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

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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 2006. 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.

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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 2005. 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

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 2003. 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

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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 2003. 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.

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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 1986. 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

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 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

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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.

1.2 WHAT IS ITS?

Intelligent Transportation Systems involve

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

Through the deployment of ITS projects, Tri-Met expects to accomplish the following goals and objectives:

ITS focuses on increasing the efficiency of existing transportation resources, in order to improve the overall performance of the system.

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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.

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 Travelers in the Portland

region will stand to gain many benefits from the

implementation of ITS projects.

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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 TransNow-sponsored 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

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• 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.

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.

Bus Dispatch System

TM004 TM002

TM007 TM005

Radio/Microwave System

Rail Control & Command System

WAN/LAN Development

Scheduling System Enterprise Data Model GIS Database

TM001

Transit

Tracker Traffic Signal Priority Automated Stop Announcements Scheduling System Software TM006 Radio / Microwave Replacement Project Bus Dispatch System Upgrade Automated Yard Mapping and Vehicle Assignment TM009 Transit Buses As Traffic Probes OR0158 TM003 LIFT Scheduling System Upgrade LIFT Program Integrated Voice Response TM010 TM008

Dispatch Operations Utilities Program

OR0204 Regional ATIS Sustainable Business Model Deployment

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• 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

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

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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.

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PB Farradyne 9 Version 1 2001 Battelle X50 Tri-Met Fixed Route Rider X49 Tri-Met Mobile Supervisor

See Region 1 Architecture for additional detail See Region 1 Architecture for additional detail

See Region 1 Architecture for additional detail Center Street RS City of Portland Roadside Subsystems TMS City of Portland

Traffic Operations Center (TOC) TRMS C-TRAN Transit Operations TRVS C-TRAN Bus

On-Board Vehicle Subsystem

X49 C-TRAN Transit System Operator(s) X52 C-TRAN Bus Driver(s) TMS ODOT Region 1 Traffic Management Operations Center (TMOC) ISP Region 1 Information Service Provider(s) PIAS Tri-Met

Personal Info Access Services

RTS Tri-Met Remote Info Access

Services

(Pylon/Kiosk)

TRMS

Tri-Met

Central Bus Dispatch & Operations

(Fixed Route & Paratransit)

TRVS Tri-Met Bus On-Board Vehicle Subsystem (Fixed or LIFT) X49 Tri-Met

Central Dispatch & Operations Staff X50 Regional Transit User X51 Tri-Met Bus X52 Tri-Met Bus Driver signal control status _{signal control}

data

transit user outputs

transit user inputs

transit operator management data transit operator display

(1) transit schedule information (2) driver instructions (3) request for vehicle measures (4) transit traveler information (5) route assignment transit user inputs transit user outputs transit vehicle measures transit user inputs transit user outputs

(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

transit information user request transit information

user request

(1) broadcast information (2) personal transit information

(1) transit traveler information (2) broadcast information

(1) transit and fare schedules (2) transit traveler information (3) trip plan

(1) transit system data (2) (transit) vehicle probe data TRMS coordination

(Tri-Met - C-TRAN)

(C-TRAN) transit vehicle location data (C-TRAN) transit vehicle

schedule performance transit vehicle schedule performance transit operator management data transit driver availability driver instructions route assignment transit operator display

(1) transit system data (2) transit vehicle probe data

local signal priority request X49 Tri-Met Mobile Supervisor RS City of Gresham Roadside Subsystems RS City of Hillsboro Roadside Subsystems Ruby Junction TRMS Tri-Met

Central Rail Operations

RS

Tri-Met

Roadside Subsystems (LRT-Arterial Traffic Crossing

Control) TRVS Tri-Met Light Rail On-Board Subsystem X51 Tri-Met Light Rail Vehicle

transit vehicle measures (LRT) (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

(local) signal control request (LRT)

local traffic control priority request (LRT) local signal priority

request (bus)

local traffic control priority request (LRT) TRMS coordination

(Bus - LRT) transit supervisor management data

transit system data

TRVS

Tri-Met Supv On-Board Vehicle

Subsystem

Tri-Met Supervisor

(transit driver) display Tri-Met Supervisor (transit driver) inputs

transit driver availability

transit driver inputs transit driver

display

transit vehicle probe status verification (voice coordination)

X47

Tri-Met

Transit Fleet Manager

transit fleet manager input transit operations planning data

X50 Tri-Met LIFT Paratransit

Rider demand responsive transit request

demand responsive transit plan

transit user outputs transit user outputs trip request 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)

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Tri-Met Regional Architecture (See Figure 2A)

CVAS Commercial Vehicle Administration Subsystem X06 Commercial Vehicle Drivers X09 Construction & Maintenance X64 DMV X12 Driver EMS

Multnomah, Hood River County Emergency Management EMS Other Regional Emergency Management EVS Emergency Vehicle Subsystem EMMS Emissions Management Subsystem ISP Regional Information Service Provider(s) X23 Map Update Provider X30 Other Regional Emergency Management X31 Other ISP

Public Data Interface

PMS Regional Parking Management Subsystem PMS Portland Airport (PDX) X36 Parking Operator X37 Parking Service Provider PIAS Personal Information Access Subsystem PS Metro PS RTC RTS Remote Traveler Support Subsystem Public Site(s) X41 Roadway Environment Portland Airport X41 Roadway Environment RS City of Portland RS Multnomah, Hood River County RS Regional Roadside Subsystem RS ODOT Region 1 RS WSDOT SW Region RS Portland Airport (PDX) X45 Traffic TMS ODOT Region 1

Traffic Management Operations Center (TMOC) TMS

WSDOT SW Region

TMS

City of Portland

Traffic Operations Center

(TOC) TMS

ODOT Region 2 Salem

TMS

ODOT Region 4 & 5 Bend TMS City of Vancouver, WA TMS Portland Airport Traffic Management (PDX) X46 Traffic Operations Personnel ODOT X46 Traffic Operations Personnel WSDOT TRMS C-TRAN X25 Transportation Planners X56 Traveler Portland Airport X58 Weather Service

to City of Portland TOC

to METRO (not planned)

X12 Driver Private, Commercial, Transit, Emergency X45 Traffic Portland Airport (PDX) X12 Driver Portland Airport Private, Commercial, Transit, Emergency RTS Remote Traveler Support Subsystem Portland Airport X12 Driver Emergency Response VS Vehicle Subsystem

to/from Regional ISP

X56 Traveler X46 Traffic Operations Personnel City of Portland PMS Parking Subsystems City of Portland TRMS

Tri-Met

to ODOT Region 1 TMOC To City of Portland Roadside Systems

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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

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Figure 3: Capital Costs Summary Tri-Met ITS Deployment Plan Summary

Capital Costs

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.# Tri-Met Projects

TM001 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

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

$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 *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.

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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 inter-relationship, 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 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

¢ ¢

•

OR0158 Transit Buses as Traffic Probes

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PB Farradyne Version 1 2001

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17

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

Proj.# Tri-Met Projects _TM001

Tran sit Tra cker /Rea l Tim e C usto mer Infor matio n Di spla ys TM0 02 Tra ffic Sig nal Prio rity TM0 03 LI FT Sc hedul ing Sy stem Upgr ade TM 004 A utom ated Sto p A nnou ncem ents TM0 05 B us D ispat ch S ystem Up grad e TM0 06 S ched uling S yste m So ftw are Pro curem ent TM0 07 R adio a nd Mic row ave Re plac ement Proj ect TM0 08 Di spatc h O pera tions Utility Progr am TM0 09 A utom ated Y ard Mapp ing a nd V ehicle Assig nmen t TM0 10 L IFT I ntegr ated Vo ice R espo nse OR0 158 Tra nsit B uses as T raff ic Pr obe s ORO 24 R egion al A TIS Su stain able Bu sine ss Mo del D eplo yme nt

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

•

OR0158 Transit Buses as Traffic Probes

•

OR0204 Regional ATIS Sustainable Business

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2.0 Tri-Met ITS 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.

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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

Background

Tri-Met has deployed several advanced ITS technologies to improve 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 information1 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

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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/5th 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.

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Project Plan Continued

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.

It is expected that budgetary considerations may impact or potentially limit the rate of full system deployment.

Project Objective Statement

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.

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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

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Table 2 - Architectural Requirements

Physical Entities Primary: Transit Management (TRMS), Remote Traveler Support (RTS), Personal Information Access Subsystem (PIAS), Transit User (X50)

Secondary: Transit Vehicle Subsystem (TRVS), Transit Vehicle (X51) Architecture

Flows

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

Market Packages Primary: Transit Traveler Information (APTS8)

Secondary: Transit Fixed-Route Operations (APTS2), Broadcast Traveler Information (ATIS1), Interactive Traveler Information (ATIS2) Equipment

Packages

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

User Services Primary: En-route Transit Information (2.2), Pre-trip Travel Information (1.1)

Secondary: None

Standards 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 1488.

SAE: J1587, 1708, 2354, 2374, 2366-1, -2, -4, -7, 2367-7X, -7LX, 2367.

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Subsystem Diagram

Tri-Met Central Dispatch & Operations

(TRMS)

Transit User X50 Tri-Met Bus or

Train Rider

Transit Center Fixed-Route Operations

Transit Center Information Services

Tri-Met Bus or Train (TRVS)

On-Board Fixed-Route Schedule Management transit vehicle measures

Transit Vehicle X51 Tri-Met Bus or

Train

(1) request for vehicle measures (2) transit schedule information

Tri-Met Traveler Information (PIAS)

Personal Interactive Information Reception transit information user request

Tri-Met Traveler Information (RTS) Remote Transit Information Services Remote Interactive Information Reception

(1) transit traveler information (2) broadcast information

transit information user request (1) personal transit information (2) broadcast information

transit user inputs transit user outputs

(1) transit vehicle location data (2) transit vehicle schedule performance

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Table 3 - Institutional and Funding Issues

Stakeholders Internal: Tri-Met Bus Dispatch, Rail Controllers, Scheduling Staff, Customer Service Representatives and Road Supervisors

External: C-TRAN and Tri-Met Passengers Related Work 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

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Schedule Major Milestones

• FY 2000-FY 2001: Phase I Prototype + 25 additional (15 bus, 10 rail)

• FY 2001 4th 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)

Operations and Maintenance

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.

Procurement Options

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.

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29 2.2 TM002 – TRANSIT SIGNAL PRIORITY

Table 1 - Background Information

Project ID TM002

Project Title Transit Signal Priority Project

Background

The Portland region has demonstrated a high commitment to improving 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.

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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 on-route, (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.

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31 Project Plan

Continued

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.

Project Objective Statement

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. Project Risk(s) 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.

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Table 2 - Architectural Requirements Physical

Entities

Primary: Transit Vehicle Subsystem (TRVS), Roadway Subsystem (RS) Secondary: Traffic Management (TMS)

Architecture Flows

Primary: Local signal priority request

Secondary: Signal control data, signal control status Market

Packages

Primary: Multi-Modal Coordination (APTS7)

Secondary: Transit Vehicle Tracking (APTS1), Transit Fixed-Route Operations (APTS2)

Equipment Packages

Primary: On-Board Transit Signal Priority, Roadside Signal Priority Secondary: On-Board Trip Monitoring, On-Board Fixed-Route Schedule Management, TMC Multi-Modal Coordination

User Services Primary: Public Transportation Management (2.1) Secondary: Traffic Control (1.6)

Standards 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.

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PB Farradyne Version 1 2001 Battelle 33 Subsystem Diagram Tri-Met Bus (TRVS) On-Board Transit Signal Priority On-Board Trip Monitoring On-Board Fixed Route Schedule Management

CoP Roadside Subsystem (RS)

Roadside Signal Priority local signal priority request

City of Portland

(TMS)

TMC Multi-Modal

Coordination signal control status

Tri-Met on-board Transit Signal Priority equipment package includes the functionality often found at the transit management center ( e . g . , t h e " T r a n s i t C e n t e r Mu l t i -Mo d a l Coordination" equipment package). The transit vehicle makes the determination to enable transit signal priority using on-board trip monitoring and schedule performance criteria.

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Table 3 - Institutional and Funding Issues

Stakeholders Internal: Tri-Met Bus Dispatch, Scheduling, Bus Operators and Supervisors

External: City of Portland, ODOT, City of Gresham, Emergency Response Services, Regional, City and County Traffic System Operators; and Tri-Met Passengers

Related Work 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. Resources 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) Schedule Major Milestones

• FY 2000 4th Quarter: Emitter Procurement/Installation

• FY 2001-FY 2003: Corridor Field Equipment Installation

• FY 2001 2nd Quarter: Emitter Procurement/Installation

• FY 2001 3rd Quarter: Phase I Orbital Transportation

Management Systems (Orbital TMS) Firmware Modifications

• FY 2001 4th Quarter: Phase I evaluation

• FY 2002: Phase II Orbital TMS Firmware Modifications

• FY 2002 2nd Quarter: Field Controller Firmware Completion and Initial Field Testing

• FY 2002 3rd: Phase II Evaluation Operations and

Maintenance 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