Verrazano-Narrows Bridge CCTV, VMS, CMS & Lane Controllers

SYSTEMS ENGINEERING ANALYSIS REPORT

VN-03

May, 2011

Prepared by MTA Bridges & Tunnels

In cooperation with

For

Final PSE SEA May-2011

TABLE OF CONTENTS

1. INTRODUCTION ...... 1 1.1 Report Organization ...... 4 1.2 Intended Audience…………………………………………………………..………………….4 1.3 Scope……………………………………………………………………………..………………..5 2. MTA B&T ITS PLANNING PROCESS & ITS PROGRAM ...... 7 2.1 ITS PLANNING PROCESS OVERVIEW ...... 7 2.2 THE MTA B&T ITS ARCHITECTURE ...... 8 3. VN-SIE APPROACHES ITS SUBSYSTEMS ...... 9 3.1 Portions of the Regional ITS Architecture Being Implemented ...... 10 3.2 Project Level Architecture...... 12 3.3 Customized Market Package Analysis ...... 12 3.3.1 Traffic Surveillance ...... 17 3.3.2 Freeway Control ...... 17 3.3.3 Traffic Info. Dissemination ...... 18 3.4 Information Exchange (Architecture Flow) Requirements………………..…………...18 4. PARTICIPATING AGENCIES ROLES AND RESPONSIBILITIES ...... 20 4.1 Agencies operating or benefiting from the MTA B&T VN_SIE ITS Project ...... 21 4.2 Regional Stakeholder Agencies ...... 21 4.2.1 MTA B&T ...... 21 4.2.2 NYSDOT ...... 22 4.2.3 PA NY&NJ ...... 22 4.2.4 NYCDOT ...... 22 4.2.5 FHWA ...... 22 4.2.6 TRANSCOM ...... 23 5. SYSTEM FUNCTIONAL REQUIREMENTS ...... 23 5.1 ITS Element #1. MTA B&T Field Equipment (CCTV) ...... 24 5.2 ITS Element #2. MTA B&T Field Equipment (Freeway Control) ...... 24 5.3 ITS Element #3. MTA B&T Field Equipment (DMS) ...... 25 6. USER SERVICES ALTERNATIVE ANALYSIS ...... 26 6.1 Overview ...... 26 6.2 Concept of Operatios ...... 26 6.3 Communication Network Options ...... 27 7. SYSTEM PROCUREMENT, OPERATIONS, AND MANAGEMENT OPTIONS ...... 28 7.1 Construction Phasing ...... 28 7.2 Project Cost Estimates ...... 28 7.3 Operation & Maintenance (O&M) Costs ...... 29 8. APPLICABLE ITS STANDARDS AND TESTING PROCEDURES ...... 29 8.1 Standards and Protocols ...... 29 8.2 NTCIP & SAT (System Acceptance Testing) ...... 30 [Type text]

8.2.1 NTCIP Testing ...... 31 8.2.2 SAT ...... 31 9. SYSTEM ENGINEERING “V” MODEL CROSS LINKAGE SUMMARIES ...... 31 9.1 Concept of Operations - Operations & Maintenance ...... 32 9.2 Design, Installation, Testing & Verification Process ...... 33

10. APPENDIX ...... 31

[Type text]

1. INTRODUCTION The Verrazano-Narrows Bridge is one of the largest facilities of the MTA Bridges & Tunnels, serving on average approximately 200,000 vehicles daily. Approximately 75% of this traffic uses E-ZPass. The bridge is a critical link for the regional traffic, connecting the two adjacent states of New Jersey and New York via Staten Island and Brooklyn.

As part of the VN-03 (Verrazano-Narrows Bridge Toll Plaza Improvement Phase-B) project, three ITS sub-system elements, Variable Message Sign (VMS), CCTV cameras and Lane Control Signals (LCS) are planned to be installed by MTA B&T, at the Staten Island Expressway (SIE) approaches to the bridge.

The three ITS sub-systems mentioned above have been in place at the bridge for many years. However, due to the planned reconstruction at the SIE by the NYSDOT project (PIN X731.30), the devices need to be replaced and relocated, since the SIE approaches to the bridge will be reconfigured, with the new construction.

Together the three sub-systems (VMS, CCTV and LCS) have been effectively serving the regional customers, while operated by the VN staff at the facility. They provided critical safety, traveler information and traffic management information and services to the travelers. Each serves different but related functions.

The existing VMS provides traffic related information to travelers including a determination point as to whether to use upper or lower level of the bridge. With development of advanced traveler information services at the bridge, the VMS are also planned to provide customers travel time information for the lower and upper level of the bridge and other locations, which will be posted and updated by the MTA B&T traffic operators at the facility. The existing CCTV cameras serve the operations staff of the bridge with the ability to monitor traffic flow at the approaches to the bridge and check the status of VMS messages and Lane Control signals. The existing Lane Control Signals (LCS) along with Changeable Message Signs (CMS) inform travelers which section of the bridge (upper or lower) is open or closed at any given moment, with markings of green colored arrow signal (for open) and red “X” signal for closed.

The locations of these subsystems and devices under the new configurations of the new approaches to the bridge will be determined with appropriate surveys by field engineers. The survey data will be incorporated into the final design by the engineers of the MTA B&T in consultation and coordination with NYSDOT. For instance, the LCS’s will be placed at strategic locations on the SIE approaches to the bridge, at a decision point where customers will choose in

advance the correct route, or if necessary be directed to the upper or lower Level of the Verrazano-Narrows Bridge.

The Verrazano-Narrow Bridge Approaches from SIE.

Figure 1 Staten Island – Project Study Area

1.1 Report Organization

This document is intended to provide the Project Systems Engineering (SE) Analysis of the MTA B&T ITS Subsystems, which will be implemented at the Staten Island approaches (on MTA B&T and NYSDOT jurisdictions), and will be connected to the MTA B&T ATMS system, in the traffic operations center at the Verrazano-Narrows Bridge. For list of subsystem devices and locations, please see Appendix ……. The SE analysis will include the following:  An overview of the MTA B&T planning process for the ITS Program of the Authority.  Overall architecture for the MTA B&T ATMS and the VN-SIE Approaches ITS Subsystems identified for this project (see above).  Communications requirements for all components of the subsystem.  Functional requirements for the subsystems to determine conceptually the requirements for locations, hardware, software and interconnection.

The report contains the following sections:  Section 1: Introduction  Section 2: MTA B&T ITS Planning Process for ITS Program & Projects.  Section 3: VN – SIE Approaches ITS Sub-Systems  Section 4: Participating Agencies Roles and Responsibilities  Section 5: System Functional Requirements  Section 6: Analysis of Alternatives  Section 7: Procurement, Operations, and Management Options  Section 8: Applicable ITS Standards and Testing Procedures  Section 9: “V” Model Cross Linkage Summaries

1.2 Intended Audience

This VN-SIE Approaches ITS Subsystems System Engineering Analysis is intended for:  MTA B&T Engineering, Operations, Technology and other stakeholder departmental staff  Members of NYSDOT that have responsibility for coordinating the design and construction efforts of the project.  FHWA Representative for the NYC Metro Region, responsible for ensuring compliance with FHWA Rule 940.

 Other Regional agencies that may wish to communicate or exchange information from the ITS sub-systems, including the PANY&NJ which has a connecting facility (Goethals Bridge) to VN.  Regional planning agencies that are involved with long-range development of the SIE corridor or the region, as a whole, and may need to get transportation information.

1.3 Scope: (MTA B&T VN-SIE Approaches ITS Subsystems):

General: All of the three sub-systems will be owned and operated by the MTA Bridges & Tunnels. They will be deployed on MTA B&T and NYSDOT jurisdictions at the SIE approaches to the bridge. An agreement (MOU) is planned to be signed by the two agencies, MTA B&T & NYSDOT. This MOU will spell out the roles and responsibilities of the two agencies such as in the areas of Operations & Maintenance (O&M) of the ITS subsystems, in particular on those devices that will be deployed on NYSDOT jurisdictions. Meanwhile effective coordination between the two agencies will be carried out in all phases of the project, including planning, design and installation of these devices.

This document is intended to provide a highlight of the System Engineering processes that will be followed in order to facilitate cooperation, communication and coordination between the two agencies for effective implementation of the projects. The two agencies operate two major transportation facilities, which will be impacted by the MTA B&T VN-03 and the NYSDOT SIE Access Improvement Projects. These facilities are the Verrazano-Narrows Bridge and SIE, which are owned by MTA B&T and NYSDOT respectively. This System Engineering Analysis is consistent and complementary to the Project System Engineering Report document, which was prepared by NYSDOT for the Staten Island ATMS project in January 2008.

Details:

a) Variable Message Sign (VMS) & Changeable Message Sign (CMS): The new lane alignment with dedicated lanes for the approaches to the two levels of the Verrazano Narrows Bridge on the SIE require the replacement and relocation of the Variable Message Signs to direct traffic to the VN Bridge. This information will be provided to travelers, in special circumstances such as during emergencies as well as for routine maintenance, including upper and lower level closures. In addition, the ITS sub-systems will enable MTA B&T operations staff at the VN to provide advance warning signs and traveler information, including travel times, wind conditions, adverse road conditions, snow removals, congestion and accidents.

The locations of all the ITS subsystem devices including the VMS are shown in the Engineering Plan and a VN-03 ITS Spreadsheet (which are attached in the Appendix).

There will be five (5) VMS and one (1) CMS in total six under this VN-03 project that will serve the travelers crossing the VN Bridge. Two of the VMS and the one CMS will be installed by NYSDOT on the NYSDOT property. The remaining three VMS will be installed by MTA B&T on MTA B&T property.

The VMS signs will be located at critical locations at the SIE approaches to the bridge, where travelers can make timely decisions, which bridge level to use and provide information on real-time traffic conditions. The VMS units will be controlled and operated by the existing VMS control system located at the VN facility Traffic Operations Center.

There will be only one CMS in the VN-03 project, which will be installed by NYSDOT and placed on the SIE approaches of NYSDOT property just before the LCS. The CMS will provide preprogrammed status and useful information about the upper and lower levels of the bridge or lanes (open/closed; no trucks). They will be located near the Fingerboard Road Bridge just prior the split to upper and lower levels on the SIE. b) CCTV Cameras: The new configurations of the SIE approaches to the bridge will make it difficult or nearly impossible for the traffic operations staff at the Verrazano- Narrows Bridge to monitor traffic in the area from the operations center, unless new CCTV cameras are deployed and connected to the ATMS at the facility. Therefore, new CCTV cameras will be installed and connected via fiber optic cable and made available to the VN ATMS.

There will be six (6) cameras installed under the VN-03 project to serve travelers crossing the bridge. These cameras will be installed by MTA B&T. Three of the cameras will be on the NYSDOT property (jurisdiction) and the other three will be on MTA B&T’s property.

Camera control will be limited to MTA B&T, which is the owner agency of the sub-system. However, the two agencies (MTA B&T and NYSDOT) along with other regional agencies will continue to cooperate and exchange information during major incidents, construction and special events including sharing of traffic video scenes in the regional IRVN (Inter-Regional Video Network), which has been upgraded to be part of the TRANSCOM sponsored Open- Reach system. Video sharing and other procedures may need to be governed by separate agreements between the agencies, which may be covered in an MOU.

The CCTV cameras will enable the operations staff at the bridge to see routinely, the status of the newly installed VMS, CMS & LCS devices and their displayed messages. This will facilitate delivery of timely and reliable traveler information to customers, during bridge level closures, emergencies and incidents or special events. The cameras essentially serve the operators as an eye to see those devices and continuously monitor traffic at the approaches to the bridge.

c) Lane Controller Signals(LCS): The LCS along with the CMS will be used to guide eastbound traffic on the SIE to the appropriate lanes and levels of the Verrazano Narrows Bridge. The LCS and CMS will be controlled by a field Programmable Logic Controller (PLC) device, which will be integrated into the existing MTA B&T PLC devices, on the east bound section of the bridge.

The newly installed LCS will work in concert with the new CMS to provide status information about the bridge. They will replace the existing LCS, which will be out of use because of the new configurations at the SIE approaches to the bridge. In total, there will be four (4) new LCS installed at the bridge approaches. Out of these, two LCS will be installed on NYSDOT jurisdiction and the remaining two on MTA B&T property. All of the four devices will be designed and installed by MTA B&T. The new LCS along with the CMS will be installed on strategic locations on the SIE approaches, to guide travelers to where traffic will diverge in different directions under the new geometric modifications.

2. THE LCS AND CMS WILL COMMUNICATE BACK TO THE BRIDGE, WHERE THEY WILL BE INTEGRATED INTO THE EXISTING LOCAL SCADA SYSTEM THAT CONTROLS THE REST OF THE LCS ON THE BRIDGE. MTA B&T ITS PLANNING PROCESS FOR ITS PROGRAM & PROJECTS

2.1. ITS Planning Process Overview:

MTA B&T is one of the major agencies participating in development of the ITS Program of the NYC Metro Region. Beginning from the early nineties when development for the National ITS Architecture was spearheaded by USDOT & FHWA, MTA B&T as one of the major agencies in the region, has played a leading role in advancing the ITS program for the region. It was one of the four partner agencies (MTA/MTA B&T, PANY&NJ, NYSDOT & NYCDOT), which developed the ITS Strategic Plan, known as the Early Deployment Plan (EDP) by USDOT. Subsequently, the Authority also played a key role in the development effort for the TRANSCOM sponsored Regional Architecture and

deployment of several key regional ITS systems including TRANSMIT and IRVN.

In 2000, MTA B&T completed an ITS Implementation Plan in line with the EDP, which served the agency as a road map for implementing ITS projects, at its facilities. These projects were incorporated for the first time in the five year Capital Program of the MTA (2000-2004). Since then, the Authority has been developing its robust ITS Program, which encompassed the planning, implementation and integration of several key ITS systems, such as Weather Sensors, CCTV, VMS, Transmit and ATMS. These ITS systems were deployed in addition to the Authority’s and the region’s flagship ITS E-ZPass project, which has been tremendously successful. E-ZPass (ETC) has been the most successful and leading ITS project, not only in the NYC Metro region, but at the tri-state (NY-NJ-CT) and national level as well. Moreover, along with members of the NYC and the tri-state regional agencies (including NYSDOT, NYCDOT and PANY&NJ), MTA B&T has been actively participating in numerous regional forums such as steering committees to plan, coordinate and manage other major regional ITS projects, including Transmit and the regional and NYC Sub-Regional ITS Architectures.

2.2. The MTA B&T ITS Architecture:

The plan for the MTA B&T ITS architecture was laid out long before the NYC ITS-Sub Regional Architecture strategic plan was completed in 2005. However, every effort has been made to ensure conformity of the MTA B&T ITS Architecture with the National ITS Architecture and the USDOT Early Deployment Plan (EDP) in planning and deployment. This was drawn from the valuable experiences and lessons, accumulated overtime by working with the NYC metro regional agencies as well as the USDOT/FHWA national and regional representatives. Active participation by the Authority’s ITS staff and specialists in regional and national ITS forums including ITS Architecture training and workshops, have been valuable resources to apply every effort to effectively plan and deploy the challenging and complex ITS systems at the Authority’s facilities.

Overall, the National ITS Architecture has been the basis for developing the MTA B&T ITS Architecture. One of the core elements of the MTA B&T ITS Implementation Plan was to provide a framework and recommendations for deploying various ITS systems and integrate them into a central ATMS and a central hub that interconnects its nine facilities (seven bridges and two tunnels) by means of robust communications architecture. The MTA B&T ITS Program was successfully implemented, enabling the nine ATMS centers at the individual facilities to connect to a central hub in Randall’s Island, which is known as the OCCC (Operations Command and Communications Center).

The MTA B&T ITS Architecture follows a “two-tier architecture”, whereby ITS field devices are connected to their respective individual Traffic Operations Centers (TOCs) or ATMS at each of the Authority’s nine facilities (seven bridges & two tunnels). The facility Traffic Operations Centers are in-turn connected to a single center in Randall’s Island that serves as a hub. This center is known as the OCCC (Operations Command and Communications Center). The OCCC interconnects the Authority’s facilities internally and serves as a gateway to connect the facilities with Regional Traffic Operations Centers, including the TRANSCOM Operations Center and the NYSDOT/NYCDOT-Joint Transportation Management Center (JTMC), which is located in Long Island City, Queens.

Currently, MTA B&T is participating in a regional project which is underway with two other regional agencies (NYSDOT & NYCDOT) to develop Center- to-Center communications between the Regional Traffic Management Centers i.e. the NYSDOT/NYCDOT JTMC and the MTA B&T OCCC. The MTA B&T OCCC currently has a networked communications with the TRANSCOM Traffic Operations Center, through the TRANSCOM Regional ITS Architecture.

3. VN-SIE APPROACHES - ITS SUBSYSTEMS:

As required by FHWA Rule 940/FTA Policy on ITS Architecture and Standards, the Systems Engineering analysis of the VN-SIE Approaches ITS Subsystems shall conform to the National ITS Architecture and the regional architecture standards, mandated by USDOT. The regional architecture standards are defined under the New York City Sub Regional ITS Architecture, which was developed by the four agencies (MTA/MTA B&T, NYSDOT, NYCDOT & PANY&NJ).

Guided by years of valuable experiences and the requirements of the National, regional and NYC sub-regional ITS Architectures, the MTA B&T VN-SIE Approaches Subsystems are intended to be compatible and interoperable, as required, with all levels of equipment installed by any other regional or sub regional systems, which may be deployed in the region in the future. Effective coordination between the two primary stakeholder agencies (i.e. the MTA B&T and NYSDOT), will guarantee proper communications during the design, installation and operation and maintenance phases of these sub-systems in order to effectively serve our regional customers.

The following identifies the steps that will enable conformance of this project with the National and Regional (NYC Sub-Regional) ITS Architecture.  A common system architecture design follows the National ITS Architecture, which will be coordinated with the SIE ITS project of NYSDOT.

 Functions will be defined to implement a given user service.  Physical subsystems and elements will be defined where these functions reside.  Interfaces/information flows will be defined between the physical subsystems, and the communication requirements for the information flows.

3.1 Portions of the Regional ITS Architecture Being Implemented

The MTA B&T VN SIE Approaches ITS Subsystem focuses on the deployment of traveler information and traffic management field equipment that will be connected to the existing ATMS at the facility. The VN ATMS is connected to the OCCC in Randall’s Island. However, control of the new VN subsystems will be by the Traffic Operations Centers (TOCs) at the VN Facility ATMS. The ITS Elements identified in the regional ITS architecture that are applicable to this project are depicted in Table 1 below.

Table 1. ITS Elements for the VN-SIE Approach ITS Subsystems

Project ITS Elements NYC Sub Regional ITS National ITS Architecture Elements Architecture Subsystem

Central Control System Traffic Management 1 MTA B&T OCCC (existing ) Traveler Information

CCTV, VMS/CMS, Lane MTA B&T Field Roadway Subsystem Controllers Equipment

The physical architecture is depicted in Figure 2, in which the ITS elements for the VN-SIE Approach are highlighted in a “sausage diagram” for the New York City Sub Regional ITS Architecture. The architecture defines the principal elements, including the subsystems and architecture flows that connect these subsystems and terminators. The architecture flows and their communication requirements define the interfaces required between the subsystems.

Figure 2. New York City Sub Regional Architecture vs. Staten Island ATMS Project Elements

3.2 Project Level Architecture:

As part of the design process for an advanced ITS project, it is required by the FHWA that a project level architecture be developed. A project level architecture focuses on the information exchanges for the ITS system being employed and other known existing or planned systems in the region.

The MTA B&T VN-SIE ITS Subsystems deployment project is not aiming to develop an ITS center or system. The project basically involves replacement and installation of field devices and subsystems that will be connected to an existing ATMS system at the facility. The Field Subsystems are a means to perform traffic surveillance, information provision, and plan execution control functions whose operation are governed by the VN ATMS at the facility, which in turn is connected to the OCCC in Randall’s Island. As mentioned in earlier sections, below are the ITS field elements (equipment packages) that will be implemented under the VN-SIE Approaches ITS Sub-Systems installation project:  Closed Circuit Television Cameras  Lane Control Signals (LCS)  Variable Message Signs (VMS) & Changeable Message Signs (CMS)

3.3 Customized Market Package Analysis

When discussing the system interfaces for a particular system, it is necessary to review the ITS elements in the NYC Sub Regional ITS Architecture, as defined for this project. The table below maps the customized market packages that are attributable to the VN-SIE Approaches ITS Subsystems installation project:

Table 2. Customized Market Packages for the VN-SIE Approaches ITS Project

Market Market Package Name Applicable ITS Project Package Elements Diagram

ATMS01 Network Surveillance - VN ATMS & OCCC

- VN ATMS Field Equipment

ATMS04 Freeway Control - VN ATMS

- VN ATMS Field Equipment

ATMS06 Traffic Information - VN ATMS & OCCC Dissemination - VN ATMS Field Equipment

Figures 4-6 on the following pages show the relevant portions of the customized market packages and architecture flows. The highlighted boxes indicate the portions of the market packages that apply to this project.

The subsequent sections shall further identify the operational requirements for each market package listed above.

Figure 4. ATMS01 – Network Surveillance vs the VN-SIE Approach ITS Subsystems Project

Figure 5. ATMS04 – Freeway Control vs VN-SIE Approach ITS Subsystems Project

Figure 5. ATMS06 – Traffic Information Dissemination vs. the VN-SIE Approaches ITS Subsystems Project

NYSDOT/NYC DOT JTMC

3.3.1 Traffic Surveillance:

The VN ATMS has various ITS systems and subsystems that provide the capability to monitor traffic and roadway conditions, detect, clear and manage incidents and traffic flow. These field devices enable the traffic operators at the facility to collect and detect incidents for a 24/7 operation at the facility. One of these traffic surveillance systems is the CCTV cameras. The CCTV cameras that will be installed under the VN-SIE Approach ITS sub-system project will be part of a network of CCTV cameras already installed at various points along the two-level bridge spans and approaches to the toll plaza. In addition to the CCTVs there are other ITS devices and subsystems used for traffic surveillance and incident detection at the facility including TRANSMIT, weather sensors and video detections. The new configurations of the SIE approaches to the bridge will make it difficult or nearly impossible for the operations staff at the Verrazano-Narrows Bridge to monitor traffic in the area, unless new CCTV cameras are deployed at the right locations and connected to the ATMS. As a result, three new CCTV cameras will be installed by NYSDOT contractors, and connected via fiber optic cable to the VN Traffic Operations Center. They will be connected to the ATMS at the console area.

The operations staff at the Verrazano-Narrows Bridge need to see routinely, the status of the newly installed VMS, CMS & LCS devices along with their displayed messages. This facilitates to inform and direct traffic at the SIE approaches to the bridge. The newly installed CCTV cameras will therefore serve as an eye to see those devices and continuously monitor traffic at the approaches to the bridge. As part of the functionality defined in this section, the VN-SIE Approach ITS Subsystems installation project will address the following mandatory market package defined in the NYC Sub Regional ITS Architecture, specifically for MTA B&T.  ATMS01 – Network Surveillance

3.3.2 Freeway Control:

The VN-SIE Approaches ITS Subsystems will provide the operations staff the ability to inform and control traffic at the approaches to the bridge and direct to the right lane and bridge span (upper or lower). At times, a section of the bridge may need to be closed for emergency incident management or routine maintenance staff also routinely closes and opens the approach lanes to optimize traffic flow or handle emergencies. This requires proper control and management of traffic. The Lane Control Signals (LCS) are instrumental for these functions.

As part of the functionality defined in this section, the VN-SIE Approach ITS Subsystems installation project will address the following mandatory market package defined in the NYC Sub Regional ITS Architecture, specifically for MTA B&T.  ATMS04 – Freeway Control

3.3.3 Traffic Information Dissemination

Advanced Traveler Information Services (ATIS) to customers is critical for traffic and incident management. The more the travelers are informed with real time traffic conditions at a facility, will minimize traffic incidents, congestion and delays. With proper traveler information, safety to travelers will be enhanced and traffic operators will be able to manage effectively their facilities in order to meet the travelers’ needs.

At the Verrazano-Narrows Bridge, there are several ITS systems and devices that are connected to the facility ATMS to provide travelers with real time traffic information and lane status at the bridge. These include the VMS. The newly planned VN-SIE Approach VMS will be part of this VMS network. They will support the traveler information services that will be provided to the public at the SIE corridor, in particular at the approaches to the Verrazano- Narrows Bridge. These ITS subsystems will be owned by MTA B&T and operated by its operations staff at the bridge. However, the two agencies’ (MTA B&T and NYSDOT-Region (11) traffic operations staff will cooperate and coordinate their traffic operations in order to provide efficient and seamless traveler information services to the public in the SIE corridor. Synchronized real time traveler information such as traffic congestion, delays, bridge openings and closures, incidents and weather information as well as travel time can be provided or displayed to travelers on these VMS and others as well in the SIE, in coordination with NYSDOT. As part of the functionality defined in this section, the VN-SIE Approach ITS Subsystems installation project will address the following mandatory market package defined in the NYC Sub Regional ITS Architecture, specifically for MTA B&T.  ATMS06 – Traveler Information Dissemination

3.4 Information Exchange (Architecture Flow) Requirements

The architecture flows between the projects ITS elements identified in the NYC Sub Regional Architecture are shown in Figure 7.

Figure 6. Summary of Architecture Flows between the Projects ITS Elements for the VN-SIE Approach Project

MTA B&T

VN – SIE Approved ITS Field Equipment

Lane Signal Control Traffic Sensor Control

Video Surveillance control Lane Signal Status Traffic Flow Traffic Images

MTA B&T

VN – ATMS / RI-OCCC

4. PARTICIPATING AGENCIES ROLES AND RESPONSIBILITIES The success of any regional ITS project is primarily measured by how much it involves the key stakeholders from start to finish, during the life cycle of the project. Moreover, coordination in the areas of operations, management and maintenance of ITS systems as well as sharing of resources and information between the stakeholders is critical for the success of the completed project. System Engineering documents including this facilitate this stakeholder participation and cooperation.

The ITS projects in the SIE corridor directly or indirectly involve at least three major stakeholders i.e. the MTA Bridges & Tunnels, NYSDOT-Region (11) and the Port Authority of New York & New Jersey (PANY&NJ). SIE connects two major bridges, as it crosses the Staten Island east to west or vice versa. These bridges are on the east, the Verrazano-Narrows Bridge and the west, the Goethals Bridge. The two bridges are owned and operated by the MTA B&T and the PANY & NJ respectively. The SIE connecting these bridges and runs across SI is owned and operated by NYSDOT. Therefore, the three agencies have a stake and must interface and cooperate to manage traffic in the corridor between these facilities, and effectively serve the regional customers. The agencies share the same goals i.e. serve the travelers on the corridor to provide a safe, efficient and reliable service for a smooth travel of customers, across all the transportation facilities on the SIE corridor.

As a result, the three agencies need to share systems information from their ITS devices and subsystems in such areas as traffic congestion, delays, bridge and lane closures, incidents, construction schedules, special events and emergencies. This information can be transmitted either directly from the agencies’ ATMS or by sharing one-another through center to center connections. For instance, traffic video scenes can be shared by their respective traffic operations centers through a center-to-center connection (e.g. between the OCCC & JTMC) or by way of a regional video network such as through TRANSCOM IRVN or the new regional Open Reach and 511 Systems. The traffic operators of the three agencies can also coordinate the exchange of traffic messages that may need to be posted on the various VMS along the SIE, such as during major incidents and emergencies. These will require special arrangements and agreements.

Currently, a fiber sharing MOU is signed by the three agencies (i.e. MTA B&T, NYSDOT & NYCDOT). This provides the platform not only to share fiber network but also to sharing critical traffic data including video scenes, VMS messages and other information, which can be valuable to our regional travelers. Customized agreements (MOUs) can be signed to complement the Fiber MOU for sharing VMS, CCTV scenes and other related traffic data and information.

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4.1 Agencies operating or directly benefiting from the VN-SIE ITS Subsystems:

The VN-SIE-ITS Subsystems will be owned and operated by the MTA B&T. However, close cooperation and coordination will take place in particular with NYSDOT on whose jurisdiction these subsystems will be deployed. For instance, messages posted on the VN-SIE-Approach VMS will be serving the traffic that flows both on SIE and the VN Bridge. This VMS could especially be useful during major incidents that may potentially impact both agencies. Whatever impact is felt on traffic in SIE could affect the VN and vice versa. As a result, the two agencies will directly benefit from the ITS subsystems in place at the SIE approaches, regardless of who owns it or deployed it, including the VN-SIE ITS Subsystems. A 3rd party that could indirectly benefit from these ITS Subsystems is the PANY&NJ which owns the Goethals Bridge, on the western end of the SIE.

Thus the agencies that directly or indirectly benefit from the VN-SIE ITS Subsystems are:  MTA B&T (owner and operator)  NYSDOT (partner providing access right to jurisdiction)  PANY&NJ (partner sharing traffic on SIE  Others (NYCDOT, NYPD & Fire)

4.2 Regional Stakeholder Agencies

4.2.1 MTA B&T

This project is initiated and managed by MTA B&T, in cooperation with NYSDOT. The VN-SIE Approach ITS Subsystems will interface with the ATMS at the bridge. Whatever interface with the planned NYSDOT Staten Island ATMS or the JTMC in LIC will have to go through this ATMS, which will be determined later. It is possible the VN ATMS could share some limited information such as traffic video scenes in direct interface with the SI TOC, perhaps bypassing the MTA B&T OCCC in Randall’s Island and NYSOT/NYCDOT JTMC in LIC. This requires a policy decision not just technical solution. This is because as it stands now, all out of agency communications or ITS sharing from the MTA B&T has to go from the central gateway; the OCCC.

In addition, for future connection of Staten Island ATMS system to JTMC via dedicated fiber, NYSDOT R11 will eventually request communications connectivity/redundancy at the Verrazano Narrows Bridge toll plaza from the Metropolitan Transportation Authority Bridges and Tunnels Operations

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Control and Communication Center (MTA B&T OCCC) located in Randall’s Island, New York. Port Authority of NY & NJ

4.2.2 NYSDOT

MTA B&T has worked over the years in close coordination with the regional agencies including NYSDOT, NYCDOT, PANY&NJ and TRANSCOM to advance the ITS Program. This project will not be an exception to this partnership. Because the projects directly impact the two agencies (MTA B&T and NYSDOT) close cooperation and coordination is a necessity in all phases of the project including planning, design, construction as well as O&M. This coordination is fully underway, as this System Engineering process exemplifies.

4.2.3 PANY&NJ

The Staten Island Expressway corridor is served by two major bridges the Goethals Bridge and Verrazano-Narrows Bridges connecting opposite ends of the highway. Coordination between these facilities to provide traveler information and manage traffic and incidents can be very valuable to the agencies and the public. A three way coordination between MTA B&T, NYSDOT and PANY&NJ, in particular during major incidents is very critical to provide efficient, reliable and timely services.

4.2.4 NYC DOT

NYCDOT owns and operates several city roads along the Staten Island Expressway (SIE) corridor, which feed into the VN Bridge. In addition it operates emergency vehicles including the NYC Police and Fire Departments that routinely use the bridge. The ITS Subsystems that will be installed at the SIE approaches to the bridge can be directly or indirectly valuable to the NYCDOT as well, which is one of the major stakeholders in the regional transportation system.

Given the interdependency between the arterial, freeway and bridge networks within the region, effective coordination among all of these agencies is critical for a seamless service to the public in the SIE corridor.

4.2.5 FHWA

FHWA is a key stakeholder in the project primarily because it oversees the completion of System Engineering for ITS projects in accordance to Rule 940, in particular for those requiring FHWA funding. MTA B&T doesn’t get direct federal funding from the FHWA for ITS projects. However, in the interest of regional cooperation to develop a seamless ITS deployment program for our regional customers, the agency has been an active participant in the Regional Architecture building and planning programs (including the NYC Sub-

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Regional ITS Architecture), which recommend using the System Engineering process, In addition, this project is coordinated with NYSDOT-Reg II, which is an FHWA funding recipient. As a result, this System Engineering for the MTA B&T ITS projects will be submitted to FHWA for review and approval.

4.2.6 TRANSCOM

TRANSCOM is an eighteen-agency consortium for coordination of construction and traffic management in the NYC metropolitan area of NY, NJ and CT. As a member of TRANSCOM, MTA B&T is participating in a number of regional ITS deployment projects, including TRANSMIT, IRVN and OutReach (511). MTA B&T uses the TRANSCOM installed TRANSMIT systems and the Regional Architecture (RA) terminal servers located at the OCCC to produce automated travel time information on roadways leading to the approaches of its facilities. The TRANSMIT readers and probe detectors installed at the Authority’s premise are also used to generate travel time at the MTA B&T facilities, which TRANSCOM member agencies could also use to inform their customers.

5. SYSTEM FUNCTIONAL REQUIREMENTS

Three ITS elements are identified for the VN-SIE Approach Subsystem project, based on the NYC Sub Regional ITS Architecture, including:  MTA B&T Field Equipment (CCTV)  MTA B&T Field Equipment (VMS/CMS)  MTA B&T Field Equipment (Lane Control Signals-LCS)  For each of above ITS elements, equipment packages (functional areas) and functions requirements were identified in the NYC Sub Regional ITS Architecture and summarized in Table 3.

Table 3. Customized ITS Equipment Packages for the VN-SIE Approach ITS Subsystems

ITS Element Applicable Equipment Requirement Packages

The field element shall monitor, process, and send 1. MTA B&T traffic images to the VN facility Field Roadway Basic ATMS center for further Equipment Surveillance analysis and distribution. The (CCTV) field element shall return operational status for the CCTV to the control center.

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2. MTA B&T Lane Control Signals shall Field Freeway Control provide Lane Status Equipment (open/closed). (LCS) The field element shall include dynamic messages signs for 3. MTA B&T dissemination of traffic and Field Traffic Information other information to drivers, Equipment Dissemination such as incidents and travel (VMS/CMS) time under center control; the VMS/CMS will be LED based signs.

5.1 ITS Element #1. MTA B&T Field Equipment (CCTV):

Applicable Equipment Package - Roadway Basic Surveillance

This equipment package provides the capabilities to monitor traffic flow by collecting, processing, and analyzing traffic data from ITS equipment CCTV. The field element shall collect, process, compress, and send traffic sensor data (image, speed, volume, and occupancy) to the VN ATMS for further analysis and storage, under center control. The following Pspec are involved under this equipment package:  Process Traffic Images (Pspec ID 1.3.1.3)

This process shall process raw traffic image data received from CCTV located on the SIE approach to VN. Where any of the data is provided in analog form, the process shall be responsible for converting it into digital form and calibrating. The process shall transform the image data to the ATMS center for traffic surveillance and incident detection. It shall also act as the control interface through which the images of traffic conditions can be adjusted by the camera Pan/Tilt/Zoom. This process shall also provide operational status (state of the device, configuration, and fault data) to the controlling process.

5.2 ITS Element #2. MTA B&T Field Equipment (Freeway Control)

Applicable Equipment Package: Roadway Freeway Control Ramp meters, CMS and other freeway control effects which will control traffic on freeways. As described in the National ITS Architecture, the subsystem that encompasses this equipment package includes “the equipment distributed on

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and along the roadway that monitors and controls traffic and monitors and manages the roadway itself. Equipment includes traffic detectors, environmental sensors, traffic signals, highway advisory radios, dynamic message signs, CCTV cameras and video image processing systems, grade crossing warning systems, and freeway ramp metering systems. HOV lane management, reversible lane management functions, and barrier systems that control access to transportation infrastructure such as roadways, bridges and tunnels are also supported.”

In the case of the VN-SIE Approaches ITS Subsystems, the Lane Control Signals (LCS) can broadly fit into the category of “barrier systems that control access to transportation infrastructure such as roadways, bridges and tunnels”, as mentioned above.

The LCS control access to the bridge by informing the drivers through signs including CMS on the status of opened and closed lanes. In effect, the operations staff can manage the traffic flow at the bridge by increasing or reducing capacity as needed including in special situations such as lane closures due to accidents, construction or emergencies.

5.3 ITS Element #3. MTA B&T Field Equipment (VMS):

Applicable Equipment Package - Roadway Traffic Information Dissemination

This equipment package provides the roadside elements of traffic information dissemination by using VMS and CMS. The following Pspec are involved under this equipment package:  Roadway Traffic Information Dissemination (Pspec ID: 1.2.7.9)

This process shall implement the presentation of roadway information data to drivers on roadways and freeways. It shall generate the output for Variable Message Signs (VMS), which may include advance warning due to adverse weather conditions such as ice; travel time on the bridge (upper and lower); planned construction; and special events. The VMS may be either those that display variable text messages, or those that have fixed format display(s) (e.g. vehicle restrictions, or lane open/closed). The process shall accept device control commands from the central system and shall provide status and fault data to the central system that originates control.

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6. USER SERVICES ALTERNATIVE ANALYSIS:

6.1 Overview:

The VN – SIE ITS Subsystems are critical part of the sub-regional ITS communications network operating in the SI corridor, which is directly or indirectly under the jurisdiction of all the four major NYC partner agencies. There is no viable one effective alternative for any single agency or entity to deploy, operate and maintain the systems without the cooperation and coordination with the others.

To continue using the existing ITS subsystems in the current locations is not possible and an ineffective alternative, that will impact the safe and efficient flow of traffic leading up to the Verrazano Narrows Bridge. The design and construction impact during the Staten Island Expressway Access Improvements Project on the SI corridor, does not allow for the use of the existing ITS subsystems.

The alternative to remove and not replace the ITS systems is also an ineffective alternative that has a major impact on traffic flow leading to the bridge. Without the installation of the ITS subsystems the MTA B&T VN Bridge Traffic Operations Center will be unable to advise motorists of bridge conditions and bridge level closures. Without the installation of devices such as the CCTV cameras will in all intents and purposes have the MTA B&T VN Bridge Traffic Operations Center in effect, blindly managing traffic flow.

Recognizing this, the major stakeholders (MTA B&T and NYSDOT) have agreed to coordinate these projects from start to finish and during the period of sustaining the operations and maintenance stages as well. As explained above, this arrangement works well to serve the regional travelers in the SIE and across the Verrazano Narrows Bridge. Below a highlight of the Concept of Operations is laid out for the projects, which further elaborates the cooperation and agreement platforms between these agencies.

6.2 Concept of Operations: As indicated above, the three ITS Subsystems (VMS, CCTV & Lane Control Signals) are owned and operated by MTA B&T. However, since all of the three devices will be located on NYSDOT jurisdictions, coordination between the two agencies is essential, in areas as highlighted below.

Coordination in such areas as traveler information postings, lane closures, operations and maintenance will be critical. After the full deployment of these subsystems, there will still be coordination areas between the two agencies, in particular for maintenance. The MTA B&T maintenance crew at the Verrazano-Narrows Bridge will be responsible for routine and emergency

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maintenance of these devices. However, coordination with NYSDOT will be needed since the signs are in their jurisdictions. This coordination arrangement will be worked out between the two agencies in some form of an agreement. In addition, in some cases (especially during major incidents or constructions) NYCDOT and others (including the NYC Police Department) may need to provide assistance, as they do routinely.

However, operation and control of the three sub-systems and devices will be carried out solely by the MTA B&T operations staff at the Traffic Operations Center of the Verrazano-Narrows Bridge. This is essential to provide smooth operation of the facility for the public.

However, there could be times that NYSDOT and other regional agencies request to post a message on a VMS on a B&T Facility, or vice versa. For instance, NYSDOT may request MTA B&T to post such as public service, amber alert or statewide sit belt campaign messages on its VMS signs. Cooperation in these areas are expected and arrangements will be made by the two agencies, as needed. his can be done through TRANSCOM or center to center connection (OCCC to JTMC) and follow the established TBTA Procedures for VMS and TRANSCOM VMS Request (Addendum A+B). In brief the procedure calls for OCCC to serve as the primary contact between regional agencies and MTA B&T Facilities for requests submitted through TRANSCOM.

The CCTV cameras will be connected to or integrated with the Traffic Operations Center for the facility and the OCCC. The VMS will also be connected to the control centers similar to the other existing VMS at the bridge. However, the LCS and CMS will be functioning as standalone subsystems. They will be controlled by the Verrazano-Narrows Bridge Traffic Operation Center.

6.3 Communication Network Options MTA B&T has redundant wide area communications networks to connect its nine facilities (seven bridges and two tunnels) and the two main hubs, which are located in Randall’s Island and at 2 Broadway, in Lower Manhattan. These communications networks include Fiber, Switched Ethernet, ATM backbones and T-1 (for voice). Currently, there are a few facilities without a direct connection by fiber with the two communications hubs, mentioned above. Planning is underway to complete a direct connection for all facilities to the two hubs with fiber. This will significantly increase the capacity of the Authority to have a robust wide area communications network, which is critical for reliable, efficient and sustainable transmission of video and data as well as voice. The robust communications network will also be valuable to the growth and development of the MTA B&T ITS Architecture.

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7. SYSTEM PROCUREMENT, OPERATIONS, AND MANAGEMENT OPTIONS MTA B&T is coordinating with NYSDOT for the procurement of the three ITS subsystems. In order to maintain compatibility and interoperability with existing or legacy subsystems and devices, it is necessary for MTA B&T to procure proprietary devices and equipment for the old signs. However, MTA B&T is currently transitioning its VMS to NTCIP compliant systems by requiring all new signs to meet the standard. For interoperability, the devices for the subsystems (CCTV, VMS/CMS and LCS) that will be acquired under the SIE project, with the help of NYSDOT, will have to be identical to the existing systems at the facilities, in particular the Verrazano-Narrows Bridge, in order to perform similar functions and operate seamlessly.

The two agencies have also agreed to have the procurement and installation of these devices completed under a NYSDOT contract. MTA B&T will facilitate coordination and provide assistance to NYSDOT, as needed, in order to accomplish the required procurement tasks. Funding arrangements will also be worked out between NYSDOT & MTA B&T for the procurement and installation of these devices and subsystems, as part of an existing MOU.

7.1 Construction Phasing

Construction of the VN SIE ITS Subsystems will be progressed in compliance with the stipulations provided by the New York City Department of Transportation, Office of Construction Mitigation and Coordination (OCMC), in coordination with NYSDOT. Existing ITS equipment at the approaches and toll plaza operations will be maintained throughout the construction phase and traffic crossing at the bridge will not be adversely impacted.

Maintenance and Protection of Traffic may consist of lane closures, on/off ramp closures and detour plans reviewed and approved by OCMC to facilitate the necessary construction operations of the project.

7.2 Project Cost Estimates:  Lane Control Signals  VMS & CMS  CCTV Cameras

The engineer’s estimate for the project’s equipment, construction and system integration is currently approx $ 1.7 Million. This estimate is for the ITS

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subsystems that will be installed by MTA B&T. It doesn’t include those to be installed by NYSDOT (2 VMS and 1 CMS) for MTA B&T use, as part of the VN-03 project.

7.3 Operations and Maintenance Costs:

The cost estimate for Operation and Maintenance of the ITS Subsystems (VMS/CMS, CCTV and LCS) is approximately $20,000/year. This includes preventive maintenance for the CCTV cameras and VMS in particular. The estimate also takes into consideration the cost potentially associated with possible lane closures and operations during maintenance.

8. APPLICABLE ITS STANDARDS AND TESTING PROCEDURES

8.1 Standards and Protocols: As a key participant in the ITS Architecture development effort both in the Regional and NYC-Sub-Regional ITS Architectures, MTA B&T fully supports the growth and strengthening of these agreements, and strives to implement applicable standards to the extent possible. As a result, it continues to strive in transitioning its old legacy ITS systems into open standards, which will make it easier to interface both internally and externally with regional agency systems. For instance, the old VMS signs are being replaced with NTCIP compliant systems. The CCTV cameras are also standard.

However, the lane controllers will be operated as a stand-alone system and will not be connected or interface with an ITS device or subsystem. As a result, communications and inter-operability related issues will not arise with these systems.

Applicable NTCIP Standards Documen Document Title Involved t Number NTCIP Simple Transportation Management Framework (STMF) 1101 NTCIP Octet Encoding Rules (OER) 1102 NTCIP Global Object Definitions 1201 NTCIP Object Definitions for Dynamic Message Signs (DMS) 1203 NTCIP Object Definitions for Closed Circuit Television (CCTV) 1205 Camera Control NTCIP Object Definitions for Closed Circuit Television (CCTV) 1208 Switching

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NTCIP Point to Multi Point Protocol (PMPP) Using RS-232 Sub 2101 network Profile NTCIP Point-to-Point Protocol (PPP) Over RS-232 Sub network Profile 2103 NTCIP Transportation Transport Profile (“NULL” Transport Profile) 2201 NTCIP Internet (TCIP/IP and UDP/IP) Transport Profile 2202 NTCIP Simple Transportation Management Framework (STMF) 2301 Application Profile NTCIP Application Profile for XML in ITS Center to Center 2306 Communications

Additionally, New York State DOT R11 has set up a Standardization Committee consisting of NYSDOT, Parsons, Dunn Engineering, Jacobs - Edwards & Kelsey, JHK Engineering, and Parsons Brinckerhoff. The purpose of the committee is to discuss the standardization of work related to ITS deployment in NYSDOT R11. This committee is developing a list of items to be standardized as they relate to NYSDOT ITS deployment. This list will evolve as the committee continues to investigate standards and specifications as they pertain to ITS in the region.

8.2 NTCIP & System Acceptance Testing MTA B&T adheres to rigorous testing procedures and processes during procurement, design, installation and operations of its technology devices, systems and subsystems in the ITS Implementation Program. An all rounded hardware/software and communications testing is carried out before a project is declared completed and systems are accepted by the Authority. This will apply to the three subsystems VMS, CCTV & Lane Control Signals.

The VMS will be thoroughly tested in separate phases for factory and field performances, before deployment and integration. Finally, a full end-to-end test with limited operation and integration will also be conducted (consisting hardware/software and communications tests) with the ATMS at the facility operation centers, before they are officially accepted or their warranty expires.

The same process applies to the CCTV cameras as well. The Lane Control Signals will also undergo a rigorous testing process. As part of the planning and design phases of the project, a detailed Systems Acceptance Test Plan will be prepared for testing these ITS Subsystems and devices.

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8.2.1 NTCIP Testing

The contract documents (PS&E - Specifications) provide details requirements regarding NTCIP testing and compliance, including relevant Management Information Base (MIB) requirements. The contractor will test the ITS devices and demonstrate compliance with the NTCIP requirements.

8.2.2 System Acceptance Testing (SAT)

The VMS manufacturer will have to submit a NTCIP test plan a minimum of 90 days prior to NTCIP acceptance testing. This NTCIP acceptance Test Plan must be submitted and test be conducted in accordance with the NTCIP test plan submissions and SAT requirements, which will be laid out in the design specs and contract documents.

9. System Engineering “V” Model Cross Linkage Summaries:

The System Engineering “V” model developed for ITS projects by FHWA is a vital tool for planning, coordination and implementation of ITS systems and sub-systems, including testing, verification and validations. The ITS projects in the MTA B&T are primarily developed within the agency’s Capital Program, which was put in place many years ago for implementation of major Engineering and Construction (E&C) projects. The Capital Program is structured into 5 year periods, in which agency needs are developed spanning 5, 10 and 20 year programs.

The overall process of the E&C Capital Program more or less aligns to critical sections of the system engineering “V” model, shown below, including needs assessment (concept of operations); requirement definitions, design and construction (implementation) phases. Appropriate and applicable standards are strictly followed to ensure the right review and approval process of the engineering & construction as well as ITS projects, which are incorporated in the MTA B&T Capital Program.

The ITS projects in particular those involving engineering and construction phases (such as fiber communications infrastructure upgrades) predominantly follow the E&C planning, design and construction process reviews and approvals. The other ITS projects that may primarily involve unique features involving ITS technologies and systems, such as software development and testing are handled appropriately following the system engineering process for ITS, though they are still within the context of the MTA B&T Capital Program, overseen by the E&C department.

Overall, the Authority has been successfully implementing ITS projects by integrating the relatively new ITS program to its traditional engineering and construction based Capital Program development process, despite the challenges. Since the ITS program has been in place for approximately 20

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years now (including the deployment of a tremendously successful Regional E-ZPass operations), the cumulative experiences and lessons learned have been instrumental in planning, design, implementation as well as operations and maintenance of the several ITS projects in the Capital Program of the Authority, including the integration of nine ATMS systems at the facilities and a central operations center (OCCC), which serves as a hub. These ITS systems are currently operating effectively.

Currently, a concerted effort is also underway to further develop and expand the use of the System Engineering process for ITS projects in the MTA B&T Capital Program. This project, VN-03, has taken this into consideration, by cross referencing the System Engineering for ITS “V” model, shown below, as stated in this document above. To the extent possible, a great effort has been made to bridge the two project development processes i.e. the MTA B&T Capital Program and the ITS System Engineering in order to plan and design the above mentioned ITS subsystems in the VN-03 project.

Figure 1. “V” Model

Concept Operations & of Operations Maintenance

High Level Requirements System Acceptance Detailed Requirements

High Level Subsystem Design Verification

Detailed Integration & Design Test

Implementation

Time

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9.1 Concept of Operations – O&M

As detailed above (Section 6.2), the concept of operations for this project will be coordinated in all areas between the two regional agencies, in particular traveler information postings, lane closures, operations and maintenance. An agreement will be made between the MTA B&T (the owner of the ITS Subsystems) and NYSDOT (the owner of the jurisdiction where the ITS Subsystems will be installed) on how to operate and maintain the systems including in times of emergency.

9.2 Design, Installation, Testing and Verification process:

The design for the MTA B&T VN-03 project, which incorporates the VN-SIE ITS Subsystems deployment, is currently completed 100%. The final design will include comments from NYSDOT, Region 11 Engineers, who are responsible for the SIE approaches upgrade. Construction is scheduled to start in 2012. The technologies behind the field equipment being proposed under this project’s detailed design have previously received verification through other successful regional ITS projects already in-place, where such systems have satisfied the region’s unique functional requirements. The CCTV and VMS subsystems in this project are similar to what are already in place at the other MTA B&T facilities. The Lane Control Signals (LCS) have also been operational at the Verrazano-Narrows Bridge for many years. Nonetheless, ITS standards and testing procedures will be continually identified by the MTA B&T ITS project and will be specified in its PS&E to be applied during its construction phase. Previous sections of this report present the selection of applicable ITS standards, including NTCIP communications standards, and system testing procedures, which consist of pre-installation testing, factory/manufacturer testing, stand-alone assembly testing, group site verification testing, subsystem integration testing and finally, the system acceptance test.

10. Appendix:

As part of this System Engineering process for the VN – SIE Approaches ITS Subsystems deployment, the following list of documents are attached from MTA B&T, per request by the FHWA Office in NYC. (Please see Attachment for Documents). 1. The MTA B&T Capital Program Projects development process (from E&C) 2. VN-03 Project ITS Subsystems 3. MTA B&T Ops VMS Advisory Procedure 4. TRANSCOM VMS Advisory Request

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5. ITS-VN-03 Plan (from VN-03 Design)

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