and fare schedules This is intended to illustrate that the scheduling software provides functionality that supports or implements all, or a portion of, these equipment packages. Likewise, the software and related data bases are the source or destination for data elements and flows contained in the architecture flows and used by the equipment packages illustrated. ISP Regional Information Service Provider 60 PB Farradyne

69 Tri-Met Project Descriptions: Scheduling System Software Procurement Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Dispatchers, Bus Operators, Scheduling Staff, Customer Service Representatives, and Information Technology Staff Related Work Resources Schedule Operations and Maintenance Procurement Options External: Tri-Met Passengers Internal: The current scheduling system provides information to the agency s bus dispatch system. The scheduling system will be in place before the bus dispatch system. As a result, the bus dispatch system will need to provide compatibility with the current data set. External: King County Metro Transit Division has implemented the same scheduling software. Tri-Met will monitor their implementation to gain from their experience.. Capital Costs FY 2001: $290,000 FY 2002: $358,000 FY 2003: $65,000 FY 2004: $60,000 FY 2005 $60,000 FY 2006: $60,000 (See Appendix B for detailed cost information) Major Milestones FY st Quarter: Contract awarded FY rd Quarter: Systems Analysis FY th Quarter: Develop and install system FY 2002 Testing and acceptance Additional operations and maintenance costs are not anticipated for the Scheduling Software upgrade as this is a replacement for the existing system. Tri Met followed a request for proposal (RFP) process to select an offthe-shelf, proven product PB Farradyne 61

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71 Tri-Met Project Descriptions: Radio and Microwave Replacement Project 2.7 TM007 RADIO AND MICROWAVE REPLACEMENT PROJECT Table 1 - Background Information Project ID TM007 Project Title Radio and Microwave Replacement Project Project The Radio and Microwave Replacement project will involve the Background retention of the existing UHF and 800 MHz mobile radio system configuration, replacement of UHF fixed and mobile radio equipment, and replacement of several microwave hops. The new UHF radio equipment will be similar to the existing equipment, which will enable a transparent replacement process for users of both fixed and mobile equipment. The new radio equipment will not require significant modification to the bus dispatch system (BDS). Tri-Met currently has transceivers at Council Crest and Mount Scott, and satellite receivers at Bald Peak, Justice Center, Mountain Road, and Polivka Hill. Direct replacement of this equipment would not inherently improve coverage, although some small improvement may be realized from the performance of the new equipment. The few areas lacking coverage was accepted by Tri-Met as being tolerable when the UHF radio system was integrated into the BDS. A new Center Street to Council Crest microwave hop will be added. This hop is necessary, since the Council Crest to Justice Center license has been discontinued by the City of Portland. In addition, the Center Street to Mount Scott, Mount Scott to Powell, and Mount Scott to Ruby Junction microwave hops are planned for replacement with newer digital microwave technology. PB Farradyne 63

72 Tri-Met Project Descriptions: Radio and Microwave Replacement Project Project Plan Project Objective Statement Tri-Met has identified a five-step process for the Radio and Microwave Replacement Project. A contract has been negotiated with Day Wireless Systems for $3.2 million to replace radio and microwave equipment. The estimated completion date of steps one and two is December The five steps of this project are: 1. Microwave replace current analog system with digital microwave links - retain two analog links: Mount Scott Polivka and Justice Center. 2. Base Station/Dispatch Center Radio Equipment replace all transmitters and receivers at Tri-Met remote sites. Replace comparators and other radio equipment in dispatch center. 3. Mobile Radios - Mobile radio purchase deferred due to budget. Orbital TMS to qualify a new model radio for use in BDS. FY will purchase approximately 10 units for system test. 4. Upgrade to Motorola Gold improves integration with City s 800 MHz radio system. Results in better communication with Road Supervisors, Fare Inspectors and Transit Police. This portion of the project must be completed in conjunction with the Bus Dispatch System Upgrade (TM005) System Expansion Additional transmitters: The existing transmitter system has some gaps in coverage. Expansion of bus service could potentially put more buses in areas lacking coverage. The addition of transmitters could improve coverage in specific areas with coverage problems. However, to maintain the efficiency of polling, the sites will need to be carefully integrated with the existing system. Additional channels: It is likely that additional capacity will be required from the data channel as a result of fleet growth. Additional capacity requirements will also result from other Tri-Met projects such as the use of buses as traffic probes, supervisor MDTs, and the development of Transit Tracker The objective of the Radio and Microwave Replacement Project is to replace outdated equipment that is nearing the end of its useful life. Replacing this equipment will not only provide Tri-Met with reliable service, but it will also: Provide reliable coverage, Provide enhanced capacity, Provide intelligent management of multiple transceivers. 64 PB Farradyne

73 Tri-Met Project Descriptions: Radio and Microwave Replacement Project Project Risk(s) Programmatic (Scope, Schedule, Resources): Funding has not been secured for the entire project. The project will continue to be phased in a manner that will allow it to be stopped at any point of development and remain fully operational, before it is fully deployed. Mobile radio purchases have been partially funded in the FY 2002 budget and will continue to be replaced as needed. Technical: The radio systems that are being replaced must be able to interface with the Motorola Gold radio system. Tri-Met may not be able to obtain additional channels for their use. While the existing channels meet current needs, any new applications or system growth may be limited by the availability of additional channels It is also possible that Tri-Met will not be able to obtain additional transceiver sites. While existing coverage can be maintained, expanded bus service may put more vehicles into areas that lack coverage. Tri-Met must consider that FCC rules regarding licensing services have changed. Re-licensing may require lower power transmitters or may bump the system onto a new frequency. A frequency change could result in incompatibilities with existing equipment. PB Farradyne 65

74 Tri-Met Project Descriptions: Radio and Microwave Replacement Project Table 2 - Architectural Requirements Architectural Tri-Met's radio system is the media for, in architectural terms, Wide- Discussion Area Wireless (U1t), which is defined as wide-area 2-way communication capable of communication between a mobile traveler or vehicle and the infrastructure from any location. The Tri-Met radio system is the communications media implementation for all architecture (and data) flows between the Tri-Met bus dispatch (infrastructure) and the operational fleet including buses (fixed-route and paratransit). As a media, the radio subsystem is a required infrastructure foundation for all Tri-Met operations that is illustrated and reinforced by its impact on and involvement with virtually all transit-related market packages, equipment packages and architecture flows (between the Transit Management Subsystem and the Transit Vehicle Subsystem). In the case of standards, the radio system media will conform to non-its specific commercial off-the-shelf (COTS) standards. In other words, the media is content-independent so the ITS standards are not applicable as they apply to the ITS architecture and data flows, not specifically to the physical media. Physical Entities Architecture Flows Market Packages Interfaces: Vehicles Operations center Bus stops Transit shelters Primary: Transit Management (TRMS), Transit Vehicle Subsystem (TRVS) Secondary: None Primary: Tri-Met radio subsystem is the media (U1t) for a majority of the architecture (and subordinate data) flows Secondary: Tri-Met radio subsystem is the media (U1t) for a majority of the architecture (and subordinate data) flows Primary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2), Demand Response Transit Operations (APTS3), Transit Passenger and Fare Management (APTS4), Transit Security (APTS5), Multi-modal Coordination (APTS7), Transit Traveler Information (APTS8) Secondary: Transit Maintenance (APTS6) 66 PB Farradyne

75 Tri-Met Project Descriptions: Radio and Microwave Replacement Project Equipment Packages User Services Standards Subsystem Diagram (High- Level) Primary: Transit Center Tracking and Dispatch, Transit Center Fixed- Route Operations, On-board Fixed Route Schedule Management, Transit Center Paratransit Operations, On-board Paratransit Operations, Transit Center Fare and Load Management, On-board Transit Fare and Load Management, On-board Transit Security, Remote Mayday I/F, Transit Center Multi-modal Coordination, On-board Transit Information Services Secondary: On-board Maintenance Primary: Public Transportation Management (2.1), En-route Transit Information (2.2), Personalized Public Transit (2.3), Public Travel Security (2.4) Secondary: None ITE: N/A AASHTO: N/A IEEE: N/A SAE: N/A Tri-Met Microwave and Radio Subsystem (U1t) TRMS Tri-Met Bus Dispatch Center & LIFT Dispatch TRMS Tri-Met Rail Central Control Wide Area Wireless Communications Wireline/Fiber/Microware Communications TRVS TRVS Tri-Met Bus On-Board Vehicle System (Fixed Route & LIFT) Tri-Met Rail Wayside System Subsystem Diagram (Physical Architecture Detail) Tri-Met Central Dispatch & Operations (TRMS) Transit Center Fixed Route Operations Transit Center Tracking & Dispatch driver instructions TRVS Tri-Met Bus On-Board Vehicle System Transit Center Paratransit Operations Transit Center Security Transit Center Garage Operations (1) transit vehicle schedule performance (2) transit vehicle location data (3) transit vehicle passenger and use data (4) transit vehicle conditions Transit Garage Maintenance This is intended to illustrate that the radio replacement project provides functionality that supports these several equipment packages as they are participants as the source or destination for data elements and flows contained in the architecture flows. PB Farradyne 67

76 Tri-Met Project Descriptions: Radio and Microwave Replacement Project Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Dispatch and Operations, Bus Operators, Road Supervisors Related Work Resources Schedule Operations and Maintenance Procurement Options External: Tri-Met Passengers, ODOT; Road Users, City and Regional Traffic Management Internal: The Bus Dispatch System Upgrade provides features needed to fully enable the techniques for intelligent selection from among multiple transceiver sites. Bus and rail dispatch will be co-located at Ruby Junction. A combined bus dispatch and rail control will have some impact on the emerging configuration of the communication system, such as the location of equipment. Tri-Met is also conducting an analysis of incidences of fallback and is able to map instances when the vehicle loses contact with the BDS. The results of this analysis will prove very useful in the engineering of the replacement radio system and when bringing in new radios. External: None identified. Capital Costs FY 2000: $185,565 FY 2001: $1,702,000 FY 2002: $2,069,000 FY 2003: $1,551,500 FY 2004: $871,500 (See Appendix B for detailed cost information) Major Milestones FY 2001: Complete base station/microwave project upgrade. FY 2002: Qualify replacement radios and replace 25% of mobile radios. FY 2003: Upgrade to Motorola Gold. Replacement of additional 50% of mobile radios. FY 2004: Ongoing replacement of remaining mobile radios. The replacement of the UHF radio system should not increase operations and maintenance (O&M) costs as this is a replacement for the existing system. Additional staff training will need to be accounted for under the initial procurement. Tri Met has a vendor under contract for steps one, two and three. Tri-Met will negotiate a sole source contract to procure the Motorola Gold radios. Expansion of the system may require further consideration of procurement options. 68 PB Farradyne

77 Tri-Met Project Descriptions: Dispatch Operations Utilities Program 2.8 TM008 DISPATCH OPERATIONS UTILITIES PROGRAM Table 1 - Background Information Project ID TM008 Project Title Dispatch Operations Utilities Program Project The Dispatch Operations Utilities Program includes ongoing agency Background initiatives to develop software-based enhancements that improve operations efficiency and associated data management and reporting needs. Tri-Met Operations Dispatch staff currently use a variety of electronic and manual support tools to manage day-to-day operations activities within the rail, bus and paratransit systems. Under the project, discrete utility programs will be integrated into single user interfaces with enhanced functionality. Several benefits are anticipated under the project including minimizing customization of existing vendor software and the associated costs and instead using inhouse resources that best know the ongoing needs of the agency. A key benefit of the project is that it is built around ongoing internal resources, thus providing Tri-Met the ability to flexibly adapt to changes in operating environments and user needs. The enhancements developed under the Dispatch Operations Utilities Program will typically result as new software integrated with existing user interfaces, software and databases. Where appropriate, integration of these new utilities with existing and ongoing system development, (e.g., the Bus Dispatch System Upgrade, TM005) will be a work element of the ongoing program. A near term example of this related project integration is the Transit Tracker program (TM001) which specifically requires input from the dispatch operations utilities developed under this program. PB Farradyne 69

78 Tri-Met Project Descriptions: Dispatch Operations Utilities Program Project Plan The Dispatch Operations Utilities Program is an ongoing utility development program with near term activities specifically identified and long term activities described more generally. The near-term activities for this current update of the Five-Year Plan include work on the Accident/Incident Tracking System (ACID) application and the Dispatch Utilities (DISPUT) application. Longer term activities are expected to include advanced dispatch utilities (e.g., spacing and time transfer point monitoring tools). ACID - ACID is a multi-phase project initially focused on replacing existing incident tracking capabilities with enhanced interface and data management tools. Existing agency incident tracking systems use alphanumeric entries with limited incident types. The ACID system will provide enhanced incident entry capabilities allowing more complex entries with a simple user interface. The utility software is built using the PowerBuilder platform integrated with an Oracle database. Phase I: ACID Phase I will provide a dispatch utility tool for accident/incident logging and reporting, supporting both Rail and Bus operations. For Rail operations this utility will replace, in a greatly enhanced format, the existing Central Control Log of the Union Switch & Signal (US&S) dispatch software. ACID Phase I will also include integration with the Claims Information system. Phase II: ACID Phase II will include additional functionality in such areas as entry and tracking of road calls, fills and trades. The Transit Tracker system will require the data developed under ACID Phase II. Ongoing coordination with the DISPUT utility development team and rail operations staff will provide additional project definition. DISPUT - The dispatch utilities development effort is focused on utilities to enhance current bus dispatch operations and complement the functionality of the existing bus dispatch system (BDS) and planned upgrade of OrbCad. The DISPUT utility is built using the PowerBuilder development tool and integrated with an Oracle database. Phase I: DISPUT Phase I will provide logging and reporting for status list needs such as extra service, found articles, police activities and fare inspector activities. Route description entry will also be provided. Phase II: DISPUT Phase II will include additional functionality in such areas as entry and tracking of schedule headways, paddle information, overhead sign codes and phone numbers. Ongoing coordination with the ACID utility development team, OrbCad development team and bus operations staff will provide additional project definition. 70 PB Farradyne

79 Project Objective Statement Project Risk(s) Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Dispatch Operations Utilities Program The overall objective of the Dispatch Operation Utilities Program is to develop and deploy utility functions to enhance dispatch operations and reporting functions for rail, bus and paratransit operations. These utilities will typically complement, enhance or replace existing utility functions or manual dispatch operations activities. Another objective is to improve support for Tri-Met s enterprise data model to better integrate bus and rail operations. Programmatic (Scope, Schedule, Resources): The DISPUT and bus-specific ACID functionality are complementary to the bus dispatch system, providing functionality not included in the ongoing Bus Dispatch System Upgrade project. Final definition of the BDS upgrade or related OrbCad upgrade will potentially affect functionality included in subsequent phases of the ACID and DISPUT development. Ongoing development and changeout of the US&S control software will potentially affect functionality included in subsequent phases of the ACID development. Technical: Operation utilities developed under this project typically integrate with new or existing agency databases. Data management principles consistent with the agency s enterprise data model should be implemented. PB Farradyne 71

80 Tri-Met Project Descriptions: Dispatch Operations Utilities Program Table 2 - Architectural Requirements Physical Entities Primary: Transit Management (TRMS), Archived Data User System(s) (X69) Secondary: Other (Regional) Transit Management (X33), Other (Regional Traffic & Incident) Data (X35), Archived Data Administration (X70) Architecture Primary: archive (data) request, transit archive data, (transit) incident Flows data, archive data product request, archive data product, archive analysis results Secondary: (other) transit archive data, (other) traffic archive data, (other) incident archive data, archive management requests, archive management data Market Packages Primary: ITS Data Warehouse (AD2), ITS Virtual Data Warehouse (AD3) Secondary: Transit Fixed-Route Operations (APTS2), Demand Equipment Packages Response Transit Operations (APTS3) Primary: Transit Center Tracking & Dispatch, ITS (Transit) Data Repository, Transit Data Collection, Virtual Data Warehouse Services, On-Line Analysis & Mining, Government Reporting System Support Secondary: Transit Center Fixed Route Operations, Transit Center Paratransit Operations User Services Primary: Archived Data Function (7.1), Public Transportation Management (2.1) Secondary: (Transit) Planning & Scheduling Services (2.1.2) Standards NTCIP (AASHTO / ITE / NEMA): NTCIP 1400, 1401, 1402, 1403, 1404, 1405, 1407; either (2302, 2303, 2304 and 1102) or 2305; and (possibly) 2103, 2104 and/or IEEE: P1488, P1489. SAE: None. 72 PB Farradyne

81 Subsystem Diagram Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: Dispatch Operations Utilities Program Tri-Met Central Dispatch & Operations (TRMS) Transit Center Tracking and Dispatch Transit Center Fixed Route Operations Transit Center Paratransit Operations archive request (1) transit archive data (2) (transit) incident data archive (data) request Tri-Met Archived Data Management (TRMS) ITS (Transit) Data Repository Transit Data Collection Virtual Data Warehouse Services archive data product request (1) archive data product (2) archive analysis results X69 Tri-Met Archived Data User System(s) Tri-Met Rail Central Control System (TRMS) X33 Other Tri-Met & Regional Transit Operations Data (other) transit archive data On-Line Analysis & Mining Government Reporting System Support archive management requests archive management data X70 Tri-Met Archived Data Administration X35 Other Regional Data (Traffic) archive (data) request (1) (other) traffic archive data (2) (other) incident archive data This is intended to illustrate that the Dispatch Operations Utlities provide the functionality that supports or implements all, or a portion of, these several equipment packages. Likewise, these legacy and newly developed software enhancements, and related data bases are the source or destination for data elements and flows contained in the architecture flows and that are used by the equipment packages illustrated. PB Farradyne 73

82 Tri-Met Project Descriptions: Dispatch Operations Utilities Program Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Dispatch, Rail Controllers, Planners/Schedule Writers Operations Management Related Work Resources Schedule Operations and Maintenance Procurement Options External: Transit Riders Internal: Transit Tracker (TM001), US&S Upgrade, Bus Dispatch System Upgrade (TM005) External: None identified. Capital Costs This project will be completed using Tri-Met in-house staff. There are no capital costs associated with the project. Major Milestones ACID Phase I 3 rd quarter 2001 Phase II Requirements analysis will begin after completion of Phase I DISPUT Phase I 3 rd quarter 2001 Phase II Requirements analysis will begin after completion of Phase I Utilities developed under this program will be maintained by in-house information technology staff. Currently defined stages of the Dispatch Operations Utilities Program will be developed using in-house or contract programming staff. 74 PB Farradyne

83 Tri-Met Project Descriptions: Automated Yard Mapping And Vehicle Assignment Project 2.9 TM009 AUTOMATED YARD MAPPING AND VEHICLE ASSIGNMENT PROJECT Table 1 - Background Information Project ID TM009 Project Title Automated Yard Mapping and Vehicle Assignment Project Project The Automated Yard Mapping and Vehicle Assignment Project will Background use the existing communication and bus dispatch system and transit vehicle Global Positioning System (GPS) to correctly locate transit vehicles in the yard and assign them to blocks (trains). Correctly locating vehicles and mapping the yard is critical to the bus assignment process. Buses are parked in a stacked series of rows. As buses can only exit if the row in front is vacant, buses assigned to blocks with early departure times must be in the more forward rows. Tri-Met s current bus assignment system is a manual process that relies on staff to manually map the position of the buses in the yard, and to assign buses according to the block departure time. This method of bus assignment is labor-intensive, requiring two shifts of six people for the three garages. It is inherently error-prone due to the large number of buses and highly repetitive tasks. Because of the complexity of the bus assignment process and the manual approach currently used, relatively few variables are used. Bus assignment variables are mostly limited to block, position of the bus, type of vehicle, and occasionally driver needs. An automated bus assignment process could consider a larger set of variables in the assignment process, including: Driver needs/safety: an automated assignment process could simplify and expand the use of an assignment process based on bus characteristics and driver medical needs. A specific bus or set of buses could be assigned to drivers on a regular basis as a way to develop a greater sense of ownership and understanding of the unique characteristics and handling of a particular vehicle. Dynamic reassignment: with an automated assignment process, buses could be reassigned in response to incidents such as a bus breakdown in the queue or an unavailable driver. Vehicle characteristics: assignments could be made based on vehicle characteristics such as mileage. Assignments could be made to ensure vehicles accrue mileage at the same rate, or to PB Farradyne 75

84 Tri-Met Project Descriptions: Automated Yard Mapping and Vehicle Assignment Project put higher or lower mileage on specific vehicles assigned to specific blocks, or to use vehicles that have better fuel economy. Maintenance needs: an automated process could simplify and expand the consideration of maintenance needs in the assignment process. For example, buses requiring routine maintenance are assigned short tripper runs in order to meet a scheduled maintenance time. Potential benefits of a yard mapping system include the following: Rapid and precise location of vehicles. Fewer bus delays as a result of a reduction in mapping errors and subsequent vehicle assignment errors. More efficient use of staff. Reduction in current or future land needs as a result of more efficient use of yard space. Improved maintenance response as drivers more familiar with a bus may be more likely to notice problems and may be better able to describe defects. Better integration of the maintenance system and bus dispatch system. More efficient use of the existing bus fleet. Optimizing the bus assignment process may result in more service hours made available from the existing fleet. Project Plan Phase I: Tri-Met has begun testing the capabilities of the on-board GPS and communication system to determine if sufficient accuracy can be achieved to make yard mapping feasible. Continuation of the project at each phase is contingent on approval by Tri-Met s IT Committee and successful results in the preceding phase. Phase II: If accuracy requirements are met, Tri-Met will negotiate a contract to: model bus assignment algorithms; conduct a cost/benefit analysis; and to identify potential applications that will improve current processes. Phase III: Determine which applications are developed based on 76 PB Farradyne

85 Tri-Met Project Descriptions: Automated Yard Mapping And Vehicle Assignment Project results of Phase II. Create implementation plan. Project Objective Statement Project Risk(s) Develop and deploy an automated yard mapping and bus assignment system that reduces ongoing operating costs through greater efficiencies and optimized use of the existing bus fleet and Tri-Met s maintenance and storage facilities. Programmatic (Scope, Schedule, Resources): Organizational change issues operational and personnel issues must be considered in the implementation of this system. Technical: Transit Vehicle Location Data The accuracy and reliability of bus location information is essential to the implementation of this system. PB Farradyne 77

86 Tri-Met Project Descriptions: Automated Yard Mapping and Vehicle Assignment Project Table 2 - Architectural Requirements Physical Entities Primary: Transit Management (TRMS), Transit Vehicle Subsystem (TRVS), Transit Vehicle (X51), Transit Driver (X52), Transit Fleet Manager (X47) Architecture Flows Market Packages Equipment Packages User Services Secondary: Transit Maintenance Personnel (X53) Primary: request for vehicle measures, transit vehicle location data, transit vehicle conditions, driver instructions, transit driver availability, route (and vehicle) assignments Secondary: vehicle location, transit (maintenance) work schedule, transit operations planning data, transit fleet management inputs, maintenance status Primary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2) Secondary: Transit Maintenance (APTS6) Primary: Vehicle Location Determination, On-board Trip Monitoring, Transit Center Tracking and Dispatch, Transit Center Fixed Route Operations, Transit Garage Operations Secondary: Transit Garage Maintenance, On-board Maintenance Primary: Public Transportation Management (2.1); in particular the Operation of Vehicles & Facilities (2.1.1), Planning & Scheduling Services (2.1.2) and Personnel Management (Drivers) (2.1.3) Secondary: Personnel Management (Maintenance) (2.1.3) Standards NTCIP (AASHTO / ITE / NEMA): NTCIP 1400, 1401, 1404, 1405, 1406 and IEEE: P1488, P1489. SAE: none. 78 PB Farradyne

87 Tri-Met Project Descriptions: Automated Yard Mapping And Vehicle Assignment Project Subsystem Diagram Tri-Met Bus On-Board Vehicle Systems (TRVS) On-Board Trip Monitoring On-Board Maintenance vehicle location (1) transit vehicle location data (2) transit vehicle conditions driver instructions transit driver availability Tri-Met Central Dispatch & Operations (TRMS) Transit Center Tracking & Dispatch Transit Center Fixed Route Operations Transit Garage Operations Tansit Garage Maintenance Transit Center Paratransit Operations transit (maintenance) work schedule maintenance status transit fleet manager inputs X53 Tri-Met Maintenance Personnel X51 X52 Tri-Met Bus Tri-Met Driver (1) route (and vehicle) assignment (2) driver instructions transit operations planning data X47 Tri-Met Fleet Manager PB Farradyne 79

88 Tri-Met Project Descriptions: Automated Yard Mapping and Vehicle Assignment Project Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Bus Operators and Supervisors, Dispatchers, Scheduling Staff, Information Technology Staff, Maintenance Staff Related Work Resources Schedule External: Transit Customers Internal: Transit vehicle system firmware changes related to the Transit Tracker Project (TM001) will allow more information to be transmitted on existing bandwidth and may facilitate implementation of the Yard Mapping Project. External: Implementation of other fleet mapping efforts. Vendor research and development. Capital Costs Funded through Tri-Met operating funds (software modifications) and consulting funds. Major Milestones FY nd Quarter: GPS accuracy needs and abilities determined FY th Quarter: Bus assignment model developed FY th Quarter: Model benefits of automated fleet assignment process FY 2004: Phased implementation plan Operations and Maintenance Procurement Options FY : Deploy system The yard mapping system has the potential to reduce existing ongoing costs through increased automation and reduction of errors. The yard mapping system builds on systems already in place and therefore represents a comparatively small one-time cost. Tri-Met does not anticipate the need to purchase equipment or software. Minor software applications may be developed by Tri-Met staff. Tri-Met may enter into a contract to model bus assignment algorithms, to conduct a cost/benefit analysis, and to identify potential applications to improve current processes. 80 PB Farradyne

89 Tri-Met Project Descriptions: LIFT Program Integrated Voice Response 2.10 TM010 LIFT Program Integrated Voice Response Table 1 - Background Information Project ID TM010 Project Title LIFT Program Integrated Voice Response (IVR) Project This project develops Integrated Voice Response (IVR) features that Background will give customers more positive control over how and when they request, reserve, receive confirmation, change or cancel LIFT trips, and will also provide additional options for customer notification regarding service performance status. Tri-Met s LIFT Program provides door-to-door transportation for customers who meet paratransit eligibility requirements. Tri-Met currently uses a DOS version of Trapeze s PASS software operating on a Windows NT platform. PASS is used to schedule both subscription and demand trips, to maintain a customer database and to track operator and vehicle progress on the day of service. The current phone system includes the following components: Siemens Hicom 300 model 30 switch Release software Internal ACD Server 66 trunks on 3 T-1 spans Phon release 6.3. Customers calling LIFT may select one of two options: 1. Reservations/(Dispatch) Reservations is the main queue for incoming calls. Customers call to reserve, cancel or confirm times for upcoming service. In addition, customers may check on status of current day service; if necessary, reservation personnel transfer the call to the LIFT dispatch queue so that dispatchers can provide additional information. The reservations department answers the main queue from 5:00 a.m. to 9:00 p.m. on weekdays. After 9:00 p.m., dispatchers answer all calls until 11:30p.m. At that time, phones are transferred to the taxi contractor, who can accept cancellations or confirm trips assigned to taxis until 5:00 a.m when Tri-Met reservations service resumes. 2. Customer Service Customers may choose the customer service option to ask a question or register a comment regarding LIFT service. Some customers calling the reservations queue may require additional assistance, so are transferred to customer service. Customer service is staffed from 8:00 a.m. 5:00 p.m. Monday through Friday. 3. Weekends and Holidays From 11:30 p.m. on Friday through 5:00 PB Farradyne 81

90 Tri-Met Project Descriptions: LIFT Program Integrated Voice Response p.m. Monday, and all day on holidays, all LIFT customer calls are transferred to the taxi contractor to accept cancellations or confirm trips assigned. As of December 2000, LIFT reservations is answering more than 1,400 calls on an average weekday. LIFT reservations staff also places outgoing calls on the evening before service to notify customers of changes to scheduled times. Current staffing consists of 15 full-time personnel, with ten reservation personnel working at peak times. These staffing levels do not include dispatchers or customer service staff. IVR technology has the ability to automate some routine calling functions in the LIFT program, with the following potential benefits: Offer customers the option of faster automated service for trip cancellations, confirmations, or reservations 24-hours a day, seven days a week. Save staff time and reduce personnel requirements. Through reallocation of routine work, staff can focus a higher level of attention on more challenging requests. Allow for improved customer notification regarding service status. Project Plan Tri-Met must ensure that the phasing of this project is logical. IVR implementation must follow the upgrade of our existing scheduling system to a robust and reliable NT scheduling program with suitable system architecture and functionality. The project should be implemented so that IVR features are introduced in stages. This will reduce the rate of changes to which customers and staff must adjust and will provide experience with earlier stages before final decisions are made on more complex and costly features. The project could be implemented in the following stages: Confirmations and cancellations Day-before-service notification of schedule changes (callbacks) Semi-automated booking Day-of-service status notifications Fully automated booking 82 PB Farradyne

91 Project Objective Statement Project Risk(s) Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: LIFT Program Integrated Voice Response These Integrated Voice Response (IVR) features will give customers more control over how and when they request, reserve, receive confirmation, change or cancel LIFT trips, and will also provide additional options for customer notification regarding service performance status. Costs Implementation of the final phase, fully automated booking, could increase total project costs by more than 100%. Technical Installation of a less-than-mature product is not an acceptable risk for the LIFT Program. This means that the system selected will have been proven fully functional for a program with similar size and characteristics. Most, if not all, current IVR experience is at paratransit sites using Trapeze 4. It has not been demonstrated that IVR can operate with other scheduling packages. Latter stages of IVR implementation would require interface with dispatch systems and on-board vehicle logic units. This presents additional technical challenges in view of planned upgrades to these systems. Customer and Staff Acceptance LIFT customers and staff may be initially resistant to this new technology. Phased implementation, accompanied by diligent education efforts, will be necessary. PB Farradyne 83

92 Tri-Met Project Descriptions: LIFT Program Integrated Voice Response Table 2 - Architectural Requirements Physical Entities Primary: LIFT Transit User (X50), Tri-Met Central Dispatch & Operations (TRMS), LIFT Transit Vehicle (TRVS), LIFT Transit Driver (X52) Architecture Flows Market Packages Equipment Packages User Services Secondary: Tri-Met LIFT Reservation Personnel (X49), Tri-Met Customer Service Agent (X49), Personal Info Access (PIAS), Remote Traveler Info Access (RTS), LIFT Taxi Contractor (X63) Primary: demand responsive transit request, demand responsive transit plan, LIFT transit info request, LIFT transit info response, LIFT driver availability, LIFT route/schedule assignments, LIFT transit vehicle location, LIFT transit vehicle passenger and use data, LIFT transit vehicle schedule performance, driver instructions Secondary: (non-ivr) demand responsive requests/cancellations, (non-ivr) demand response transit confirmation, (exceptional) demand responsive requests/questions/comments, (exceptional) demand responsive transit plan or response, (after hours, non-ivr) demand responsive requests/cancellations, (after hours, non-ivr) demand response transit confirmation Primary: Demand Response Transit Operations (APTS3), Transit Traveler Information (APTS8) Secondary: Transit Vehicle Tracking (APTS1), Interactive Traveler Information (ATIS2) Primary: Transit Center Tracking & Dispatch, Transit Center Paratransit Operations (IVR), Transit Center Information Services (IVR), Transit Garage Operations (LIFT), On-Board Paratransit Operations, On-Board Trip Monitoring Secondary: Personal Interactive Information Reception, Remote Interactive Information Reception Personalized Public Transit (2.3); including rider request (2.3.1), vehicle assignment (2.3.2), vehicle data collection (2.3.3), information processing for service optimization (2.3.4) and service-specific communications (2.3.5) 84 PB Farradyne

93 Standards Tri-Met 5-Year ITS Plan Tri-Met Project Descriptions: LIFT Program Integrated Voice Response NTCIP: 2501, 2302, 2303 and 2304 for DATEX or 2502 & 2305 for CORBA if center-to-center; Framework (1400), Common Public Transportation Business Area (1401), Passenger Info (1403), Scheduling/Runcutting (1404), Spatial Representation (1405) Onboard (1406), Control Center (1407), Fare Collection (1408); Octet Encoding Rules (1102) Subsystem Diagram IEEE: Data Dictionary (P1489) and message sets (P1488) Wide-area wireless communications media/protocol: (existing, commercial) X50 LIFT Transit User demand responsive transit request demand responsive transit plan (1) LIFT transit information request (2) demand responsive transit request Tri-Met Central Dispatch & Operations (TRMS) Transit Center Tracking & Dispatch Transit Center Paratransit Operations (LIFT IVR) Transit Center Information Services (LIFT IVR) (non-ivr) demand responsive requests/cancellations (non-ivr) demand response transit confirmation (exceptional) demand responsive requests/questions/comments X49 Tri-Met LIFT Reservations (Dispatch) Personal Information Access(Transit) Transit Garage Operations (LIFT) Personal Interactive Information Reception (1) LIFT transit information response (2) demand responsive transit plan X49 (exceptional) demand responsive transit plan or response Tri-Met Customer Service Remote (Transit) Traveler Information Access Remote Interactive Information Reception (1) LIFT transit information request (2) demand responsive transit request (1) LIFT transit information response (2) demand responsive transit plan X63 LIFT Transit Vehicle (TRVS) On-Board Paratransit Operations (1) LIFT transit vehicle location data (2) LIFT transit vehicle passenger & use data (3) LIFT transit vehicle schedule performance (after hours, non-ivr) demand responsive requests/cancellations (after hours, non-ivr) demand response transit confirmation (After Hours) LIFT Taxi Contractor On-board Trip Monitoring driver instructions X52 LIFT Transit Driver LIFT driver availability LIFT route/schedule assignments PB Farradyne 85

94 Tri-Met Project Descriptions: LIFT Program Integrated Voice Response Table 3 - Institutional and Funding Issues Stakeholders Internal: LIFT Program staff External: LIFT customers, the Committee on Accessible Transportation (CAT), and human service agencies who use LIFT service Related Work Internal: This project should occur well after a successful scheduling system upgrade. The same day system status feature is dependent upon, and should be implemented subsequent to the planned upgrades to BDS, and the current vehicle interface units. External: Dallas Area Rapid Transit (DART) was the first large paratransit program to install IVR. King County Metro Transit Division plans to implement the first stage of IVR during the latter part of Resources Schedule Capital Costs FY 2003: $200,000* *Equipment cost only. Implementation could most likely be accomplished with existing Information Systems and Operations staff. Major Milestones FY 2003 FY2005: Upgrade LIFT scheduling software FY 2005: Implement automated cancellations and confirmations FY 2005: Implement day-before-service notification of schedule changes (callbacks) FY2006: Implement semi-automated booking FY2006: Day-of-service notifications FY2007: Fully automated booking Operations and Maintenance Procurement Options The implementation of the IVR project should not increase operations and management (O&M) costs and has the potential to reduce costs through increased automation. Procurement options will be evaluated after the project is funded. The number of suitable alternatives for IVR is dependent on the scheduling software package that is ultimately selected by the LIFT Program. 86 PB Farradyne

95 3.0 Regional ITS Project Descriptions Tri-Met 5-Year ITS Plan Regional Project Descriptions Project Descriptions This section includes detailed project descriptions for the two regional ITS projects that Tri-Met contributes to significantly. Similar to the project descriptions in the previous section for Tri-Met s internal ITS projects, each regional project has three individual tables that provide information unique to each project. Information in the first table includes Project Background, Project Plan, Project Objective Statement and Project Risks associated with the development of the project. The second table in each project description identifies elements of the National ITS Architecture relevant to the specific project. Architectural elements identified in this table include applicable Physical Entities (subsystems), Architecture Flows, Market Packages, Equipment Packages, User Services and Standards. In addition, a subsystem diagram for the project is provided. This diagram shows the relationship of subsystems required in developing the project. Information included in this table is intended to result in a project that conforms with the National ITS Architecture. The third table in each project description identifies institutional and funding issues that must be considered in the development of the project. Information contained in this table includes stakeholders (both internal and external), work related to the project that has been initiated elsewhere, required resources, project schedules, operations and maintenance and procurement options. Appendix C includes a list of the Project Managers responsible for each project at the time of publication of this document.. PB Farradyne 87

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97 Regional Project Descriptions: Transit Buses as Traffic Probes 3.1 OR0158 TRANSIT BUSES AS TRAFFIC PROBES Table 1 - Background Information Project ID Project Title Project Background OR0158 Transit Buses as Traffic Probes Regional Viewpoint: Portland s regional traffic management centers require a complete status for both freeway and arterial roadways to more effectively perform traffic control and incident management, and to provide traffic information to the public. The regional freeway system is suitably instrumented for this purpose, but extended arterial network surveillance is cost prohibitive, thus other means that are available should be leveraged to meet this need. Transit probe data is a viable opportunity in this region. This project is one of the 15 regional projects identified under TransPort, a regional multi-jurisdictional program focused on integration and enhancement of the region s ITS infrastructure. Tri-Met and C-TRAN operate the two transit systems serving the fourcounty area in Oregon and Washington. These transit properties operate an extensive fixed-route schedule in the region and Tri-Met s buses are suitably equipped to collect schedule adherence data and serve as traffic probes. Tri-Met currently collects and post-processes bus operation data including schedule adherence for consideration in fixed-route scheduling. Additionally, Tri-Met is beginning to share this data with local jurisdictions for operational use. This regional Transit-Traffic Management integration project addresses the technically challenging integration and utilization of real-time transit data for the purpose of establishing arterial (and freeway) network status, thus integrating transit and traffic management. This project will support the use of travel time data for real time management of traffic signals as well as analysis of corridor performance. Tri-Met Viewpoint: Tri-Met buses travel along a number of key corridors and will report travel times or speed on selected street segments determined to be of interest to the City of Portland or ODOT Region 1. PB Farradyne 89

98 Regional Project Descriptions: Transit Buses as Traffic Probes Project Plan Tri-Met will work cooperatively with regional partners at the City of Portland, ODOT Region 1, City of Vancouver, WSDOT SW Region and C-TRAN through the ATMS TAC to achieve project goals in concert with the TransPort Program. Phase I: Tri-Met, City of Portland and ODOT Region 1 will identify selected segments on key corridors of interest. Tri-Met buses will then report their travel times on those segments (e.g., Ross Island Bridge or Barbur Boulevard). These corridors may, in some cases, be the same ones identified as those where transit signal priority is needed (see TM002). Project Objective Statement Project Risk(s) Phase II: Tri-Met is loaning three on-board transit vehicle systems to C-TRAN for use on their Route 5 (I-5 main line into/out of City of Portland-Vancouver, Washington). Tri-Met, City of Vancouver and Washington State Department of Transportation (WSDOT) Southwest Region will identify selected segments on key corridors of interest. The three C-TRAN buses, and potentially other Tri-Met buses, would then report their travel times over selected segments (e.g., I-5 bridge) to Tri-Met for subsequent use by City of Portland, City of Vancouver, ODOT Region 1, and WSDOT SW Region. Develop and deploy the Tri-Met component in an integrated regional subsystem to collect and process real time transit bus operation data, and effectively apply that data for use as traffic probe data in determination of regional traffic network status. Programmatic (Scope, Schedule, Resources): None identified. Technical: As part of this project, Tri-Met system data will be transferred to regional traffic management centers. The upgrade/ replacement of the City of Portland Traffic Operation Center software and the deployment of the ODOT Traffic Management Operations Center operational software can impact the content and format of Tri-Met system data. 90 PB Farradyne

99 Regional Project Descriptions: Transit Buses as Traffic Probes Table 2 - Architectural and Standards Consistency Detail Physical Primary: Transit Management Subsystem (TRMS), Traffic Management Entities (TMS), Transit Vehicle Subsystem (TRVS), Transit Vehicle (X51) Architecture Flows Market Packages Equipment Packages Secondary: Transit Driver (X52) Primary: Transit vehicle measures, (transit) vehicle probe data Secondary: Transit system data, transit vehicle probe status verification (voice coordination), traffic information coordination, traffic control coordination Primary: Multi-Modal Coordination (APTS7), Probe Surveillance (ATMS02) Secondary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2) Primary: Vehicle Probe Support, Transit Center Multi-Modal Coordination, Transit Center Tracking and Dispatch, Transit Center Fixed-Route Operations Secondary: TMC Probe Information Collection User Services Primary: Public Transportation Management (2.1) Standards Secondary: Traffic Control (1.6) ITE: TS 3.TCIP-CC, TS 3.TCIP-SCH, TS 3.TCIP-TM, TS 3.TCIP-OB, TS 3.TCIP-CPT, TS 3.TCIP-SP and TS 3.TCIP Frame. AASHTO: Either (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1488 and P1489. SAE: J1708 and J2374. PB Farradyne 91

100 Regional Project Descriptions: Transit Buses as Traffic Probes Subsystem Diagram [ transit vehicle probe status verification (voice coordination) ] Tri-Met Central Dispatch & Operations (TRMS) Transit Center Multi-Modal Coordination (1) (transit) vehicle probe data (2) transit system data TMS X52 Tri-Met Bus Driver Transit Center Fixed Route Operations Transit Center Tracking & Dispatch ODOT Region 1 Traffic Management Operations Center (TMOC) (transit) vehicle probe data X51 Tri-Met Bus transit vehicle measures Tri-Met Bus On-Board Vehicle System (TRVS) (1) (transit) vehicle probe data (2) transit system data (1) traffic information coordination (2) traffic control coordination TMS Vehicle Probe Support City of Portland Traffic Operations Center (TOC) Shaded items represent functional elements in the Region 1 architecture that are not of primary interest to Tri-Met projects except in the regional architecture context. 92 PB Farradyne

101 Regional Project Descriptions: Transit Buses as Traffic Probes Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Scheduling and Planning Staff Related Work Resources Schedule Operations and Maintenance Procurement Options External: City of Portland, City of Vancouver, ODOT Region 1, WSDOT SW Region, C-TRAN, METRO, Regional, City and County Traffic System Operators, and Regional Travelers Internal: TM005 Bus Dispatch System Upgrade will provide the needed capability for use of activation points and zones. Activation points will be used to identify the roadway segments of interest to the Tri-Met buses. External: The upgrade/replacement of the City of Portland Traffic Operation Center (TOC) software is key as is the deployment of the ODOT Traffic Management Operations Center (TMOC) operational software. These two significant regional interfaces will impact the content and format of Tri-Met system data transferred to the regional (arterial and freeway) traffic management centers. Capital Costs FY 2002: $150,000 FY 2003: $100,000 (See Appendix B for detailed cost information) Major Milestones System Development/Deployment: FY 2001 (Dependant on regional allocation of Federal ITS grant funding) No additional operations and maintenance costs are anticipated for this project. On-board firmware modifications and OrbCad enhancements will be maintained within current staff allocations for these systems. This project will require modifications to both the central dispatch system and onboard vehicle firmware. Procurement of the necessary modifications will be on a negotiated sole source basis with Orbital Transportation Management Systems, the current system provider. PB Farradyne 93

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103 Regional Project Descriptions: ATIS Sustainable Business Model 3.2 OR0204 REGIONAL ATIS SUSTAINABLE BUSINESS MODEL DEPLOYMENT Table 1 - Background Information Project ID OR0204 Project Title Regional ATIS Sustainable Business Model Deployment Project Regional Viewpoint: Residents and travelers want information they Background can use about the regional traffic and transit situation, but are often unwilling to pay for this information, or lack a reliable means of access to the information. The most common means for distribution of traffic and transit status information to the general public is through the media, telephone hotlines or a website -- the latter limiting the audience to those with Internet access at home or at work. These means are typically within the domain of the public sector agencies providing a service to the general public. Given that a basic level of information can be distributed, the next level of data requested will be information that is tailored and integrated to meet a particular user group or individual travel need this is clearly not the business of the public sector. Additionally, there are several technological means for information distribution (e.g., wireless communications to portable devices such as pagers, handheld computers, in-vehicle devices, etc.) with associated initial and recurring operational cost that typically places them outside the domain of the public sector agencies. A typical regional advanced traveler information system (ATIS) "business plan" might state that the business of the public sector is to provide a service to the general public through delivery of general regional status information acquired at public expense. Then further state that the delivery of tailored integrated and personalized information is the providence of the public sector the Information Service Provider (ISP). The public sector challenge is to facilitate a sustainable marketplace for the ISP to build a business without (1) excessive public sector investment, or (2) excessive favoritism to the exclusion of competition, and (3) without subsequently entering into competition with the private sector. PB Farradyne 95

104 Regional Project Descriptions: ATIS Sustainable Business Model Project Background Continued Project Plan Therefore, it is suggested by this project that the best business plan for a regional, sustainable customized traveler information business is for the public sector to invest only in bringing traffic and transit status information to a stable interface demarcation point, then for the private sector ISP to take it from there. It is important to note that this business plan approach does not exclude public agencies from dissemination of information on their properties, but is instead focused on private sector dissemination through personal information access infrastructure (e.g., personal digital assistants, pagers, etc.). The public sector should be willing to accept ISP requirements for data exclusivity and proprietary solutions to achieve their ISP business goals -- this acceptance frequently encourages significant private sector investment. Tri-Met Viewpoint: The Tri-Met portion of this project would include (1) the collection and preparation of real time operational data, schedule, and fare data in a suitable regional format and structure, and (2) the regional dissemination of that data through continuous or on-demand presentation at a well-defined regional interface. In this case, that common regional interface is defined architecturally as the Other ISP. Tri-Met would continue initiatives to provide real time and static information within their properties; e.g., real time customer information displays. Tri-Met will work cooperatively with regional partners at ODOT Region 1, City of Portland (traffic and parking management) through the ATMS TAC to achieve project goals in concert with the TransPort Program and as supported and enabled by Tri-Met internal ITS projects. Project Objective Statement Project Risk(s) Much of the Tri-Met foundation, in terms of infrastructure and data, will be accomplished through enabling projects such as Real Time Customer Information Displays (TM001), Bus Dispatch System Upgrade (TM005) and Scheduling System Software Procurement (TM006). Develop and deploy a public sector traffic and transit information interface that then enables one or more ISP-integrated regional traveler information subsystems to provide pre-trip travel information, enroute driver information, route guidance and traveler services information to subscribers and the general public. Programmatic (Scope, Schedule, Resources): None identified. Technical: The accuracy and continuous flow of real time transit, freeway, and arterial data is essential to effective and reliable performance of the system. 96 PB Farradyne

105 Regional Project Descriptions: ATIS Sustainable Business Model Table 2 - Architectural and Standards Consistency Detail Physical Primary: Transit Management Subsystem (TRMS), Other ISP (X31) Entities - Transit Secondary: Transit Vehicle Subsystem (TRVS) Architecture Primary: Transit and fare schedules, transit traveler information Flows - Transit Secondary: Transit vehicle location data, transit vehicle schedule performance, trip request, trip plan Market Primary: Transit Traveler Information (APTS8) Packages - Transit Secondary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2) Equipment Primary: Transit Center Information Services Packages - Transit Secondary: Transit Center Fixed-Route Operations, Transit Center Tracking and Dispatch, On-Board Trip Monitoring, On-Board Fixed Route User Services Transit Standards Schedule Management Primary: Traveler Services Information (1.5) Secondary: Public Transportation Management (2.1) ITE: TS 3.TCIP-CC, TS 3.TCIP-SCH, TS 3.TCIP-PI, TS 3.TCIP-OB, TS 3.TCIP-TM, TS 3.TCIP-CPT, TS 3.TCIP-SP and TS 3.TCIP Frame. AASHTO: Either (TS 3.AP.FTP, TS 3.BP-OER and TS 3.AP-DATEX) or TS 3.AP-CORBA. IEEE: P1488, P1489 and J2354. PB Farradyne 97

106 Regional Project Descriptions: ATIS Sustainable Business Model Subsystem Diagram Tri-Met Bus On-Board Vehicle System (TRVS) On-board Fixed Route Schedule Management Tri-Met Central Dispatch & Operations (TRMS) Transit Center Information Services Transit Center Fixed Route Operations Transit Center Tracking & Dispatch trip plan trip request On-board Trip Monitoring (1) transit vehicle schedule performance (2) transit vehicle location data (1) transit and fare schedules (2) transit traveler information X31 This regional ISP collects a variety of public agency operational and network status data for dissemination. It does not provide traveler information services. Other ISP Public Data Interface Public sector Private sector ISP Regional Information Service Provider(s) Shaded items represent functional elements in the Region 1 architecture that are not of primary interest in Tri-Met projects except in the regional architecture context. PIAS Personal Information Access Subsystem X06 Commercial Vehicle Drivers X56 Traveler 98 PB Farradyne

107 Regional Project Descriptions: ATIS Sustainable Business Model Table 3 - Institutional and Funding Issues Stakeholders Internal: Tri-Met Customer Service Representatives and Scheduling Staff Related Work Resources Schedule Operations and Maintenance Procurement Options External: ODOT Region 1, WSDOT SW Region, C-TRAN, Regional Agencies, Counties, Cities, Regional ISP, and Regional Travelers Internal: The Real Time Customer Information Display (TM001) will provide the server and Tri-Met real time data stream infrastructure. The Scheduling System Procurement (TM006) will provide additional capabilities in schedule and fare information. External: ODOT and City of Portland system enhancements will be required to provide access to other necessary regional data. Capital Costs FY 2002: $75,000 FY 2003: $50,000 FY 2004: $20,000 FY 2005: $20,000 FY 2006: $20,000 (See Appendix B for detailed cost information) Major Milestones FY 2001: System Development/Deployment (dependant on regional allocation of Federal ITS grant funding) No additional operations and maintenance costs are anticipated for Tri-Met to support this project. Any necessary system development will be integrated with the OrbCad upgrade and maintained as an element of that project. This project provides an opportunity for public/private participation and the potential for significant private investment if the region can agree on the level and exclusivity of data rights granted to the private contractor that would provide these services. The initial stage of this project will develop a plan for deployment and either be selected through an RFP solicitation/selection process or on sole-source selection based on current responses to an associated RFI. Subsequent selection of a qualified Information Service Provider (ISP) will likely be through a subsequent solicitation and selection process. PB Farradyne 99

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109 Appendix A Appendix A Concepts of National ITS Architecture To assist agencies such as Tri-Met in the development and deployment of ITS, the U.S. Department of Transportation has developed the National ITS Architecture. The National ITS Architecture provides a common framework for determining ITS solutions and implementing ITS technologies. The National ITS Architecture is not a design, rather it defines the framework around which multiple design approaches can be developed, each one specifically tailored to meet the unique needs of the region. The National ITS Architecture also defines the functions that must be performed to implement a given service, the physical entities or subsystems where these functions reside, the interfaces/information flows between subsystems, and the communication requirements for the information flows. Benefits that may be attributed to utilizing the National ITS Architecture in the design, implementation, and operation of ITS, include: Reduced risk, Cost savings, and Assisting the development of the big picture of the system. Features of the National ITS Architecture that can foster these benefits include: National compatibility As travelers and commercial vehicles move within the United States, the equipment on their vehicles continues to support them at all locations. Multiple suppliers More vendors will be supplying compatible equipment, leading to competition and less expensive equipment. Future growth By following an open systems approach the National ITS Architecture allows migration paths for future growth and expansion (i.e., you upgrade subsystems, you do not start from scratch). Support ranges of functionality The National ITS Architecture supports high-end and low-end features. Basic services can be provided free, while value-added services can be added on a fee basis. Synergy The National ITS Architecture considers the requirements for multiple functions and allocates systems that optimally support those functions. Risk reduction The National ITS Architecture s common framework reduces risk for those implementing ITS, equipment manufacturers, and consumers alike. There are several concepts and terms used throughout the National ITS Architecture that must be understood to effectively use the National ITS Architecture. Concepts that are described below include: User Services Logical Architecture Physical Architecture Market Packages Equipment Packages Each of these concepts is defined below as they relate to transit operations. In addition, PB Farradyne A - 1

110 Appendix A a glossary of concepts related specifically to the Tri-Met 5-Year ITS Plan can be found near the end of this Appendix. A diagram of the Advanced Public Transportation Systems (APTS) standards can be found at the end of this Appendix (see Figure A-3). User Services The National ITS Architecture has identified a number of User Services for application to the nation s surface transportation needs. User services precisely encapsulate what the system must do to be considered successful. It should be noted that the list of User Services that has been developed to date is by no means exhaustive, nor are they final. Additional User Services may be developed to support the specific needs and demands of the individual user. An example of this might be the development of pedestrian-based User Services. Table A-1 lists the User Services that have been identified to date in the National ITS Architecture. Table A 1: User Services USER SERVICE BUNDLE USER SERVICES Travel and Transportation Management Enroute Driver Information Route Guidance Traveler Services Information Traffic Control Incident Management Emissions Testing and Mitigation Highway-Rail Intersection Travel Demand Management Demand Management and Operations Ride Matching and Reservation Pre-Trip travel Information Public Transportation Operations Public Transportation Management Enroute Transit Information Personalized Public Transit Public Travel Security Electronic Payment Electronic Payment Services Commercial Vehicle Operations Commercial Vehicle Clearance Automated Roadside Safety Inspection On-Board Safety Monitoring Commercial Vehicle Administration Processes Hazardous Materials Incident Response Freight Mobility Emergency Management Emergency Notification and Personal Security Emergency Vehicle Management Advanced Vehicle and Safety Systems Longitudinal Collision Avoidance Lateral Collision Avoidance Intersection Collision Avoidance Vision Enhancement for Collision Avoidance Safety Readiness Pre-Crash Restraint Deployment Information Management Archived Data User Services that directly relate to transit operations that have been identified in the National ITS Architecture include: Public Transportation Management This User Service provides functions such as the collection of information about the location of vehicles, and assessment of schedule variances, A - 2 PB Farradyne

111 Appendix A preparation of real time instructions for drivers to recover from variances in order to maintain schedules, as well as making appropriate requests for signal preemption. This User Service also collects information about passenger use of the transit service. Enroute Transit Information This User Service provides travelers with real time transit and high-occupancy vehicle information allowing travel alternatives to be chosen once the traveler is enroute. This User Service has three major functions, (1) Information Distribution, (2) Information Receipt, and (3) Information Processing. This User Service also integrates information from different transit modes and presents it to travelers for decision making when the trip requires intermodal transfers. This User Service is made available to travelers through a variety of sources including kiosks and home/ office computers. Personalized Public Transit This User Service functions as a travel agent for various modes of transit, including personalized transit. The Transit Management Subsystem computes the logistics for individual requests and communicates the personalized schedules to travelers. Public Travel Security This User Service is implemented to create a safe environment for those using public transportation. This User Service provides surveillance of transit vehicles and facilities and identifies potentially hazardous situations and notifies the appropriate response agencies. This User Service encompasses all physical areas related to public transit travel including: Bus-stop areas Park and Ride areas Transit vehicles Kiosks Transit transfer locations Logical Architecture A Logical Architecture is best described as a tool that assists in organizing complex entities and relationships. The Logical Architecture focuses on the functional processes and information or data flows. The development of a Logical Architecture helps identify the system functions and information flows, and guides the development of functional requirements for new systems and improvements. For example, this would assist transit agencies in neighboring jurisdictions to identify what data could be shared to improve operations. The Logical Architecture should be independent of institutions and technology; i.e., it should not define where or by whom functions are performed, nor should it identify how functions are to be implemented. Physical Architecture A Physical Architecture is the physical (versus functional) view of a system. A Physical Architecture provides the agencies with a physical representation (though not a detailed design) of how the system should provide the desired functionality. A Physical Architecture takes the processes identified in the Logical Architecture and assigns them to physical entities (e.g., transit vehicles, transit management centers, and various roadside devices) or subsystems. In addition, the data flows from the Logical Architecture that link subsystems are grouped together into architecture flows PB Farradyne A - 3

112 Appendix A (architecture flows may include several detailed data flows). The architecture flows and their communications requirements define interfaces between subsystems. The definition of these interfaces form the basis of the ongoing standards work in the ITS industry. The Physical Architecture is composed of two layers : transportation layer, and communications layer, as represented in Figure A-1. In order for ITS to properly function, interaction must take place among these layers. The third layer, the institutional layer, is not actually part of the physical architecture. However, definition of the physical architecture cannot be made without decisions regarding jurisdictional structure and working relationships that will provide a framework for ITS planning and implementation. Technical Layers Communications Interfaces Solutions Transportation Objectives & Requirements Institutional 35 Figure A-1: National ITS Architecture Layers Transportation Layer The Transportation Layer of the architecture provides for the transportation-related elements of the architecture. This layer is composed of travelers, vehicles, management centers, and field devices. The Transportation Layer as it relates to transit service providers could include: Real time customer information displays Transit management center Communications Layer The Communication Layer of the National ITS Architecture provides information and data transfer for the transportation layer subsystems. The Communications Layer A - 4 PB Farradyne

113 Appendix A includes all of the communications necessary to transfer information and data among transportation entities. The Communications Layer of the architecture identifies: What information and communications are needed How data should be shared and used by which physical entities Where standards are needed to facilitate this sharing Institutional Layer The Institutional Layer of the architecture contains policies regarding funding and working arrangements, as well as the jurisdictional structure that supports the other layers of the architecture. Activities on this level as it relates to Tri-Met include: Developing information sharing policies Identifying and procuring financing for systems Developing inter-agency policies and agreements Typically institutions are in place and operate in a manner that meets the unique needs of a specific metropolitan area. Therefore, the National ITS Architecture does not require, nor suggest modifications to the institutional layer. The National ITS Architecture does, however, recommend who should communicate with whom, and what information should be communicated. Figure A-2 represents the relationship between the Transportation and Communication Layers, which forms the Physical Architecture. This figure is commonly referred to as the Sausage Diagram. Transportation elements are represented in the Subsystems. Subsystems are defined as groupings of processes based upon on the physical world. These Subsystems are grouped into the following four areas: Remote Access, Centers, Vehicles, and Roadside Subsystems. PB Farradyne A - 5

114 Appendix A Remote Access Remote Traveler Support Personal Information Access Information Service Provider Traffic Management Emissions Management Emergency Management Centers Transit Management Toll Administration Fleet and Freight Management Commercial Veh Admin Planning Wide Area Wireless Communications Wireline Communications Vehicle to Vehicle Communications Vehicle Transit Commercial Vehicles Emergency Dedicated Short Range Communications Roadway Toll Collection Parking Management Commercial Vehicle Check Roadside Figure A-2: Systems and Sub-Systems of the National ITS Architecture Subsystems ITS Subsystems perform transportation functions (e.g., scheduling of transit services). Subsystems are group processes that are likely to be collected together under one physical agency, jurisdiction, or physical unit. An example of a Subsystem is a transit operations center that is operated by a transit agency. Subsystems identified in the National ITS Architecture that relate to transit operations include: Roadway Subsystem This subsystem includes the equipment distributed on and along the roadway that monitors and controls traffic. As it relates to transit operations, this subsystem would include the part of the functions that provide traffic signal pre-emption for transit vehicles. Transit Management Subsystem This subsystem manages transit vehicle fleets and coordinates with other modes and transportation services. It provides operations, maintenance, customer information, and planning and management functions for the transit property. This Subsystem applies to central dispatch and garage management systems and supports the spectrum of fixed route, flexible route, and paratransit services. It provides current transit operations data to other center subsystems. The Transit Management Subsystem collects and stores accurate ridership levels and implements corresponding fare structures. It collects operational and maintenance data from transit vehicles, manages vehicle service A - 6 PB Farradyne

115 Appendix A histories, and assigns drivers and maintenance personnel to vehicles and routes. Transit Vehicle Management This Subsystem resides in a transit vehicle and provides the sensory, processing, storage, and communications functions necessary to support safe and efficient movement of passengers. The Transit Vehicle Subsystem collects accurate ridership levels and supports electronic fare collection. This Subsystem also contains the functions, along with the roadway subsystem to support traffic signal preemption for transit vehicles. On-board sensors support transit vehicle maintenance. The Transit Vehicle Subsystem also furnishes travelers with real time travel information, continuously updated schedules, transfer options, routes, and fares. Planning Subsystem The Planning Subsystem provides a data archiving and analysis function. It collects historical, current, and predicted transportation information from the other center subsystems. The collected information is used in analysis and evaluation of current transit operations. Remote Traveler Support This Subsystem provides access to traveler information at transit stations, transit stops, other fixed sites along travel routes, and at major trip generation locations such as special event centers, hotels, office complexes, amusement parks, and theatres. Traveler information access points include kiosks and informational displays supporting varied levels of traveler interaction and information access. At transit stops, information that is provided to travelers could include real time transit vehicle arrival times as well as schedule information. Market Packages Market Packages are an alternative representation of groupings of ITS subsystems to support diverse ITS implementations. Market Packages address specific sets of users, service levels, regional needs, and incremental deployment scenarios. A Market Package is implemented with a combination of inter-related equipment. This equipment often resides in several different subsystems within the architecture framework and may be operated by different stakeholders. For instance, the Transit Vehicle Tracking Market Package includes vehicle-location equipment in the Transit Vehicle Subsystem and a base station element in the Transit Management Subsystem. In this example, all Market Package elements are owned and operated by the same transit stakeholder. Market Packages that are specific to transit operations that have been addressed in the National ITS Architecture include: Transit Vehicle Tracking This Market Package provides for an Automated Vehicle Location system to track the transit vehicle s real time schedule adherence and updates the transit system s schedule in real time. Vehicle position is determined by the vehicle (e.g., through GPS) and relayed to the transit operations center. A two-way wireless communication link with the Transit Management Subsystem is used for relaying vehicle position and control PB Farradyne A - 7

116 Appendix A measures. Fixed route transit systems may also employ beacons along the route to enable position determination and facilitate communications with each vehicle at fixed intervals. The Transit Management Subsystem processes this information, updates the transit schedule and makes real time schedule information available to multiple users. Transit Fixed-Route Operations This Market Package performs automatic driver assignment and monitoring, as well as vehicle routing and scheduling for fixed-route services. This service uses the existing AVL database as a source for current schedule performance data, and is implemented through data processing and information display at the transit management subsystem. These data are exchanged and integrated with data from other transportation modes (e.g. rail, ferry, air) to provide the public with integrated and personalized dynamic schedules. Demand Response Transit Operations This Market Package performs automatic driver assignment and monitoring as well as vehicle routing and scheduling for demand response transit services. This Market Package uses the existing AVL database to monitor current status of the transit fleet and supports allocation of these fleet resources to service incoming requests for transit service, while also considering traffic conditions. The Transit Management Subsystem provides the necessary data processing and information display to assist the transit operator in making optimal use of the transit fleet. Transit Passenger and Fare Management This Market Package allows for the management of passenger loading and fare payments on-board vehicles using electronic means. The payment instrument may be either a stored value or credit card. This Market Package is implemented with sensors mounted on the vehicle to permit the driver and central operations to determine vehicle loads, and readers located either in the infrastructure or on-board the transit vehicle to allow fare payment. These data are processed, stored and displayed on the transit vehicle and communicated as needed to the Transit Management Subsystem using existing wireless infrastructure. Transit Security This Market Package provides for the physical security of transit passengers. An on-board security system is deployed to perform surveillance and warn of potentially hazardous situations. Public areas (e.g., stops, park-andride lots, stations) are also monitored. Information is communicated to the Transit Management Subsystem using wireless communications. Securityrelated information is also transmitted to the appropriate response agency. Transit Maintenance This Market Package supports automatic maintenance scheduling and monitoring of transit vehicles. Onboard condition sensors monitor A - 8 PB Farradyne

117 Appendix A critical system status and transmit critical status information to the Transit Management Subsystem. Hardware and software in the Transit Management Subsystem processes data and schedules routine and emergency maintenance activities. Multi-Modal Coordination This Market Package establishes two-way communications between multiple transit and traffic agencies to improve service coordination. Intermodal coordination between transit agencies can increase traveler convenience at transfer points and can also improve operating efficiency. Coordination between traffic and transit management is intended to improve on-time performance of the transit system to the extent that this can be accommodated without degrading overall performance of the traffic network. More limited local coordination between the transit vehicle and the individual intersection for signal priority is also supported by this market package. Transit Traveler Information This Market Package provides transit users at transit stops and on-board transit vehicles with ready access to transit information. The information service includes in-vehicle audible announcements of stops and announcements of vehicle arrivals and real-time transit schedule displays that are of general interest to transit users. desired capability. Since equipment packages are both the most detailed elements of the physical architecture and associated with specific Market Packages, there is clear traceability between the interface-oriented architecture framework and the deployment-oriented Market Packages. Equipment Packages An Equipment Package represents a set of equipment/capabilities, which are likely to be purchased by an end-user to achieve a PB Farradyne A - 9

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119 Appendix A Glossary Market Packages Market Package Market Package Name Market Package Description APTS1 Transit Vehicle Tracking This market package provides for an Automated Vehicle Location System to track the transit vehicle s real time schedule adherence and updates the transit system s schedule in real-time. Vehicle position may be determined either by the vehicle (e.g., through GPS) and relayed to the infrastructure or may be determined directly by the communications infrastructure. A two-way wireless communication link with the Transit Management Subsystem is used for relaying vehicle position and control measures. Fixed route transit systems may also employ beacons along the route to enable position determination and facilitate communications with each vehicle at fixed intervals. The Transit Management Subsystem processes this information, updates the transit schedule and makes real-time schedule information available to the Information Service Provider Subsystem via a wireline link. APTS2 Transit Fixed-Route Operations This market package performs automatic driver assignment and monitoring, as well as vehicle routing and scheduling for fixed-route services. This service uses the existing AVL database as a source for current schedule performance data, and is implemented through data processing and information display at the transit management subsystem. This data is exchanged using the existing wireline link to the information service provider where it is integrated with that from other transportation modes (e.g. rail, ferry, air) to provide the public with integrated and personalized dynamic schedules PB Farradyne A - 11

120 Appendix A Market Package Market Package Name Market Package Description APTS3 Demand Response Transit Operations This market package performs automatic driver assignment and monitoring as well as vehicle routing and scheduling for demand response transit services. This package uses the existing AVL database to monitor current status of the transit fleet and supports allocation of these fleet resources to service incoming requests for transit service while also considering traffic conditions. The Transit Management Subsystem provides the necessary data processing and information display to assist the transit operator in making optimal use of the transit fleet. The Information Service Provider Subsystem may be either be operated by transit management center or be independently owned and operated by a separate service provider. In the first scenario, the traveler makes a direct request to a specific paratransit service. In the second scenario, a third party service provider determines the paratransit service is a viable means of satisfying a traveler request and uses wireline communications to make a reservation for the traveler. APTS5 Transit Security This market package provides for the physical security of transit passengers. An on-board security system is deployed to perform surveillance and warn of potentially hazardous situations. Public areas (e.g. stops, park and ride lots, stations) are also monitored. Information is communicated to the Transit Management Subsystem using the existing or emerging wireless (vehicle to center) or wireline (area to center) infrastructure. Security related information is also transmitted to the Emergency Management Subsystem when an emergency is identified that requires an external response. Incident information is communicated to the Information Service Provider. A - 12 PB Farradyne

121 Appendix A Market Package Market Package Name Market Package Description APTS6 Transit Maintenance This market package supports automatic maintenance scheduling and monitoring. On-board condition sensors monitor critical system status and transmit critical status information to the Transit Management Subsystem. Hardware and software in the Transit Management Subsystem processes this data and schedules maintenance activities. APTS7 Multi-modal Coordination This market package establishes two way communications between multiple transit and traffic agencies to improve service coordination. Intermodal coordination between transit agencies can increase traveler convenience at transfer points and also improve operating efficiency. Coordination between traffic and transit management is intended to improve on-time performance of the transit system to the extent that this can be accommodated without degrading overall performance of the traffic network. More limited local coordination between the transit vehicle and the individual intersection for signal priority is also supported by this package. APTS8 Transit Traveler Information This market package provides transit users at transit stops and on-board transit vehicles with ready access to transit information. The information services include transit stop annunciation, imminent arrival signs, and real-time transit schedule displays that are of general interest to transit users. Systems that provide custom transit trip itineraries and other tailored transit information services are also represented by this market package. PB Farradyne A - 13

122 Appendix A Market Package Market Package Name Market Package Description ATIS1 Broadcast Traveler Information This market package provides the user with a basic set of ATIS services; its objective is early acceptance. It involves the collection of traffic conditions, advisories, general public transportation, toll and parking information, incident information, air quality and weather information, and the near real time dissemination of this information over a wide area through existing infrastructures and low cost user equipment (e.g., FM subcarrier, cellular data broadcast). Different from the market package ATMS6--Traffic Information Dissemination--which provides the more basic HAR and DMS information capabilities, ATIS1 provides the more sophisticated digital broadcast service. Successful deployment of this market package relies on availability of real-time traveler information from roadway instrumentation, probe vehicles or other sources. ATIS2 Interactive Traveler Information This market package provides information in response to a traveler request. Both real-time interactive request/response systems and information systems that "push" a tailored stream of information to the traveler based on a submitted profile are supported. The traveler can obtain current information regarding traffic conditions, transit services, ride share/ride match, parking management, and pricing information. A range of two-way wide-area wireless and wireline communications systems may be used to support the required digital communications. A variety of interactive devices may be used by the traveler to access information prior to a trip or en-route to include phone, kiosk, Personal Digital Assistant, personal computer, and a variety of in-vehicle devices. Successful deployment of this market package relies on availability of real-time transportation data from roadway instrumentation, probe vehicles or other means. A - 14 PB Farradyne

123 Appendix A Market Package Market Package Name Market Package Description TMS02 Probe Surveillance This market package provides an alternative approach for surveillance of the roadway network. Two general implementation paths are supported by this market package: 1) wide-area wireless communications between the vehicle and Information Service Provider is used to communicate current vehicle location and status, and 2) dedicated short range communications between the vehicle and roadside is used to provide equivalent information back to the Traffic Management Subsystem. The first approach leverages wide area communications equipment that may already be in the vehicle to support personal safety and advanced traveler information services. The second approach utilizes vehicle equipment that supports toll collection, in-vehicle signing, and other short range communications applications identified within the architecture. The market package enables traffic managers to monitor road conditions, identify incidents, analyze and reduce the collected data, and make it available to users and private information providers. It requires one of the communications options identified above, roadside beacons and wireline communications for the short range communications option, data reduction software, and utilizes wireline links between the Traffic Management Subsystem and Information Service Provider Subsystem to share the collected information. Both Opt out and Opt in strategies are available to ensure the user has the ability to turn off the probe functions to ensure individual privacy. Due to the large volume of data collected by probes, data reduction techniques are required in this market package which include the ability to identify and filter out-of-bounds or extreme data reports. PB Farradyne A - 15

124 Appendix A Equipment Packages Equipment Package Name Equipment Package Description Subsystem On-board Fixed Route Schedule Management This Equipment package provides the capabilities for TRVS automated planning and scheduling, by collecting data for schedule generation. Capability shall also be provided to automatically determine optimum scenarios for schedule adjustment. This Equipment package also supports the capability for two-way voice communication between the transit vehicle driver and a facility, two-way data communication between the transit vehicles and a facility, on-board safety sensor data to be transmitted from the transit vehicles to a facility, and data transmission from individual facilities to a central facility for processing/analysis if desired. On-board Maintenance This Equipment package provides the capability to use TRVS transit vehicle mileage data to automatically generate preventative maintenance schedules for each specific bus by utilizing vehicle tracking data and storing with a trip computer. It also provides the capability for real-time condition monitoring on board the vehicle, and transmission of this information via two-way communication to the management center. On-board Paratransit Operations This equipment package forwards paratransit dispatch TRVS requests to the driver and forwards acknowledgements to the center. It coordinates with, and assists the driver in managing multi-stop runs associated with demand responsive, flexibly routed transit services. A - 16 PB Farradyne

125 Appendix A Equipment Package Name Equipment Package Description Subsystem On-board Transit Information Services The Equipment package furnishes enroute transit users with TRVS real-time travel-related information. Current information that can be provided to transit users includes transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents, weather conditions, and special events are provided. In addition to tailored information for individual transit users, this equipment package also supports general annunciation and/or display of general schedule information, imminent arrival information, and other information of general interest to transit users. On-board Transit Signal Priority This Equipment package provides the capability for transit TRVS vehicles to request signal priority through short range communication directly with traffic control equipment at the roadside. On-board Transit Trip Monitoring This Equipment package provides the capabilities to support TRVS fleet management with automatic vehicle location and automated mileage and fuel reporting and auditing. This package may also record other special events resulting from communication with roadside equipment. This includes only the equipment on board the vehicle to support this function including the vehicle location devices such as GPS equipment, communication interfaces, a processor to record trip length, and the sensors/actuators/interfaces necessary to record mileage and fuel usage. PB Farradyne A - 17

126 Appendix A Equipment Package Name Equipment Package Description Subsystem Personal Basic Information Reception This Equipment package shall provide the capability for PIAS travelers to interface with the ISP Subsystem Basic Information Broadcast Equipment package and receive formatted traffic advisories including accurate traveling information concerning available travel options and their availability, and congestion information from their Personal Information Access Subsystem to include their homes, place of work, major trip generation sites, personal portable devices, and over multiple types of electronic media such as facsimile machines, portable AM/FM radios, and a pager processor. Personal Interactive Information Reception This Equipment package shall provide the capability for PIAS travelers to interface with the ISP Subsystem Infrastructure Equipment packages including the Interactive Infrastructure Information Equipment package, and the Infrastructure Provided Route Selection, Yellow Pages and Reservation, and Dynamic Ridesharing Equipment packages. These capabilities shall be provided using the Personal Information Access Subsystem equipment such as cellular telephone, interactive TV, Personal Computer, and pager with alpha display using communication medium and equipment such as two-way radio, CATV, and wireless data transceivers. Remote Basic Information Reception This Equipment package shall provide the capability for RTS travelers to interface with the ISP Subsystem Basic Information Broadcast Equipment package and receive formatted traffic advisories including accurate traveling information concerning available travel options and their availability, and congestion information at the Remote Traveler Support Subsystem. A - 18 PB Farradyne

127 Appendix A Equipment Package Name Equipment Package Description Subsystem Remote Interactive Information Reception This Equipment package shall provide the capability for RTS travelers to interface with the ISP Subsystem Infrastructure Equipment packages including the Interactive Infrastructure Information Equipment package, the Infrastructure Provided Route Selection, Yellow Pages and Reservation, and Dynamic Ridesharing Equipment packages. These capabilities shall be provided using the Remote Traveler Support Subsystem equipment such as interactive TV and kiosk using communication medium and equipment such as CATV and wireline and wireless data transceivers. Remote Transit Information Services The Equipment package furnishes transit users with RTS real-time travel-related information at transit stops, multi-modal transfer points, and other public transportation areas. It provides transit users with the latest available information on transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents, weather conditions, and special events. In addition to tailored information for individual transit users, this equipment package supports general annunciation and/or display of imminent arrival information and other information of general interest to transit users. Roadside Signal Priority This Equipment package shall provide the capability to RS receive vehicle signal priority requests and control roadside signals accordingly. Roadway Signal Controls This Equipment package provides the capabilities to control RS traffic signals at major intersections and on main highways for urban areas. This Equipment package is generally constrained to a single jurisdiction. PB Farradyne A - 19

128 Appendix A Equipment Package Name Equipment Package Description Subsystem TMC Multi-Modal Coordination This Equipment package provides the capability of signal TMS control at the traffic management subsystem to provide signal priority for transit vehicles. TMC Probe Information Collection This Equipment package provides the capability to accept TMS and process probe vehicle information. This capability shall be provided through the use of additional hardware and probe vehicle control and tracking software. Transit Center Fare and Load Management This Equipment package provides the capability to accept TRMS collected data required to determine accurate ridership levels and implement variable and flexible fare structures. Support shall be provided for the traveler for use of a fare medium for all applicable surface transportation services, to pay without stopping, have payment media automatically identified as void and/or invalid and eligibility verified, and allow for third party payment. In addition, capability to provide expansion into other uses for payment medium such as retail and telephone and for off-line billing for fares paid by agencies shall be supported. This Equipment package also supports the capability for two-way voice communication between the transit vehicle driver and a facility, two-way data communication between the transit vehicles and a facility, sensor data to be transmitted from the transit vehicles to a facility, and data transmission from individual facilities to a central facility for processing/analysis if desired. These capabilities shall be provided through a workstation type processor with GUI, high capacity storage, ride share software housed in a building with dialup lines and wireline telephone and require integration with an existing Transit Center Tracking and Dispatch Equipment package. A - 20 PB Farradyne

129 Appendix A Equipment Package Name Equipment Package Description Subsystem Transit Center Fixed-Route Operations This Equipment package enhances the planning and TRMS scheduling associated with fixed route transit services. The package allows fixed-route services to develop, print and disseminate schedules and automatically updates customer service operator systems with the most current schedule information. Current vehicle schedule adherence and optimum scenarios for schedule adjustment shall also be provided. Transit Center Information Services This equipment package collects the latest available TRMS information for a transit service and makes it available to transit customers and to Information Service Providers for further distribution. Customers are provided information at transit stops and other public transportation areas before they embark and on-board the transit vehicle once they are enroute. Information provided can include the latest available information on transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents, weather conditions, and special events. In addition to general service information, tailored information (e.g., itineraries) are provided to individual transit users. Transit Center Multi-Modal Coordination This Equipment package provides the transit management TRMS subsystem the capability to determine the need for transit priority on routes and at certain intersections and request transit vehicle priority at these locations. It also supports schedule coordination between transit properties and coordinates with other surface and air transportation modes. PB Farradyne A - 21

130 Appendix A Equipment Package Name Equipment Package Description Subsystem Transit Center Paratransit Operations This Equipment package provides the capability to automate TRMS the planning and scheduling, allowing improvements in paratransit routes and services to develop, printing and disseminating schedules, and automatically updating customer service operator systems with the most current schedule. In addition, this Equipment package provides the capability to assign drivers to routes in a fair manner while minimizing labor and overtime services, including driver preferences and qualifications, and automatically tracking and validating the number of work hours performed by each individual driver. These capabilities shall be provided through the utilization of dispatch and fleet management software running on a workstation type processor. Transit Center Tracking and Dispatch This Equipment package provides the capabilities for TRMS monitoring transit vehicle locations and determining vehicle schedule adherence. The Equipment package shall also furnish users with real-time travel related information, continuously updated with real-time information from each transit system within the local area of jurisdiction, inclusive of all transportation modes, from all providers of transportation services, and provide users with the latest available information on transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents conditions, weather conditions, and special events. This Equipment package also supports the capability for two-way voice communication between the transit vehicle driver and a facility, two-way data communication between the transit vehicles and a facility. A - 22 PB Farradyne

131 Appendix A Equipment Package Name Equipment Package Description Subsystem Transit Data Collection This equipment package collects and stores transit TRMS information that is collected in the course of transit operations performed by the Transit Management Subsystem. This data can be used directly by operations personnel or it can be made available to other data users and archives in the region. Transit Garage Maintenance This Equipment package provides advanced maintenance TRMS functions for the transit property. It collects operational and maintenance data from transit vehicles, manages vehicle service histories, and monitors drivers and vehicles. It collects vehicle mileage data and uses it to automatically generate preventative maintenance schedules for each vehicle by utilizing vehicle tracking data from a prerequisite vehicle tracking equipment package. In addition, it provides information to proper service personnel to support maintenance activities and records and verifies that maintenance work was performed. This equipment package receives special events and real-time incident data from the traffic management subsystem and assigns operators to vehicles and transit routes. Garage maintenance also receives information about incidents involving transit vehicles from the TMC in order to dispatch tow trucks and other repair vehicles. PB Farradyne A - 23

132 Appendix A Equipment Package Name Equipment Package Description Subsystem Transit Garage Operations This Equipment package automates and supports the TRMS assignment of transit vehicles and drivers to enhance the daily operation of a transit service. It provides the capability to assign drivers to routes or service areas in a fair manner while minimizing labor and overtime services, considering driver preferences and qualifications, and automatically tracking and validating the number of work hours performed by each individual driver. Vehicle Probe Support This Equipment package includes capabilities for the probe VS vehicle to identify its location, measure traffic conditions such as link travel time and speed and possibly environmental hazards such as icy road conditions, and transmit these data to either the ISP or TMC. A - 24 PB Farradyne

133 Appendix A Market Packages with Included Equipment Packages Market Market Package Name Market Package APTS1 Transit Vehicle Tracking This market package provides for an Automated Vehicle Location System to track the transit vehicle s real time schedule adherence and updates the transit system s schedule in real-time. Vehicle position may be determined either by the vehicle (e.g., through GPS) and relayed to the infrastructure or may be determined directly by the communications infrastructure. A two-way wireless communication link with the Transit Management Subsystem is used for relaying vehicle position and control measures. Fixed route transit systems may also employ beacons along the route to enable position determination and facilitate communications with each vehicle at fixed intervals. The Transit Management Subsystem processes this information, updates the transit schedule and makes real-time schedule information available to the Information Service Provider Subsystem via a wireline link. On-board Transit Trip Monitoring This Equipment package provides the capabilities to support fleet management with automatic vehicle location and automated mileage and fuel reporting and auditing. This package may also record other special events resulting from communication with roadside equipment. This includes only the equipment on board the vehicle to support this function including the vehicle location devices such as GPS equipment, communication interfaces, a processor to record trip length, and the sensors/actuators/interfaces necessary to record mileage and fuel usage. Transit Center Tracking and Dispatch This Equipment package provides the capabilities for monitoring transit vehicle locations and determining vehicle schedule adherence. The Equipment package shall also furnish users with real-time travel related information, continuously updated with real-time information from each transit system within the local area of jurisdiction, inclusive of all transportation modes, from all providers of transportation services, and provide users with the latest available information on transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents conditions, weather conditions, and special events. This Equipment package also supports the capability for two-way voice communication between the transit vehicle driver and a facility, two-way data communication between the transit vehicles and a facility. APTS2 Transit Fixed-Route Operations This market package performs automatic driver assignment and monitoring, as well as vehicle routing and scheduling for fixed-route services. This service uses the existing AVL database as a source for current schedule performance data, and is implemented through data processing and information display at the transit management subsystem. This data is exchanged using the existing wireline link to the information service provider where it is integrated with that from other transportation modes (e.g. rail, ferry, air) to provide the public with integrated and personalized dynamic schedules Transit Center Fixed-Route Operations This Equipment package enhances the planning and scheduling associated with fixed route transit services. The package allows fixed-route services to develop, print and disseminate schedules and automatically updates customer service operator systems with the most current schedule information. Current vehicle schedule adherence and optimum scenarios for schedule adjustment shall also be provided. PB Farradyne A - 25

134 Appendix A Market Market Package Name Market Package On-board Fixed Route Schedule Management This Equipment package provides the capabilities for automated planning and scheduling, by collecting data for schedule generation. Capability shall also be provided to automatically determine optimum scenarios for schedule adjustment. This Equipment package also supports the capability for two-way voice communication between the transit vehicle driver and a facility, two-way data communication between the transit vehicles and a facility, on-board safety sensor data to be transmitted from the transit vehicles to a facility, and data transmission from individual facilities to a central facility for processing/analysis if desired. Transit Garage Operations This Equipment package automates and supports the assignment of transit vehicles and drivers to enhance the daily operation of a transit service. It provides the capability to assign drivers to routes or service areas in a fair manner while minimizing labor and overtime services, considering driver preferences and qualifications, and automatically tracking and validating the number of work hours performed by each individual driver. APTS3 Demand Response Transit This market package performs automatic driver assignment and monitoring as well as vehicle routing and scheduling for Operations demand response transit services. This package uses the existing AVL database to monitor current status of the transit fleet and supports allocation of these fleet resources to service incoming requests for transit service while also considering traffic conditions. The Transit Management Subsystem provides the necessary data processing and information display to assist the transit operator in making optimal use of the transit fleet. The Information Service Provider Subsystem may be either be operated by transit management center or be independently owned and operated by a separate service provider. In the first scenario, the traveler makes a direct request to a specific paratransit service. In the second scenario, a third party service provider determines the paratransit service is a viable means of satisfying a traveler request and uses wireline communications to make a reservation for the traveler. Transit Center Paratransit Operations This Equipment package provides the capability to automate the planning and scheduling, allowing improvements in paratransit routes and services to develop, printing and disseminating schedules, and automatically updating customer service operator systems with the most current schedule. In addition, this Equipment package provides the capability to assign drivers to routes in a fair manner while minimizing labor and overtime services, including driver preferences and qualifications, and automatically tracking and validating the number of work hours performed by each individual driver. These capabilities shall be provided through the utilization of dispatch and fleet management software running on a workstation type processor. On-board Paratransit Operations This equipment package forwards paratransit dispatch requests to the driver and forwards acknowledgements to the center. It coordinates with, and assists the driver in managing multi-stop runs associated with demand responsive, flexibly routed transit services. A - 26 PB Farradyne

135 Appendix A Market Market Package Name Market Package Transit Garage Operations This Equipment package automates and supports the assignment of transit vehicles and drivers to enhance the daily operation of a transit service. It provides the capability to assign drivers to routes or service areas in a fair manner while minimizing labor and overtime services, considering driver preferences and qualifications, and automatically tracking and validating the number of work hours performed by each individual driver. APTS6 Transit Maintenance This market package supports automatic maintenance scheduling and monitoring. On-board condition sensors monitor critical system status and transmit critical status information to the Transit Management Subsystem. Hardware and software in the Transit Management Subsystem processes this data and schedules maintenance activities. Transit Garage Maintenance This Equipment package provides advanced maintenance functions for the transit property. It collects operational and maintenance data from transit vehicles, manages vehicle service histories, and monitors drivers and vehicles. It collects vehicle mileage data and uses it to automatically generate preventative maintenance schedules for each vehicle by utilizing vehicle tracking data from a prerequisite vehicle tracking equipment package. In addition, it provides information to proper service personnel to support maintenance activities and records and verifies that maintenance work was performed. This equipment package receives special events and real-time incident data from the traffic management subsystem and assigns operators to vehicles and transit routes. Garage maintenance also receives information about incidents involving transit vehicles from the TMC in order to dispatch tow trucks and other repair vehicles. On-board Maintenance This Equipment package provides the capability to use transit vehicle mileage data to automatically generate preventative maintenance schedules for each specific bus by utilizing vehicle tracking data and storing with a trip computer. It also provides the capability for real-time condition monitoring on board the vehicle, and transmission of this information via two-way communication to the management center. APTS7 Multi-modal Coordination This market package establishes two way communications between multiple transit and traffic agencies to improve service coordination. Intermodal coordination between transit agencies can increase traveler convenience at transfer points and also improve operating efficiency. Coordination between traffic and transit management is intended to improve on-time performance of the transit system to the extent that this can be accommodated without degrading overall performance of the traffic network. More limited local coordination between the transit vehicle and the individual intersection for signal priority is also supported by this package. On-board Transit Signal Priority This Equipment package provides the capability for transit vehicles to request signal priority through short range communication directly with traffic control equipment at the roadside. PB Farradyne A - 27

136 Appendix A Market Market Package Name Market Package Transit Center Multi-Modal Coordination This Equipment package provides the transit management subsystem the capability to determine the need for transit priority on routes and at certain intersections and request transit vehicle priority at these locations. It also supports schedule coordination between transit properties and coordinates with other surface and air transportation modes. TMC Multi-Modal Coordination This Equipment package provides the capability of signal control at the traffic management subsystem to provide signal priority for transit vehicles. Roadside Signal Priority This Equipment package shall provide the capability to receive vehicle signal priority requests and control roadside signals accordingly. APTS8 Transit Traveler Information This market package provides transit users at transit stops and on-board transit vehicles with ready access to transit information. The information services include transit stop annunciation, imminent arrival signs, and real-time transit schedule displays that are of general interest to transit users. Systems that provide custom transit trip itineraries and other tailored transit information services are also represented by this market package. On-board Transit Information Services The Equipment package furnishes enroute transit users with real-time travel-related information. Current information that can be provided to transit users includes transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents, weather conditions, and special events are provided. In addition to tailored information for individual transit users, this equipment package also supports general annunciation and/or display of general schedule information, imminent arrival information, and other information of general interest to transit users. Transit Center Information Services This equipment package collects the latest available information for a transit service and makes it available to transit customers and to Information Service Providers for further distribution. Customers are provided information at transit stops and other public transportation areas before they embark and on-board the transit vehicle once they are enroute. Information provided can include the latest available information on transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents, weather conditions, and special events. In addition to general service information, tailored information (e.g., itineraries) are provided to individual transit users. A - 28 PB Farradyne

137 Appendix A Market Market Package Name Market Package Remote Transit Information Services The Equipment package furnishes transit users with real-time travel-related information at transit stops, multi-modal transfer points, and other public transportation areas. It provides transit users with the latest available information on transit routes, schedules, transfer options, fares, real-time schedule adherence, current incidents, weather conditions, and special events. In addition to tailored information for individual transit users, this equipment package supports general annunciation and/or display of imminent arrival information and other information of general interest to transit users. ATIS1 Broadcast Traveler Information This market package provides the user with a basic set of ATIS services; its objective is early acceptance. It involves the collection of traffic conditions, advisories, general public transportation, toll and parking information, incident information, air quality and weather information, and the near real time dissemination of this information over a wide area through existing infrastructures and low cost user equipment (e.g., FM subcarrier, cellular data broadcast). Different from the market package ATMS6--Traffic Information Dissemination--which provides the more basic HAR and DMS information capabilities, ATIS1 provides the more sophisticated digital broadcast service. Successful deployment of this market package relies on availability of real-time traveler information from roadway instrumentation, probe vehicles or other sources. Personal Basic Information Reception This Equipment package shall provide the capability for travelers to interface with the ISP Subsystem Basic Information Broadcast Equipment package and receive formatted traffic advisories including accurate traveling information concerning available travel options and their availability, and congestion information from their Personal Information Access Subsystem to include their homes, place of work, major trip generation sites, personal portable devices, and over multiple types of electronic media such as facsimile machines, portable AM/FM radios, and a pager processor. Remote Basic Information Reception This Equipment package shall provide the capability for travelers to interface with the ISP Subsystem Basic Information Broadcast Equipment package and receive formatted traffic advisories including accurate traveling information concerning available travel options and their availability, and congestion information at the Remote Traveler Support Subsystem. ATIS2 Interactive Traveler Information This market package provides tailored information in response to a traveler request. Both real-time interactive request/response systems and information systems that "push" a tailored stream of information to the traveler based on a submitted profile are supported. The traveler can obtain current information regarding traffic conditions, transit services, ride share/ride match, parking management, and pricing information. A range of two-way wide-area wireless and wireline communications systems may be used to support the required digital communications between traveler and the information service provider. A variety of interactive devices may be used by the traveler to access information prior to a trip or en-route to include phone, kiosk, Personal Digital Assistant, personal computer, and a variety of in-vehicle devices. Successful deployment of this market package relies on availability of real-time transportation data from roadway instrumentation, probe vehicles or other means. PB Farradyne A - 29

138 Appendix A Market Market Package Name Market Package Personal Interactive Information Reception This Equipment package shall provide the capability for travelers to interface with the ISP Subsystem Infrastructure Equipment packages including the Interactive Infrastructure Information Equipment package, and the Infrastructure Provided Route Selection, Yellow Pages and Reservation, and Dynamic Ridesharing Equipment packages. These capabilities shall be provided using the Personal Information Access Subsystem equipment such as cellular telephone, interactive TV, Personal Computer, and pager with alpha display using communication medium and equipment such as two-way radio, CATV, and wireless data transceivers. Remote Interactive Information Reception This Equipment package shall provide the capability for travelers to interface with the ISP Subsystem Infrastructure Equipment packages including the Interactive Infrastructure Information Equipment package, the Infrastructure Provided Route Selection, Yellow Pages and Reservation, and Dynamic Ridesharing Equipment packages. These capabilities shall be provided using the Remote Traveler Support Subsystem equipment such as interactive TV and kiosk using communication medium and equipment such as CATV and wireline and wireless data transceivers. ATMS02 Probe Surveillance This market package provides an alternative approach for surveillance of the roadway network. Two general implementation paths are supported by this market package: 1) wide-area wireless communications between the vehicle and Information Service Provider is used to communicate current vehicle location and status, and 2) dedicated short range communications between the vehicle and roadside is used to provide equivalent information back to the Traffic Management Subsystem. The first approach leverages wide area communications equipment that may already be in the vehicle to support personal safety and advanced traveler information services. The second approach utilizes vehicle equipment that supports toll collection, in-vehicle signing, and other short range communications applications identified within the architecture. The market package enables traffic managers to monitor road conditions, identify incidents, analyze and reduce the collected data, and make it available to users and private information providers. It requires one of the communications options identified above, roadside beacons and wireline communications for the short range communications option, data reduction software, and utilizes wireline links between the Traffic Management Subsystem and Information Service Provider Subsystem to share the collected information. Both Opt out and Opt in strategies are available to ensure the user has the ability to turn off the probe functions to ensure individual privacy. Due to the large volume of data collected by probes, data reduction techniques are required in this market package which include the ability to identify and filter out-of-bounds or extreme data reports. TMC Probe Information Collection This Equipment package provides the capability to accept and process probe vehicle information. This capability shall be provided through the use of additional hardware and probe vehicle control and tracking software. Vehicle Probe Support This Equipment package includes capabilities for the probe vehicle to identify its location, measure traffic conditions such as link travel time and speed and possibly environmental hazards such as icy road conditions, and transmit these data to either the ISP or TMC. A - 30 PB Farradyne

139 Appendix A Architecture Flow Architecture Flow FlowType Flow Description broadcast information Information General broadcast information that contains link travel times, incidents, advisories, transit services and a myriad of other traveler information. C-TRAN transit vehicle location data Information Current transit vehicle location and related operational conditions data provided by a transit vehicle. C-TRAN transit vehicle schedule performance Information Estimated times of arrival and anticipated schedule deviations reported by a transit vehicle. demand responsive transit plan Information Plan regarding overall demand responsive transit schedules and deployment. demand responsive transit request Request Request for paratransit support. driver instructions Information Transit service instructions for both transit and paratransit drivers. local signal control request (LRT) Information Direct control signal or message to a signalized LRT-vehicular intersection that results in preemption of the current control plan and grants right-of-way to the requesting LRT vehicle. local signal priority request (bus) Request Request from a vehicle to a signalized intersection for priority at that intersection. personal transit information Information General and personalized transit information for a particular fixed route, flexible route, or paratransit system. request for vehicle measures Request Request for vehicle performance and maintenance data collected by onboard sensors. route assignment Information Route assignment information for transit driver. signal control data Information Information used to configure and control traffic signal systems. PB Farradyne A - 31

140 Appendix A Architecture Flow FlowType Flow Description signal control status Information Status of surface street signal controls. transit and fare schedules Information Specific transit and fare schedule information including schedule adherence. transit driver availability Information Transit driver availability data that can be used to develop driver assignments and detailed operations schedules. transit driver display Information Display (either video or audio) to transit driver containing status of various transit ITS services. transit driver inputs Information Transit driver requests and acknowledgements as well as fare transaction data. transit fleet manager input Information Instructions governing service availability, schedules, emergency response plans, transit personnel assignments, transit maintenance requirements, and other inputs that establish general system operating requirements and procedures. transit information user request Request Request for special transit routing, real-time schedule information, and availability information or for transit operations information including schedule and fare information. The request can be a subscription that initiates as-needed information updates as well as a one-time request for information. transit operations planning data Information Accumulated schedule and fare information, emergency response plans, transit personnel information, maintenance records, and other information intended to support overall planning and management of a transit property. transit operator display Information Display for transit operations personnel regarding performance of the transit fleet, current ridership and on-time performance. A - 32 PB Farradyne

141 Appendix A Architecture Flow FlowType Flow Description transit operator management data Information Information and control provided by transit system operators involving many aspects of managing transit operations. transit schedule information Information Current and projected transit schedule adherence. transit supervisor management data Information Information and control provided by transit system supervisors involving many aspects of managing transit operations. transit system data Information Current transit system operations information indicating current transit routes, the level of service on each route, and the progress of individual vehicles along their routes for use in forecasting demand and estimating current transportation network performance. transit traveler information Information Transit information prepared to support transit users and other travelers. It contains transit schedules, real-time arrival information, fare schedules, and general transit service information. transit user inputs Request Requests from transit user through either an on-board or fixed location traveler information station. transit user outputs Information Information for traveler from either an on-board or fixed location traveler information station. transit vehicle conditions Information Operating conditions of transit vehicle (e.g., mileage). transit vehicle location data Information Current transit vehicle location and related operational conditions data provided by a transit vehicle. transit vehicle measures Information Transit vehicle status measured by on-board ITS equipment. transit vehicle measures (LRT) Information Transit vehicle status measured by on-board or right-of-way ITS equipment. PB Farradyne A - 33

142 Appendix A Architecture Flow FlowType Flow Description transit vehicle passenger and use data Information Data collected on board the transit vehicle pertaining to availability and/or passenger count. transit vehicle probe data Information Vehicle probe data indicating identity, route segment identity, link time and location. transit vehicle probe status verification (voice coordination) Verification of vehicle probe situation and vehicle probe data indicating identity, route segment identity, link time and location. transit vehicle schedule performance Information Estimated times of arrival and anticipated schedule deviations reported by a transit vehicle. traveler request Request Request by a traveler to summon assistance, request information, make a reservation, or initiate any other traveler service. Tri-Met Supervisor (transit driver) display Information Display (either video or audio) to transit supervisor containing status of various transit ITS services. Tri-Met Supervisor (transit driver) inputs Information Transit supervisor request and acknowledgement data. trip plan Information A sequence of links and special instructions comprising of a trip plan indicating efficient routes for navigating the links. Normally coordinated with traffic conditions, other incidents, preemption and prioritization plans. trip request Request Request by a driver/traveler for special routing. TRMS coordination Bus - LRT Information Coordination information between Tri-Met bus and light rail transit organizations including schedule, on-time information and ridership. TRMS coordination Tri-Met - C-TRAN Information Coordination information between local/regional Tri-Met and C-TRAN transit organizations including schedule, on-time information and ridership. A - 34 PB Farradyne

143 Appendix A Infrastructure/Center(s) Figure A-3: Advanced Public Transportation Studies P1489 DD P1488 Msg Set TS 3.TCIP- Frame TS 3.TCIP- FC Fare Coll Communications Traveler/Transit Driver End-User Subsystems TS 3.AP.FTP NTCIP TS 3.AP.DATEX NTCIP TS 3.TCIP- CPT From dependencies data, these appear as peers--all have same predecessors. TS 3.TCIP- IM Incident Mgmt J IDB App J IDB Trans J2367-7X J2367-7LX Lexicon J2367 IDB-OEM Gateway J1708 HD Veh Serial Data Bus TS 3.TCIP- OB Onboard TS 3.BP.OER NTCIP TS 3.AP.CORBA NTCIP J2374 Locn Ref Report TS 3.TCIP-SP Spatial TS 3.TCIP- TM Traffic Mgmt J1708 Veh Data Comm TS 3.TCIP- PI Pass Info TS 3.TCIP- SCH Sched/Run TS 3.TCIP- CC Contrl Ctr TS 3.TCIP- OB Onboard J IDB Link J IDB Physical J1587 EDI HD Veh J2364 Nav Route Guid J2365 Nav Route Guide MMI TS 3.TCIP- FC Fare Coll APTS Yes - Do Test Traveler Subsystems Center Subsystems TBD or not Testable Remote Traveler Support Traffic Management Emergency Management Toll Administration Commercial Vehicle Administration No - Don't Test Personal Information Access Information Service Provider Emissions Management Transit Management Freight and Fleet Management Planning DSRC (APTS 6, 7) Wide Area Wireless Communications Wireline/Fiber Communications X58 Weather Service X62 P1512 IM Msgs J2313 Mayday TRMS Transit Management Center Two-Way Wide-Area Wireless (APTS 1-5, 8) TRVS Transit Vehicle Subsystem VS Vehicle Subsystem X51 Transit Vehicle X61 Vehicle to Vehicle Communications Vehicle Transit Vehicle Commercial Vehicle Emergency Vehicle Vehicle Subsystems Dedicated Short-Range Communications Roadway Toll Collection Roadside Subsystems Parking Management Commercial Vehicle Check Enforcement Agency Payment Instrument X21 Financial Institution X27 Media X23 Map Update Provider TMS Traffic Management Center EM Emergency Management ISP Information Service Provider X63 ISP Operator Wire/Fiber (APTS 4, 5, 8) RTS Remote Traveler Support P1512 IM Msgs J2313 Mayday X56 Traveler PB Farradyne A - 35

144 Appendix A This page intentionally left blank A-36 PB Farradyne

145 Appendix B TM001 - Real Time Customer Information Displays Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT ITEM REQUIRED Units NEEDED NEEDED CYCLE CENTRAL SYSTEM MODIFICATIONS Phase II Development Costs LS New FY2002 $200,000 CAPITAL IMPROVEMENT PROGRAM Rail Platform 63 $0 FY2000 Installations 10 New FY $0 FY2001 Installations $0 FY2002 Installations 18 New FY $393,714 $393,714 FY2003 Installations 20 New FY $437,460 $437,460 FY2004 Installations 15 $328,095 $328,095 FY2005 Installations 0 $0 $0 FY2006 Installations 0 $0 $0 Bus Mall 40 $0 FY2001 Installations New FY $0 FY2002 Installations 40 New FY $171,940 $171,940 FY2003 Installations $0 $0 Transit Center / High Capacity Shelter 20 $0 FY2001 Installations $0 FY2002 Installations 5 New FY $57,915 $57,915 FY2003 Installations 5 New FY $57,915 $57,915 FY2004 Installations 5 New FY $57,915 $57,915 FY2005 Installations 5 New FY $57,915 $57,915 FY2006 Installations 5 New FY $57,915 $57,915 Bus Stop 265 $0 FY2001 Installations 15 New FY $0 FY2002 Installations 75 New FY $182,269 $182,269 FY2003 Installations 75 New FY $182,269 $182,269 FY2004 Installations 50 New FY $121,513 $121,513 FY2005 Installations 50 New FY $121,513 $121,513 FY2006 Installations 50 New FY $121,513 $121,513 Project Engineering & Construction Management LS New FY2000 NA $0 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. Appendix B Project Cost Estimates TM001 Transit Tracker (Real Time Customer Information Displays) FY2001 Budget FY2002 FY2003 FY2004 FY2005 FY Year Total $1,005,838 $677,644 $507,523 $179,428 $179,428 $2,549,859 ITS TOTAL $729,374 $1,005,838 $677,644 $507,523 $179,428 $179,428 $2,549,859 Tri-Met $313,000 $955,838 $677,644 $507,523 $179,428 $179,428 $2,499,859 Tri-Met Grants $561,000 $0 Other $50,000 $50,000 ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $3,528,007 $2,917,006 $705,627 $50,000 PB Farradyne B - 1

146 Appendix B TM002 Transit Signal Priority TM002 - Transit Signal Priority Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT ITEM REQUIRED Units NEEDED NEEDED CYCLE FY2002 FY2003 FY2004 FY2005 FY Year Total Firmware Development Firmware Modifications LS New FY $0 Field Deployment Emitter Procurement 735 New FY $0 Emitter Installation 670 New FY2001 NA $0 Project Staffing - Tri-Met LS New FY2000 NA $154,271 $218,082 $372,353 Project Staffing - External LS New FY2000 NA $0 ITS TOTAL $290,000 $154,271 $218,082 $0 $0 $0 $372,353 Tri-Met $0 $0 $0 Tri-Met Grants $0 Other $290,000 $154,271 $218,082 $372,353 FY2001 Budget CAPITAL IMPROVEMENT PROGRAM ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $1,500,000 $0 $0 $1,500,000 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. B - 2 PB Farradyne

147 Appendix B TM003 LIFT Scheduling System Upgrade/Electronic Data Transmission TM003 - LIFT Scheduling System Upgrade/Electronic Data Transmission OPTIMUM/ Capital Costs MINIMUM CAPITAL IMPROVEMENT PROGRAM # OF ACTION YEAR REPLACEMENT FY2001 ITEM REQUIRED UNITS NEEDED NEEDED CYCLE Budget FY2002 FY2003 FY2004 FY2005 FY Year Total $0 BDS/PASS Interface (Electronic Data Transmission) LS New FY $83,000 $83,000 Scheduling Software Replacement LS Upgrade FY $75,000 $900,000 $975,000 Advanced Mobile Data Terminals (AMDTs) 210 Upgrade FY $1,200,000 $1,200,000 Full integration - BDS to new LIFT scheduling system LS New FY $250,000 $250,000 $0 ITS TOTAL * $250,000 $158,000 $900,000 $1,450,000 $0 $0 $2,508,000 Tri-Met $50,000 $158,000 $900,000 $1,450,000 $0 $0 $2,508,000 Tri-Met Grants $0 Other $200,000 $0 ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $2,758,000 $2,558,000 $0 $200,000 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. PB Farradyne B - 3

148 Appendix B TM004 Automated Stop Announcements TM004 - Automated Stop Announcements Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT CAPITAL IMPROVEMENT PROGRAM ITEM REQUIRED FY2002 Units NEEDED NEEDED CYCLE FY2003 FY2004 FY2005 FY Year Total Central System Modifications Central System Software & Hardware LS Upgrade FY $0 $10,000 $10,000 Firmware Modifications LS Upgrade FY $0 $18,200 $18,200 Field Deployment $0 FY2004 Installations 70 New FY $329,000 $329,000 FY2005 Installations 78 FY $366,600 $366,600 Project Engineering & Construction Management LS New FY2004 NA $0 $0 ITS TOTAL $0 $0 $0 $357,200 $366,600 $723,800 Tri-Met $0 $0 $0 $357,200 $366,600 $723,800 Tri-Met Grants $0 Other $0 FY2001 Budget ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $723,800 $723,800 $0 $0 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. B - 4 PB Farradyne

149 Appendix B TM005 Bus Dispatch System Upgrade TM005 - Bus Dispatch System Upgrade Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT ITEM REQUIRED Units NEEDED NEEDED CYCLE BUS DISPATCH SYSTEM EQUIPMENT FY2001 Budget FY2002 FY2003 CAPITAL IMPROVEMENT PROGRAM FY2004 FY2005 FY Year Total BDS Console Workstations 11 Replace $50,000 $50,000 $30,000 $30,000 $160,000 BDS Application Processors 2 Replace $40,000 $20,000 $20,000 $80,000 BDS Communication Processors 2 Replace $30,000 $30,000 BDS Programmer Workstation 1 Replace $20,000 $10,000 $30,000 Raid Disk Array 1 Upgrade $30,000 $30,000 BDS Fleet Application Software LS Upgrade $340,000 $25,000 $25,000 $390,000 BDS CAD Software LS Upgrade $400,000 $600,000 $75,000 $75,000 $1,150,000 $0 $0 Project Engineering & Construction Management LS New FY2000 NA $0 $0 $0 ITS TOTAL $396,000 $70,000 $400,000 $1,100,000 $150,000 $150,000 $1,870,000 Tri-Met $396,000 $70,000 $400,000 $1,100,000 $150,000 $150,000 $1,870,000 Tri-Met Grants $0 $0 Other $0 ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $2,321,723 $2,277,145 $44,578 $0 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. PB Farradyne B - 5

150 Appendix B TM006 Scheduling System Software Procurement TM006 - Scheduling System Software Procurement Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT CAPITAL IMPROVEMENT PROGRAM ITEM REQUIRED FY2001 Budget Units NEEDED NEEDED CYCLE FY2002 FY2003 FY2004 FY2005 FY Year Total Central System Modifications Central System Software LS Replace FY $108,000 $65,000 $60,000 $60,000 $60,000 $353,000 Project Management (Software) LS NA NA NA $0 $0 Project Development & Management LS New FY2000 NA $0 $0 $0 $0 $0 $0 ITS TOTAL $540,000 $108,000 $65,000 $60,000 $60,000 $60,000 $353,000 Tri-Met $55,000 $108,000 $65,000 $60,000 $60,000 $60,000 $353,000 Tri-Met Grants $485,000 $0 Other $0 ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $893,000 $408,000 $485,000 $0 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. B - 6 PB Farradyne

151 Appendix B TM007 Radio and Microwave Replacement Project TM007 - Radio/Microwave Replacement Project Capital Costs MINIMUM # OF ACTION YEAR REPLACEMENT CAPITAL IMPROVEMENT PROGRAM ITEM REQUIRED Units NEEDED NEEDED CYCLE FY2002 FY2003 FY2004 FY2005 FY Year Total RADIO COMMUNICATION SYSTEM Mobile Radios Motorola Syntor 452 MHz Radios 773 Replace /20 $673,500 $710,500 $1,384,000 Motorola Spectra 452 MHz Radios 204 Replace /20 $16,000 $410,000 $426,000 Portable Radios Motorola 452 MHz Portable Radios 15 Replace /15 $33,000 Base Station Equipment $0 452 MHz Transceivers 20 Replace /20 $564,000 $564,000 Motorola Radio Console Equipment 9 Replace /15 $470,000 $430,000 $100,000 $1,000,000 Comparators 10 Replace /20 $0 Voting Receivers 60 Replace /20 $0 $1,031,000 $1,707,500 $1,189,500 $510,000 $0 $3,407,000 MICROWAVE COMMUNICATION SYSTEM Antennas & Base Stations 16 Replace /25 $207,500 $208,000 $207,500 $623,000 Channel Modems 90 Replace /25 $154,000 $154,000 $154,000 $462,000 FY2001 Budget MCS TOTAL $671,000 $361,500 $362,000 $361,500 $0 $1,085,000 ITS TOTAL $1,702,000 $2,069,000 $1,551,500 $871,500 $0 $4,492,000 Tri-Met $781,256 $2,069,000 $1,551,500 $871,500 $0 $4,492,000 Tri-Met Grants $920,744 $0 Other $0 ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $6,379,565 $5,277,384 $1,102,181 $0 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. PB Farradyne B - 7

152 Appendix B TM008 DISPATCH Operations Utilities Program TM008 - Dispatch Operations Utilities Program OPTIMUM/ Capital Costs MINIMUM # OF ACTION YEAR REPLACEMENT CIP REFERENCE ITEM REQUIRED UNITS NEEDED NEEDED CYCLE NUMBER FY2002 FY2003 FY2004 FY2005 FY2006 TOTAL Note: This sheet submitted as a placeholder only. This project will be completed using Tri-Met in-house staff. There are no capital costs associated with the project. TOTAL ITS TOTAL * Tri-Met Tri-Met Grants Other B - 8 PB Farradyne

153 Appendix B TM009 Automated Yard Mapping and Vehicle Assignment Project TM009 - Automated Yard Mapping & Vehicle Assignment OPTIMUM/ Capital Costs MINIMUM # OF REPLACEMENT CIP REFERENCE ITEM REQUIRED UNITS CYCLE NUMBER FY2002 FY2003 FY2004 FY2005 FY2006 TOTAL Note: This sheet submitted as a placeholder only. Cost projections will follow a decision as to which applications, if any, are developed. Tasks associated with this project may also be accomplished using in-house staff. TOTAL ITS TOTAL * Tri-Met Tri-Met Grants Other PB Farradyne B - 9

154 Appendix B TM010 LIFT Program Integrated Voice Response TM010 - LIFT Program Integrated Voice Response Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT ITEM REQUIRED Units NEEDED NEEDED CYCLE FY2001 Budget FY2002 CAPITAL IMPROVEMENT PROGRAM FY2003 FY2004 FY2005 FY Year Total System Procurement LS New FY $200,000 $0 Project Development & Management LS $0 $0 $0 $0 $0 $0 ITS TOTAL $0 $200,000 $0 $0 $0 $200,000 Tri-Met $0 $200,000 $0 $0 $0 $200,000 Tri-Met Grants $0 Other $0 Note: Costs detailed above assume implementation of a semi-automated booking system. In the event that a fully-automated system is selected, costs will be approximately $400K. ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $200,000 $200,000 $0 $0 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. B - 10 PB Farradyne

155 Appendix B OR0158 Transit Buses as Traffic Probes OR Transit Buses as Traffic Probes Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT ITEM REQUIRED Units NEEDED NEEDED CYCLE FY2002 FY2003 FY2004 FY2005 FY Year Total Central System Modifications Central System Software LS New FY $30,000 $20,000 $50,000 Vehicle Firmware LS Upgrade FY $75,000 $50,000 $125,000 Project Management (Software) LS NA NA NA $20,000 $10,000 $30,000 Field Deployment $0 Vehicle Installation 670 New FY $10,000 $10,000 $20,000 Project Engineering & Construction Management LS New FY2002 NA $15,000 $10,000 $0 $0 $25,000 ITS TOTAL $0 $150,000 $100,000 $0 $0 $250,000 Tri-Met $0 $0 $0 $0 $0 Tri-Met Grants $0 Other $150,000 $100,000 $250,000 FY2001 Budget CAPITAL IMPROVEMENT PROGRAM ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $250,000 $0 $0 $250,000 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. PB Farradyne B - 11

156 Appendix B OR0204 Regional ATIS Sustainable Business Model Deployment OR Regional ATIS Sustainable Business Model Deployment Capital Costs OPTIMUM/ MINIMUM # OF ACTION YEAR REPLACEMENT FY2001 Budget* CAPITAL IMPROVEMENT PROGRAM ITEM REQUIRED Units NEEDED NEEDED CYCLE FY2002 FY2003 FY2004 FY2005 FY Year Total Central System Modifications - Tri-Met Central System Software LS Upgrade FY $20,000 $20,000 Project Management (Software) LS NA NA NA $5,000 $5,000 $10,000 Regional Project Management & ISP Support LS New FY2001 NA $50,000 $45,000 $20,000 $20,000 $20,000 $155,000 ITS TOTAL $75,000 $50,000 $20,000 $20,000 $20,000 $185,000 Tri-Met $0 Tri-Met Grants $0 Other $0 $75,000 $50,000 $20,000 $20,000 $20,000 $185,000 *Federa lyfunded through RegionalITS funds ITS TOTAL Tri-Met Tri-Met Grants Other Total Project Budget* $185,000 $0 $0 $185,000 *Total Project Budget includes all planned and previously budgeted funds from the project's inception. Total Project Budget may be higher than the 5-Year CIP Total shown above as it includes all previous expenditures, current budget, and current CIP programmed funds. B - 12 PB Farradyne

157 Appendix C TM001 Transit Tracker Appendix C Tri-Met Project Managers Rick Gerhart (503) [email protected] TM002 Traffic Signal Priority City of Portland Bill Kloos Vehicle Jon Lutterman Roadway Improvements Young Park (503) [email protected] (503) [email protected] (503) [email protected] TM003 LIFT Scheduling System Upgrade/Electronic Data Transmission Susan Florentino (503) [email protected] TM004 Automatic Stop Announcement Ken Turner (503) [email protected] TM005 Bus Dispatch System Upgrade Ken Turner Ted Deming (503) (503) [email protected] [email protected] TM006 ORBCAD Upgrade to Bus Dispatch System (MDTs in Supervisor Cars) Scheduling System Software Procurement Ken Turner (503) [email protected] Dennis Schutt (503) [email protected] PB Farradyne C - 1

158 Appendix C TM007 Radio and Microwave Replacement Project Jim Cannon (503) [email protected] TM008 Dispatch Operations Utilities Program ACID: A. J. O Connor (503) [email protected] DISPUT: Vincent Vu (503) [email protected] TM009 TM010 Automated Yard Mapping and Vehicle Assignment Project LIFT Program Integrated Voice Response Ken Turner (503) [email protected] Susan Florentino (503) [email protected] OR0158 Transit Buses as Traffic Probes Oregon Dept of Transportation - Dennis Mitchell (503) [email protected] Debbi Lucas (503) [email protected] OR0204 Regional ATIS Sustainable Business Model Deployment Oregon Dept of Transportation - Dennis Mitchell (503) [email protected] Ken Turner (503) [email protected] C - 2 PB Farradyne