Rapidride Expansion Corridors Technology Assessment

RapidRide Expansion Corridors

Technology Assessment

“Move Seattle” and “Metro Connects” Final Draft, November 15th, 2016

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Executive Summary

This document has been prepared in response to Item 4 of the RapidRide Expansion Projects Charter between the City of Seattle and King County Metro. It reviews the technologies that are deployed with Metro’s RapidRide lines, assesses the issues and opportunities related to each technology, and makes several recommendations. The document concludes with corridor by corridor strategies on planning the technology elements of the corridor designs.

Metro has active projects that are in the planning stages of replacing three key technology systems: Wireless Communications, Transit Signal Priority, and Electronic Fare Payment (aka ORCA). Because these projects are in the planning stage, all dates regarding next generation systems’ availability are subject to change. The table below reflects this in the summary of technologies available for each corridor design based on the projects’ current status and expectations:

Year ❶ Corridor Design Install current wireless, TSP and ORCA systems in new 2019 Madison infrastructure. Use existing wireless, TSP and infrastructure, 2019 Delridge❷ install current ORCA. Install current wireless, TSP and ORCA in existing 2020 Rainier Ave❸ infrastructure. Use existing wireless, TSP and infrastructure, 2021 Market/45th ❷ install current ORCA. Future assessment: current or next generation of all three 2021 Eastlake systems (possible). Future assessment: current or next generation of all three 2022 Westlake systems (likely). 2024 23rd Ave Install next generation systems.

❶ All lines are expected to go into service with the Fall service change of the specified year. ❷ The Delridge and Market/45th corridors are equipped with current generation systems and infrastructure. ❸ The Rainier Ave corridor has the necessary physical infrastructure to install 4.9GHz wireless and the current TSP system

Executive Summary

Listed below is a summary of the other recommendations made within the document:

1. 4.9GHz network equipment and infrastructure (see page 18). Design all corridors for the 4.9GHz network, including the supporting infrastructure. Coordinate with Metro technology projects and, if possible, use next generation wireless to eliminate construction costs of $30,000 to $50,000 per intersection for infrastructure to support the current system.

2. Other systems’ dependency on On-Board Systems (see page 19). Coordination with Metro when considering any technology not currently used with RapidRide.

3. Tech Pylon and ITS Kiosk Design (see page 22). Consider supporting several specific new technologies if a new version of the pylon or kiosk is being considered.

4. Availability of current ORCA system equipment (see page 29). Partner with Metro, Sound Transit and Community Transit to have the current system vendor develop new devices compatible with the current ORCA system, then purchase sufficient equipment for the first several new RapidRide corridors.

5. RapidRide expansion and next generation ORCA schedules (see page 30). Anticipate changes to the next generation ORCA schedule due to the complexity of the project. Also, consider if current generation equipment will be replaced as soon as the next generation is available and design accordingly.

6. Cost of current TSP system infrastructure (see page 36). Focus effort on developing next generation TSP capability in SDOT’s central traffic control system. The infrastructure needed for the current system costs of $30,000 to $50,000 per intersection. (This infrastructure is shared with 4.9GHz wireless, and is needed if either current generation system is used.)

Table of Contents

Executive Summary i Section 1: Overview 1 Section 2: RapidRide Expansion Projects 3 “Metro Connects” 4

“Move Seattle” 5 Section 3: RapidRide Technologies 6 Foundation Technologies 12 Wireless Communications 13 On Board Systems 19 Tech Pylon & ITS Kiosk 20 Featured Technologies 23 Electronic Fare Payment 24 Transit Signal Priority 31 Real Time Passenger Information 37 Passenger WiFi 41 Digital Video Management 41 Section 4: Assessment 42 Conclusion 46

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Table of Contents

Index of Tables

Table 1: Contacts ...... 2 Table 2: "Metro Connects" RapidRide Corridors ...... 4 Table 3 "Move Seattle" RapidRide Corridors ...... 5 Table 4: OSI Layer Descriptions ...... 11 Table 5: Next Generation System Projects ...... 12 Table 6: Foundation RapidRide Technology Systems ...... 13 Table 7: Wireless Communications Systems ...... 14 Table 8: Key Dates for Wireless Communications ...... 14 Table 9: 4.9GHz Wireless Network Requirements ...... 15 Table 10: Next Generation Wireless Requirements ...... 17 Table 11: Featured RapidRide Technology Systems ...... 24 Table 12: Electronic Fare Payment Systems ...... 25 Table 13: Electronic Fare Payment Significant Dates ...... 25 Table 14: ORCA System Requirements ...... 27 Table 15: Next Generation ORCA System Requirements ...... 29 Table 16: Transit Signal Priority Systems ...... 32 Table 17: TSP Systems Significant Dates ...... 32 Table 18: Current TSP System Requirements ...... 34 Table 19: Next Generation TSP System Requirements ...... 36 Table 20: Passenger Information Systems...... 38 Table 21: RTIS(kcm) Requirements ...... 40 Table 22: RTIS(oba) Requirements ...... 41 Table 23: Wireless Communications Comparison ...... 44 Table 24: TSP Systems Comparison ...... 45 Table 25: Current Generation Technologies on Move Setattl Corridors ...... 46 Table 26: RapidRide Technologies Target System Generation ...... 47

Index of Figures

Figure 1: “Metro Connects” Corridors ...... 4 Figure 2: "Move Seattle" Corridors ...... 5 Figure 3: An Example of Metro's Integrated Systems ...... 9 Figure 4: Interdependency of RapidRide Technologies ...... 10

Section 1: Overview

In response to item 4 in the RapidRide Expansion project charter between the City of Seattle and King County Metro, this document reviews the RapidRide technologies and their requirements, and assesses the related issues and opportunities. It concludes with key recommendations for successful deployment of the technology elements of RapidRide service on the seven planned “Move Seattle” corridors and the six additional “Metro Connects” corridors.

Item 4. Technology (Software/Hardware)

“Technical memoranda identifying technical requirements for RapidRide expansion in Seattle and strategies and timelines for meeting implementation goals.”

Analysis of the following KC Metro Systems: • Fare payment (ORCA and ORCA 2.0) • Transit Signal Priority (TSP) • Real Time Information • Passenger Wi-Fi in buses • On Board Systems (OBS, Radio, Automatic Vehicle Location) • Wireless Communications (Wireless and Mobile Access Routers)

Accordingly, this memorandum provides information regarding each system, including:

• System Requirements • Status of related projects to update and/or replace systems • Availability of critical equipment • Relationship to other systems • Other significant constraints.

Section 1: Overview

The intent of this document is to advise King County Metro and the City of Seattle regarding the deployment of RapidRide technologies in their upcoming corridor projects. The analysis includes descriptions of the featured and foundational technologies, their requirements and dependencies, and the status of projects to develop next generation systems. The summary will highlight the most significant issues and include specific recommendations for optimizing project costs, benefits and risk management.

The document is organized into the following sections:

1. Overview (this section) 2. Review of the RapidRide expansion projects 3. Discussion of the RapidRide technologies 4. Conclusions

Direct questions or request additional information from one of the contacts listed below:

Table 1: Contacts John Toone Author King County Metro, SDO-Operations [email protected]

Paul Roybal Project Manager King County Metro, Route Facilities [email protected]

Kathleen McMurray Oversight King County Metro, SDO-Development [email protected]

Section 2: RapidRide Expansion Projects

The City of Seattle and King County Metro each have service expansion projects that together will create thirteen (13) new RapidRide corridors, adding to the original six successful lines. Seven of the new lines are planned and funded by the City of Seattle as part of the “Move Seattle” initiative. The “Metro Connects” program includes these seven urban Seattle corridors and an additional six suburban corridors.

The new lines are intended to be a continuation of RapidRide service: consistent in branding, service, performance and amenities – including the nationally recognized Intelligent Transportation Systems1 developed for the original lines.

1 “Intelligent Transportation Systems” are solutions that utilize Information Technology (IT) to improve the safety, effectiveness and/or sustainability of transportation.

“Metro Connects”

King County Metro is planning thirteen new Figure 1: “Metro Connects” Corridors RapidRide lines that will begin service between 2019 and 2024 in support of the “Metro Connects” program. Seven of the lines are planned and funded by the City of Seattle.

Six additional lines are planned and funded by King County, and are located primarily in suburban jurisdictions of the county (one of which extends into the Seattle city limits via the Lake City Way corridor connecting Bothell and the University District).

These new corridors will be branded RapidRide lines with the same technologies and amenities as the six existing lines. Most corridors will begin service featuring next generation updates to three systems, including system-wide wireless communications network, a fourth generation TSP system, and the next generation ORCA electronic fare system.

Table 2: "Metro Connects" RapidRide Corridors Corridor From To Beginning ❶ 1030 Overlake Renton 2021 1033 Auburn Renton 2022 1009 Bothell U District 2023 1056 Highline CC Green River CC 1027 Totem Lake Eastgate 2024 1052 Twin Lakes Green River CC

❶ All lines are expected to go into service with the Fall service change of that year.

“Move Seattle”

The City of Seattle is funding and developing Figure 2: "Move Seattle" Corridors seven of the thirteen RapidRide expansion corridors as part of “Move Seattle”. The City of will plan, design and build the new lines in partnership with King County Metro who will operate the service.

Two lines, Delridge and Market/45th, overlay corridors with existing systems and infrastructure used on the existing RapidRide lines. Both corridors have Transit Signal Priority and supporting 4.9GHz wireless communications infrastructure. The Market/45th corridor also features a limited number of Real-Time Information Signs. The Rainier Avenue corridor does not have operating systems, but it does have the necessary infrastructure to support the current generation systems.

With regards to the technology elements, it is expected that Metro will operate and maintain the systems and installations, provided they are consistent with those on Metro’s new and/or existing corridors. For example, next bus arrival signs using the current hardware and software made by INIT2 would be operated and maintained by Metro. Signs such as those developed by the Seattle DOT using OneBusAway data would be maintained by the City.

Table 3 "Move Seattle" RapidRide Corridors Corridor From To Beginning ❶ 1 Madison Madison Valley Downtown 2019 2 Delridge ❷ Burien TC Downtown 3 Rainier Ave ❸ Mount Baker University District 2020 4 Market/45th ❷ Ballard Sand Point 2021 5 Eastlake Northgate Downtown 6 Westlake Northgate Downtown 2022 7 23rd Ave Rainier Beach U District 2024

❶ All lines are expected to go into service with the Fall service change of that year. ❷ The Delridge and Market/45th corridors are equipped with current generation systems and infrastructure.

2 INIT is the Vendor providing Metro’s On-Board Systems, Control Center System, and Real-Time Information Signs.

“Move Seattle”

❸ The Rainier Ave corridor has the infrastructure necessary for 4.9GHz wireless and the current TSP system.

Section 3: RapidRide Technologies

This section provides information regarding each RapidRide Technology, plus wireless communications, on board systems, and a discussion about the physical structure that houses various technologies at the RapidRide stations, known as either the “Tech Pylon” or “ITS Kiosk”. It includes a description and the requirements for the current and any planned replacement system. If a replacement system is in development, the description highlights important changes, key dates, and a comparison of the requirements between the old and new systems. The discussion of each technology concludes with a list of the most important issues and opportunities that contribute to the final risk analysis and recommendations. The complete list of technologies includes:

Metro RapidRide Technologies:

• Wireless Communications • On Board Systems (OBS) • Transit Radio System (TRS) • “Tech Pylon/ITS Kiosk” (Pylon) • Fare Payment, aka One Regional Card for All (ORCA) • Transit Signal Priority (TSP) • Real Time Information Signs (RTIS) • Digital Video Management (DVM) • Passenger WiFi

RapidRide Technologies

Featured vs. Foundation Technologies

RapidRide technology systems are grouped in two categories: Featured Technologies and Foundation Technologies. Featured Technologies are those that directly interact with our customers and operations. For example, signs displaying bus arrival times, or buses requesting priority treatment from the traffic signal. Foundation Technologies are those that provide critical functions for the featured systems, such as communications or data processing. This is significant because King County Metro is in the process of developing replacement systems for both featured and foundation technologies. During the transition careful orchestration will be necessary to maintain functionality throughout the transition from current to future systems. This is additionally complex because the new RapidRide corridors will be designed and constructed at the same time.

Integrated Systems

The featured technologies are all examples of Intelligent Transportation Systems, and they rely in some degree or another on each other and the foundation systems to operate. It is important to understand that modern technology solutions are no longer closed, single purpose systems3. “Intelligent Transportation Systems” are solutions that utilize Information Technology (IT) to improve the safety, effectiveness and/or sustainability of transportation. This is done through the collection and sharing of transportation network data among automated systems running applications that improve transportation – All in real time. The example shown in Figure 3 (following page) illustrates the level of integration in Metro’s technology systems.

3 A “closed system” is one that has no interface or interaction with outside systems, and does not typically have components that can be exchanged with ones not specific to the system.

RapidRide Technologies

Figure 3: An Example of Metro's Integrated Systems

BUS LOCATION TCC

TSP REQUEST NEXT ARRIVAL NEXT ARRIVAL

USER SIGNAL SIGN DEVICE

• A bus’s On Board System (OBS) continuously monitors its location using the Automated Vehicle Location (AVL) module. • Another module in the bus’s OBS makes a request for Transit Signal Priority (TSP) at a specific location on its route by transmitting a packet of data to roadside equipment over a wireless network. • The AVL module is also periodically transmitting its location data to the Transit Control Center (TCC), which is displayed on a map to the transit coordinators on the Control Center System (CCS) software. • The CCS has multiple modules that provide a real-time feed of bus location and stop arrival information. One stream of this data is displayed on signs located at bus stops, and another is used by applications such as OneBusAway

RapidRide Technologies

Importance of Wireless Communications

Wireless Communications is central to RapidRide technologies, and the On Board Systems provide the data they require. There are many other interdependencies between the featured and foundation technologies which are shown below in the Figure 4.

Figure 4: Interdependency of RapidRide Technologies Wireless Supports1 Augments2 Supports3 Supports4 Supports5 Supports6 Supports7 OBS Requires1 Requires8 Supports9 Supports10 Supports11 TRS Augments2 Supports8 Supports12 Pylon Requires3 Supports13 Supports14 Fare Requires4 Requires9 Requires13 TSP Requires5 Requires10 RTIS Requires6 Requires11 Requires12 Requires14 DVM Requires7 Wireless OBS TRS Pylon Fare TSP RTIS DVM Foundation Technologies Featured Technologies This chart is read across then down. For example, TSP Requires Wireless, and Wireless Supports TSP. Augments is used where the two systems, in this case Wireless and the Transit Radio System, provide similar functionality in parallel.

1. On-Board Systems use wireless communications at the base and while in service to receive schedules and other configurations, and to upload operations logs. 2. Both the wireless communications network on RapidRide corridors and the Transit Radio System provide a communication path for the bus to transmit location data to the Transit Control Center. 3. Most Tech Pylons provide network connectivity to the KCWAN using the RapidRide corridor wireless network. 4. ORCA on-board systems receive fare sets and upload transactions at the transit base via wireless communications. 5. The Transit Signal Priority request message is transmitted from the bus to roadside or back office equipment over the RapidRide corridor wireless network. 6. The Real-Time Information Signs receive arrival information through the Tech Pylon via the wireless network. The location data to generate arrival information is also carried over the same network as well as the Transit Radio System. 7. When implemented, digital video will be transmitted from the bus to the back office system over the Next Generation Wireless network. 8. The on-board systems transmit location data to the Transit Control Center over the Transit Radio System. 9. The on-board systems interface with the on-board fare payment equipment to set fares and manage fare transactions. 10. The on-board systems create the TSP request message and transmit it at the predetermined trigger point. 11. Real time passenger information is derived from location data provided by the on-board systems. 12. Location data for real time passenger information is transmitted over the Transit Radio Network. 13. Stand Alone Fare Transaction Processors (SAFTP) used at RapidRide stations for off board fare payment use communications and power provided by Technology Pylons and ITS Kiosks. 14. The real-time information signs displaying next bus arrival at RapidRide stations use communications and power provided by Technology Pylons and ITS Kiosks.

RapidRide Technologies

Requirements and “The Stack”

Understanding the requirements and responsibilities of each technology system previously listed is important for identifying which systems will be deployed on each new corridor. Because the systems are closely interrelated and being evolved and/or replaced over the lifespan of the RapidRide expansion program, requirements for the RapidRide technologies are a matter of “when” the corridor will be designed, built, or operational. In the most difficult situation, specifications for a system that will be operational when service begins on a new line might not yet be known during the design of the corridor. Fortunately, most systems have basic requirements regardless of the specific solution and can be anticipated. However, careful coordination must be done to ensure each expansion corridor has a set of assigned “design for” systems based on their year of design and beginning of operations.

In the discussion of each system, its requirements are presented using the Open Systems Interconnect (OSI) Seven Layer Model, sometimes referred to as the “OSI Stack”. It represents the components of a system as a stack of layers from physical infrastructure through the software application with each layer is dependent on the ones below. This is helpful because it identifies the nature of the requirement, such as is it physical equipment or software, and will later help identify who will be responsible for building, operations and maintenance. Table 4 shows the standard seven layers plus two outside the traditional stack.

Table 4: OSI Layer Descriptions Layer Nature Example “8” Content Data Next bus arrival time Passenger Information 7 Application Software and Devices System 6 Format Protocols Text 5 Message Comma delimited

4 Network Structure Architecture IP Addressing 3 Network Devices Equipment Switches and routers Communication Network interface or 2 Hardware radio Fiber optic cable, radio 1 Physical Connection Infrastructure frequency Structure, foundation, “0” Capital Infrastructure power

RapidRide Technologies

Next Generation Projects

Metro has three projects underway to replace existing RapidRide technology systems. These projects – Next Generation Wireless communications, next generation Transit Signal Priority, and next generation ORCA – are being coordinated within Metro by the Transit Systems and Development section to ensure they develop consistent requirements allowing them to integrate successfully, and to plan the most efficient transition from the current to replacement systems. Table 5 shows each system and Metro’s target year for initial deployment of the next generation systems. All three projects are in their planning phases. Acknowledging the nature of technology projects, the recommendations in this document avoid introducing additional risk by anticipating these schedule milestones will continue to be refined. It is important to be aware of this, and learn the current project schedule target dates when making major corridor design decisions. Next generation systems may be delayed, or even possibly accelerated.

From the planning phases to final transition, these next generation projects will span the initial year of operation of ten of the thirteen planned new RapidRide lines, including all but the last of the “Move Seattle” corridors. The timing of these projects will add complexity to the planning and design of the RapidRide expansion corridors, and may also create competition for staff resources as these projects include upgrading their predecessors on the existing RapidRide corridors.

Table 5: Next Generation System Projects System Current Future Status Target* Transit Signal Priority TSP ngTSP Planning 2019 Wireless Communications 4.9GHz NGW Planning 2020 Fare Payment (ORCA) ORCA ngORCA Planning 2022

*Planning estimate as of 4th quarter, 2016.

Foundation Technologies

It is necessary to review the foundation technologies first, because they will be referenced in the discussion of the featured technologies. The foundation systems – Wireless Communications, the Transit Radio System, and On Board Systems (OBS) are not featured RapidRide technologies themselves. They perform critical functions required for the featured technologies.

Table 6 below lists the Foundation RapidRide technologies and the acronyms that will be used to reference them.

Table 6: Foundation RapidRide Technology Systems Wireless Communications 4.9GHz Public Safety Band (current) 4.9GHz Commercial Cellular Service Cell Next Generation Wireless (future) NGW Transit Radio System TRS 5.9GHz Dedicated Short Range Communications DSRC On Board Systems OBS On Street Structures Metro Technology Pylon (current) Pylon Seattle Technology Kiosk (current) Kiosk

Wireless Communications

The ability to connect a moving bus to the King County Wide Area Network4 (KCWAN) and other networks is key to nearly every RapidRide technology. Buses receive schedules, settings and upload logs at the transit bases, send location updates to the Transit Control Center while they are in service, and interact with intersections on the route to receive priority treatment from the signal.

Table 7: Wireless Communications Systems System Full Name Status 4.9GHz 4.9GHz Wireless Network Operating Cellular Commercial Cellular Routers Operating NGW Next Generation Wireless Planning TRS Transit Radio System Operating DSRC Dedicated Short Range Communications Not Planned

Metro currently operates two types of wireless networks:

4.9GHz wireless - This high speed communication network will be replaced by the Next Generation Wireless network in three to five years. It is used by the roadside RapidRide systems and at Metro’s transit bases.

Transit Radio System (TRS) – This high reliability, long-range, low speed communication system is a fundamental element of Metro’s general operations not specific to RapidRide. It provides integrated voice and data communications between the bus and the Transit Control Center (TCC), and will not be replaced by Next Generation Wireless.

Table 8: Key Dates for Wireless Communications System Event Date NGW Client devices available for installation. TBD NGW Network available for use for client devices. TBD NGW Metro fleet fully equipped with NGW routers. TBD

4 The KCWAN is the common network used agency wide. Metro uses this network to transport data from its many systems. While the wireless networks are described here as specific systems, they are in fact part of the overall KCWAN.

Wireless Communications

Existing System: 4.9GHz

The existing wireless solution is made up of two components that communicate over the 4.9GHz Public Safety radio band. The first is a Wireless Access Point (WAP), the fixed point device located on the roadside and on transit facilities such as transit centers and transit bases. The other is a Mobile Access Router (MAR) on board Metro buses that connect the bus to the KCWAN via the roadside fiber optic networks installed by Metro or other jurisdictions such as the City of Seattle, WSDOT, City of Bellevue and others.

The 4.9GHz Wireless Access Points on the six RapidRide corridors provide continuous connectivity between the KCWAN, buses, and roadside systems. Additionally, there are three non-RapidRide corridors with 4.9GHz wireless: the SoDo area, Delridge/Ambaum (Route 120), and Market/45th (Route 44). The latter two will be converted to full RapidRide corridors by “Move Seattle”. This network is also installed at the transit bases for performing the daily base operation of downloading and uploading of OBS and ORCA data. Because these access points are part of the same network, base operations can be done on RapidRide corridors as well.

The entire Metro fleet is equipped with Mobile Access Routers (MAR) that support general communications used for bus operations. This equipment enables all buses to issue signal priority requests on TSP equipped corridors. MAR are also installed in Tech Pylons for communications to the KCWAN. This eliminates the need for costly wired communications.

Equipment • 4.9GHz Mobile Access Router (MAR) • 4.9GHz Wireless Access Point (WAP) • Network routers and switches • Back office network control devices

Table 9: 4.9GHz Wireless Network Requirements OSI On-Board Corridors and Bases 8 7 Network monitoring software 4 IP over Ethernet IP over Ethernet 2-3 MAR WAP, MAR, routers, switches, and PoE injectors Mounting location with power, cabinet, conduit 0-1 and vaults

Replacement: Next Generation Wireless

Wireless Communications

Existing System: Transit Radio System (TRS)

The TRS is an integrated voice and data radio using the 700MHz frequency band. It is used by service coordinators at the Transit Control Center to talk with drivers and other field staff such as service supervisors. Every 90 seconds, the On Board System (OBS) on each bus uses the TRS to send its Automatic Vehicle Location (AVL) updates to the Transit Control Center (TCC). These updates are used in the control center and to create the information sent to the Real Time Information Signs (RTIS) and third party applications such as OneBusAway. Additional AVL updates are also passed to the TCC over the 4.9GHz wireless networks on RapidRide lines and other locations where the network is available. Similarly, the Next Generation Wireless (NGW) could augment the TRS supporting system wide voice and data communications.

Replacement System: None Planned

Existing System: Commercial Cellular Service

In Metro has installed commercial cellular routers at some locations on the existing RapidRide corridors. When used in a fixed location, the router is functionally identical to a 4.9GHz MAR. These routers, made by Cradlepoint, replace the 4.9GHz MAR in Tech Pylons and Kiosks in locations where the installation of a 4.9GHz WAP was not feasible, such as in the Seattle CBD. More recently commercial cellular routers are being used to overcome MAR shortages for Metro’s expanding fleet by repurposing them for use on board the new vehicles.

Replacement: Next Generation Wireless

Wireless Communications

Future System: Next Generation Wireless (NGW)

The Next Generation Wireless (NGW) network will replace the 4.9GHz system. NGW will consist of two types of communications technologies as part of a single network connected to the KCWAN. The first type is cellular based, most likely 3G/4G with the intent for upgradability to 5G communications when it is available. This technology will be used for the functionality currently provided by the RapidRide corridor WAPs. However, because it is based on commercial cell services the coverage area will expand to the entire Metro service area. Though not in the current scope of the NGW project, this network could potentially carry the communications currently done over the Transit Radio System.

The second type is 802.11ac wireless commonly used for traditional WiFi. These access points will be installed at Metro’s operations bases, where more simultaneous connections and higher network traffic occur, replacing the existing 4.9GHz WAPs. This technology is not currently planned to be installed on RapidRide corridors, but these same 802.11ac access points could be placed selectively, such as in the Seattle Central Business District (CBD), to augment the network’s capacity.

Equipment • Mobile Access Router (MAR) with 3G/4G and 802.11ac capabilities • 802.11ac WAP (not required for RapidRide corridors) • Network routers and switches connecting WAPs • Back office network control devices • Commercial cellular service agreement

Table 10: Next Generation Wireless Requirements OSI On-Board Fixed Locations 8 Commercial Cellular Agreement 7 4 IP over Ethernet 3G/4G/802.11ac MAR • 3G/4G/802.11ac MAR 2-3 • 802.11ac WAP • Mounting location with power 0-1 • Cabinet, conduit and vaults for field installations of WAPs

Predecessors: 4.9GHz and Commercial Cellular Service

Wireless Communications

Related Technology: Dedicated Short Range Communications

“Dedicated Short Range Communications” (DSRC) is not a RapidRide communications technology, but is closely related in function and purpose. It is a technology similar to 4.9GHz wireless developed under the guidance of the USDOT using the 5.9GHz frequency band. It is intended to provide the same type of functionality as the 4.9GHz and NGW networks, but for all public and private vehicles. Metro’s 4.9GHz system is based on the DSRC architecture with the potential strategy to convert the infrastructure to DSRC. However, Metro has chosen to deploy the NGW model instead.

The USDOT will begin mandating DSRC radios for all new vehicles sold in the US in the next several years. This has the potential for creating new specifications for the buses being purchased for the new RapidRide lines. It may also create a need for traffic jurisdictions to start building the necessary supporting infrastructure. Including the installation of DSRC equipment during the construction of the lines is also something SDOT may want to consider as an opportunity savings.

Related Systems: 4.9GHz and NGW

Wireless Communications

Issues and Opportunities

Availability of equipment for the current system. 4.9GHz compatible equipment is currently available for corridors and new coaches. However, significant delay to the operational availability of the NGW network could create a future issue.

Recommendation: Coordinate corridor design (SDOT), NGW project (Metro), and fleet procurement (Metro) to ensure all three are targeting the same generation wireless network.

Cost of 4.9GHz network supporting infrastructure. The 4.9GHz network is an infrastructure intensive roadside system. An intersection with 4.9GHz coverage (and/or Transit Signal Priority) requires $30,000 to $50,000 of civil improvements.

Recommendation: Identify the last opportunity to remove roadside infrastructure from corridor designs and coordinate with Metro’s next generation wireless and TSP projects. Delaying the commitment to building the civil improvements could save as much as $1 million on a typical RapidRide corridor.

On Board Systems

Metro buses are equipped with an On Board System (OBS) that acts as a platform for many technology systems on the bus. It is the on board intelligence for the CAD/AVL5 system, which communicates bus location to the Transit Control Center, operates the on board stop announcements, creates and transmits the TSP request message, interfaces with automatic passenger counting equipment (APC), interfaces with the on board ORCA equipment, and other functions. For communications, it interfaces with both the Transit Radio System and 4.9GHz MAR. Any new technology system installed on the bus, especially the next generation ORCA system, would likely be integrated with the OBS.

OBS will need to be integrated with the next generation ORCA system. This will require a replacing the existing Driver Display Unit (DDU), which is the bus operator’s single point login and interface device for the Transit Radio System (TRS), On Board Systems (OBS) and fare payment systems (ORCA and farebox). Additionally, it has not been determined if or how the next generation ORCA system will use Automatic Vehicle Location data from the OBS. There are no known requirements related to OBS specific to RapidRide coaches.

Replacement: None planned

Issues and Opportunities

Other systems’ dependency on OBS. This is not a significant issue, but it is important to remember that any unforeseen problem arising in the OBS could impact multiple existing or future systems. Also, in most cases any new functionality on the bus would require integration and/or customization by the OBS vendor.

Recommendation: Coordinate with Metro Systems Development and Operations early in any consideration of new features or technologies on board the bus.

5 Computer Aided Dispatch/Automatic Vehicle Location systems are the core of transit control center operations managing the route assignments of each bus and tracking their locations.

Tech Pylon & ITS Kiosk

Tech Pylon and ITS Kiosk

The Tech Pylons and ITS6 Kiosks are physical structures for deploying system devices at RapidRide stations. They are designed with the RapidRide branding and provide power and communications for devices installed on them. Network communication is currently provided using the same 4.9GHz MAR as used on board Metro’s fleet, or in some cases by a commercial cellular router.7 There is no current plan to replace or design a new version of the Tech Pylon or Kiosk, although the devices installed on them may change.

Tech Pylon

The Tech Pylon was created by Metro for the original six RapidRide lines. They were designed to be a standardized piece of the RapidRide infrastructure in order to reduce the cost of installing system devices on the corridors. Currently, RapidRide Tech Pylons host devices for two systems: two- and four-line Real-Time Information Signs (RTIS) and ORCA off-board card readers. The Pylons are designed to support additional system devices that require an IP/Ethernet network connection to the KCWAN and electrical power. When NGW becomes available, the MARs currently used in the Tech Pylons will be replaced by the NGW MAR.

Equipment • Physical structure and foundation • 4.9GHz MAR or commercial cellular router and antenna • IP/Ethernet Switch • AC and DC Electrical power supply equipment • Two- or four-line RTIS display • One ORCA reader • Hard-wired electrical service connection

Replacement: None planned

6 ITS stands for “Intelligent Transportation Systems” and is the general moniker for the technologies used with the RapidRide. 7 This cellular may or may not be technologically compatible with the NGW solution, or the service provided by the same carried. For planning purposes, expect these to be replaced by similar devices that are consistent with all other NGW equipment.

Tech Pylon & ITS Kiosk

ITS Kiosk

The ITS Kiosk was created in partnership between the City of Seattle and Metro. It was designed with the same intent as the Tech Pylon, but suited to installation in the Seattle CBD where a larger bus arrival display sign was desired. The real-time signs were replaced by two LCD screens and a small computer directly connected to Seattle municipal wide area network for displaying next bus arrivals for that stop using the OneBusAway application. The ITS Kiosk frame, displays and associated equipment are operated and maintained by the City of Seattle. The Kiosk also can accommodate two ORCA card readers to accommodate a larger number of passengers waiting to board. ORCA devices are operated and maintained by Metro.

Equipment • Physical structure and foundation • Commercial cellular router and antenna • Fiber optic cable and termination panel • IP/Ethernet Switch • AC and DC Electrical power supply equipment • Minicomputer hosting the OneBusAway application • Two LCD displays • One or two off board ORCA card readers • Cell Router • Hardwired electrical service connection

Replacement: None planned

Tech Pylon & ITS Kiosk

Issues and Opportunities

Tech Pylon/ITS Kiosk design The Pylon was not specifically designed to support an LCD display, which is desirable for stops with more than 4 or 5 bus routes or more than six arrivals in a 15 minute span. The Kiosk addresses this limitation, but because of the OneBusAway solution it was designed to accommodate maintenance of equipment by two separate agencies.

Recommendation The existing ITS Kiosk design is much improved over the original. However, there are additional elements to consider when designing a replacement or updating Pylon/Kiosk:

• NGW network connection • Interactive LCD displays for trip planning • Digital Video camera • Voice Over IP (VOIP) communication with Metro Customer Service Minicomputer to host future systems and applications

Featured Technologies

The featured technology systems are more familiar to the public. These are the systems riders interact with daily to see when their bus arrives and to pay the fare before it arrives. Some may even notice the buses are a bit more reliable and get stuck at fewer red lights. Table 11 below lists the Featured RapidRide technologies.

Table 11: Featured RapidRide Technology Systems Electronic Fare Payment One Regional Card for All (existing system) ORCA One Regional Card for All (next generation) ngORCA Ticket Vending Machines TVM Transit Signal Priority Transit Signal Priority (existing system) TSP Transit Signal Priority (next generation) ngTSP Real Time Passenger Information OneBusAway mobile application OBA Metro Real Time Information Signs (INIT hardware) RTIS(kcm) Seattle Next Bus Arrival Signs (OBA display) RTIS(oba) Passenger WiFi WiFi Digital Video Management DVM

Electronic Fare Payment

Electronic fare payment allows riders to pay their fares without the need to carry exact change. This also improves service speed and reliability by making the fare payment process faster. On Metro buses, as with many other transportation services throughout the region, travelers pay their fare as they board; if they are not paying with cash, they simply tap their ORCA card as they board. At RapidRide stations equipped with ORCA readers, fare payment can be completed prior to boarding the bus. This further improves the speed of service operations by enabling all-door boarding and reducing the amount of time buses are at the stops.

Tables 12 and 13 show the systems, status, and significant dates. These dates are based on planning estimates as of 4th quarter, 2016.

Table 12: Electronic Fare Payment Systems System Full Name Status ORCA One Regional Card for All (existing system) Operating ngORCA One Regional Card for All (next generation) Planning TVM Ticket Vending Machines Indefinite

Table 13: Electronic Fare Payment Significant Dates System Event Date ORCA SAFTP alternative available* 2018 ngORCA Specifications and requirements set 2018 (target) ngORCA Systems transition begins 2022 (target) *Dependent on execution of agreement with system vendor.

Electronic Fare Payment

Existing System: ORCA

The current system is a “closed”, card-based system. ORCA cards only work with ORCA readers, and the participating regional agencies manage every aspect of the payment process.

There are three ORCA fare validation devices used in the RapidRide program:

1. On Board Fare Transaction Processor (OBFTP) – This device is installed on board the bus, near the front door.

2. Stand Alone Fare Transaction Processor (SAFTP) – This device is installed on the Tech Pylon or Kiosk for off-board fare payment.

3. Portable Fare Transaction Processor (PFTP) – This handheld device can be used either for fare inspection or for fare payment.

When a rider taps their card, the price of the fare is automatically deducted from their ORCA account8. Twice daily the system generates a list of invalid cards (zero balance, stolen, etc.). Because buses do not (currently) have full-time communication with the ORCA back office systems, the OBFTP downloads the list updates at the transit base before beginning service. When the bus returns to the base, it uploads its transaction logs.

On RapidRide lines, riders can pay their fares in advance while they wait using roadside SAFTP. If these card readers are not located in a facility with power and communications, they must be mounted on a roadside structure that provides these requirements. For the first RapidRide corridors Metro designed a “Tech Pylon” for this purpose. In downtown Seattle Metro and the City collaborated on “ITS Kiosk” designed for higher volume stops. Because the Pylon and Kiosk do have full-time communications to the ORCA back office, the SAFTP constantly update their exception lists and upload their transaction logs. They can operate for an extended period without updating, however, just like the on board version.

Advance payment requires the use of inspectors to ensure riders pay their fare. The inspectors use a PFTP to scan riders’ cards. These devices can also be used to make fare payments, which are used in the Downtown Transit Tunnel to speed boarding.

8 The exception to this is unlimited ride passes, such as transit employee passes.

Electronic Fare Payment

Equipment • ORCA back office equipment and software • On Board Fare Transaction Processor (OBFTP) • Stand Alone Fare Transaction Processor (SAFTP) • Portable Fare Transaction Processor (PFTP) • Agency issued ORCA card

Currently there is limited availability of some of this equipment, which will decrease over the remaining life of the system. This will most significantly impact the corridors beginning service before the next generation ORCA system goes live in 2022.

Requirements Table 14 lists the requirements for operating the existing system on a new RapidRide corridor. Note that wireless communications for on board installations can be done with either the current 4.9GHz wireless network or on the Next Generation Wireless network, with the caveat that both the bus and its transit base must be using the same technology. Roadside SAFTP installations are more flexible. They can use any of the network types as long as it provides an IP addressable connection to the KCWAN. Currently, SAFTPs are connected through wired, 4.9GHz wireless, and cellular networks.

Table 14: ORCA System Requirements OSI On-Board Requirements Off-Board Requirements 8 Fare payment and inspection 7 OBFTP SAFTP, PFTP 4 IP over Ethernet 4.9GHz or NGW wireless at both the Wired communications, cell router 2-3 transit base and on the bus. 4.9GHz wireless, or NGW (SAFTPs) Tech Pylon or ITS Kiosk with power 0-1 OBS equipped bus and communications (SAFTPs)

Replacement: Next Generation ORCA

Electronic Fare Payment

Future System: Next Generation ORCA

Next generation ORCA is currently in the planning phase of development, but it is already known that it will be an “open”, account-based system. In an open system riders may continue to use an ORCA card, or pay their fare using point-of-sale type technologies such as a credit card, Apple/Android Pay, or other electronic payment methods.

The significance of this change is transactions will be instantaneous, not stored, therefore changing the network requirements. The point-of-sale device must have a real-time, low latency (fast response time) connection that meets any applicable security standards for financial transactions. . The system will continue to work without a live network connection, but this is intended only for temporary operations.

The next generation ORCA system will have devices analogous to the current system’s OBFTP, SAFTP and PFTP. RapidRide passengers will still be able to pay fares in advance, but with more payment options. Roadside transaction points will have similar requirements to the SAFTP, needing to be located at a facility or mounted to a Tech Pylons/Kiosks.

Fare inspection will continue to be necessary, but the portable device will need to be in communication with the back office to determine if a fare transaction was made.

Equipment

The future system is still in design so detailed equipment specification are not yet known. However, equipment types that provide basic functional requirements can be identified: • ORCA back office equipment and software • On Board device (similar to the OBFTP) • Stand alone, fixed location device (similar to the SAFTP) • Fare inspection device • Agency issued ORCA card, or personal bank card • User owned device

Electronic Fare Payment

Requirements

Table 15 below lists the requirements for operating the next generation system on a new RapidRide corridor. Communications for on board installations could be done with either the current 4.9GHz wireless network or on the NGW network, but NGW is expected to be in operation well in advance of the ORCA(ng) go live date. The installation of off board card readers will continue to be very flexible by using pylons or kiosks, and NGW will provide even greater flexibility with service-area wide wireless network coverage making it clearly preferable to other wireless or wired network alternatives because it does not require local communications infrastructure. Communications must still provide an IP addressable connection to the KCWAN.

Table 15: Next Generation ORCA System Requirements OSI On-Board Requirements Off-Board Requirements 8 Fare inspection • Stand-alone device 7 On board device • Fare inspection device 4 IP over Ethernet • NGW wireless (preferred) or wired network connection (stand-alone devices 2-3 NGW wireless only). • NGW or commercial cellular network connection (fare inspection devices) Tech Pylon or Kiosk with power and 0-1 OBS equipped bus communications (stand-alone devices)

Predecessor: ORCA

Ticket Vending Machines

Ticket Vending Machines that issue a paper “Flash Pass” are not a specific RapidRide technology. The current solution based on the Parkeon parking meter works independently of Metro’s systems, and the pass itself has no electronic interaction.

Electronic Fare Payment

Issues and Opportunities

Availability of equipment for the current system. A limited number of SAFTPs are available for the current ORCA system, but there are sufficient devices for the first (Madison) corridor. The vendor had proposed a $500,000 development contract for a new proprietary device compatible with the existing system. That proposal has expired, but a new proposal request is being prepared by a partnership of Metro, Sound Transit and Community Transit, and scheduled to be released in early 2017. If a contract is executed, the development costs are expected to be similar to the previous proposal, and devices would be available in 2019.

Recommendation: The City joins the Metro/ST/CT partnership to execute a development contract for new devices that are compatible with the existing ORCA system. This would help ensure sufficient funding is available to begin development of the new device as soon as possible and be available to install on new corridors until the next generation ORCA system is ready to deploy.

Fare inspection The current PFTPs are no longer available, but a replacement, software-based solution is currently in use. The number of devices is dependent on the level of fare enforcement, but because the software is non-proprietary, readily available, and runs on multiple platforms there is no constraint based on equipment availability.

Electronic Fare Payment

RapidRide expansion and next generation ORCA schedules. The next generation ORCA system is scheduled to begin transition in 2022. The first three and possibly more “Move Seattle” RapidRide corridors will begin service before the next generation system is available. These lines will need to build infrastructure and install roadside and on board equipment for the existing system, and transition to the new equipment in approximately one year. Any change to the next generation ORCA project schedule will impact additional expansion lines going to service in 2022 and after.

Recommendation: As a risk mitigation measure, assume there will be a change to the next generation ORCA schedule and ensure the 2019-2021 expansion lines can begin service using the existing system. This entails ensuring equipment for the current system is available for purchase through 2021 in quantities sufficient to build out all of the expansion corridors. No special provisions for communications is necessary to implement this recommendation (see next recommendation).

Recommendation: Coordinate with the next generation ORCA project to use one of these strategies: 1. Reequip these corridors for the new system at the end of the transition period. 2. Design these corridors for the new system and use temporary solutions in the interim such as installing a limited number of existing ORCA card readers at the heaviest stops, or providing off-board fare payment using portable devices during the peak boarding periods only.

Transit Signal Priority

The Transit Signal Priority (TSP) system improves service speed and reliability on RapidRide corridors by reducing the duration and frequency of delays at traffic signals. The system depends on the bus’s ability to communicate its location and status, and an interface between transit and traffic control systems. Tables 16 and 17 show the systems, status and planning dates. Dates are for planning purposes only, and are based on Metro’s best estimates as of 4th quarter, 2016.

Table 16: Transit Signal Priority Systems System Full Name Status TSP Transit Signal Priority (existing system) Operating ngTSP Transit Signal Priority (next generation) Planning

Table 17: TSP Systems Significant Dates System Event Date ngTSP Concept and specifications complete 2018 ngTSP System accepted for installation 2019 (target)

Transit Signal Priority

Existing System: Transit Signal Priority (TSP)

The existing system consists of a three components located on the bus, at the roadside, and in Metro’s central systems. When a bus reaches a predefined location approaching a TSP equipped intersection, the bus’s on-board system (OBS) creates a request message containing identifying information about the bus, the service it is currently operating, dynamic factors such as on time status and passenger load, and the specific priority routine it is requesting. The OBS then transmits the request to the Metro owned and operated Transit Priority Request Generator (TPRG) over the 4.9GHz wireless network installed on the corridor. Because the bus is identifying its location, it is not necessary that the bus be accessing the wireless network through the wireless access point (WAP) located at the intersection. When the TPRG receives the message, it evaluates the request and if it meets defined eligibility requirements makes a request to the signal controller using a simple contact closure.

The system is managed by central system software, but the real-time functions are all located at the individual intersection and on the bus. The central system is only responsible for creating configurations for the OBS and TPRGs, and uploading and archiving operations logs.

Equipment

• TSP system back office equipment and software. • OBS software module. • Wireless communication via the bus’s Mobile Access Router (MAR). • Transit Priority Request Generator (TPRG). • Roadside enclosure located near the intersection signal controller. • Signal controller owned and operated by the local jurisdiction.

The entire Metro fleet is able to issue a TSP request, not just RapidRide coaches. The roadside enclosure is the most expensive individual component in the system, but is necessary because of issues regarding access to the local jurisdiction’s signal cabinet.

Transit Signal Priority

Requirements

The TSP request message and OBS configurations can be sent over either the 4.9GHz wireless or NGW networks so long as the bus and base are using the same technology, and bus and corridor are using the same technology. A bus with both technologies installed could perform TSP even if the corridor and base are using different networks. Table 18 lists the requirements for operating the current Transit Signal Priority system.

Table 18: Current TSP System Requirements OSI Central On-Board Roadside • TPRG settings and • GIS system map • Detection points 8 configurations • Schedule data • OBS configuration • Signal timings & routines • Management • TPRG & software 7 software OBS software module • Signal Controller & • SQL database software 4 IP over Ethernet • 4.9GHz on the bus AND corridor 2-3 - OR – KCWAN connection • NGW on the bus AND corridor • Cabinet and foundation • Fiber optic cable, conduit and vaults 0-1 OBS equipped bus • Electrical service, conduit, vaults, pedestal • Physical path between TPRG and signal controller

Replacement: Next Generation TSP

Transit Signal Priority

Future System: Next Generation TSP

The future system will be developed and deployed as an evolution of component functions between 2018 and 2020 beginning with centralization of priority request generation and concluding with full transition to the new system. The key development of the new system is replacement of the contact closure interface with a TSP request message sent to the appropriate traffic system or controller by system’s back office server. The following are some of the key benefits of the next generation system.

• Flexible deployment scenarios. Centralized TSP supports multiple different interfaces methods between transit and traffic control to match the partner jurisdiction system’s capabilities.

• Does NOT require Metro owned roadside infrastructure. When the NGW network is available throughout Metro’s service area, TSP will be available at any centrally controlled signal without the need for roadside equipment.

• Does NOT require roadside wireless access points (WAPs). Uses the NGW network for communications which eliminates the need for corridor level wireless communication infrastructure and supports the deployment of TSP at any centrally controlled or connected traffic signal.

Equipment

The next generation TSP system will consist of several key components: • TSP system back office equipment and software. • OBS software module. • Next Generation Wireless communication via the bus’s MAR. • Centralized Transit Priority Request Generation server and software. • Roadside enclosure and contact closure device located near the intersection signal controller (only for signal systems requiring a contact closure). • Signal controller owned and operated by the local jurisdiction.

Transit Signal Priority

Requirements

The intention of the next generation system is that in most cases TSP will be entirely software based as functions embedded in other systems. It is, however, anticipated that a simple, remotely operated device will be necessary at some SDOT intersections to create the contact closure input to the signal controller. Table 19 lists the requirements for operating the next generation Transit Signal Priority system.

Table 19: Next Generation TSP System Requirements OSI Central On-Board Roadside • GIS system map • Schedule data • Detection points 8 Signal timings & routines • Intersection • OBS configuration configurations • Central TPRG server Signal controller & 7 • Central traffic control OBS software module software system 4 IP over Ethernet • 4.9GHz on the bus AND corridor Connected transit and NGW or wired network 2-3 - OR - traffic control centers connection • NGW on the bus AND corridor Cabinet and foundation 0-1 OBS equipped bus (contact closure only)

Predecessor: TSP

Transit Signal Priority

Issues and Opportunities

TSP is communication neutral Neither the existing nor future system is dependent on a specific communications technology infrastructure as long as an IP/Ethernet connection is available between the bus and KCWAN.

Recommendation

There should not be communication related issues because NGW is scheduled to come online prior to the start service on any new RapidRide line. However, if necessary, corridors with existing TSP installations could be upgraded to the next generation TSP system and continue to use the 4.9GHz network

Roadside infrastructure Intersections requiring a local interface can be significantly more costly than those support message-based TSP requests. These intersections may require any or all of the following: • Signal cabinet and foundation • Electrical service • Fiber-optic cable, conduit and vaults • Interface device • Permits and inspections • Ongoing physical maintenance

Recommendation

Pursue message-based TSP requests, considering that development costs will be offset by capital project savings. If a local interface is the only option, identify an acceptable solution where the device is in the City’s signal cabinet.

Real Time Passenger Information

Real Time Passenger Information refers to multiple related systems that provide live transit system status updates to transit customers, primarily next bus arrival times. Current RapidRide lines feature a two or four line Real-Time Information Sign (RTIS) mounted on the “Tech Pylon”. In downtown Seattle, mostly on 3rd Avenue and Westlake Avenue, the OneBusAway application is shown on an LCD display mounted in the “ITS Kiosk”. Customers also use the OneBusAway smartphone application, Metro’s Trip Planner and other applications. All of these systems use data generated by the Metro’s on board (OBS) and control center (CCS) systems. Metro does not have an active or planned project to develop a new roadside sign or display.

Table 20: Passenger Information Systems System Full Name Status OBA OneBusAway mobile application Ongoing RTIS(kcm) Metro Real Time Information Signs (INIT hardware) Ongoing RTIS(oba) Seattle Next Bus Arrival Signs (OBA display) Ongoing

Real Time Passenger Information

Existing System: OneBusAway (OBA)

OneBusAway is an open source application developed locally by the University of Washington. The back office systems are now operated by Sound Transit. The Android and iOS applications are maintained by volunteers. OneBusAway uses a General Transit Feed Specification (GTFS) data stream generated by Metro’s Control Center System, translated from its internal SIRI-based9 data stream.

Equipment

OneBusAway is software based and may be used by private individuals on their phones or personal computers. OBA can also be implemented using electronic displays to act as real- time information signs. The “ITS Kiosks” use this method.

The OneBusAway back-office suite includes a module called “Sign View” for configuring and controlling OBA based real time information signs. Sound Transit is in the process of upgrading the module and adding features which will enable agencies to manage real time information signs that use the OneBusAway feed more easily.

Requirements

There are no requirements specific to RapidRide lines. OneBusAway is available for all service operated by King County Metro.

Replacement: None Planned

9 SIRI is a European standard analogous to GTFS. SIRI stands for “Service Interface for Real-time Information”.

Real Time Passenger Information

Existing System: Real Time Information Signs (RTIS(kcm))

Metro Tech Pylons use LED displays managed by a closed system integrated into Metro’s Control Center Systems software. The hardware and software are both purchased from the OBS/CCS vendor, INIT. The current installations use either a two or four line LED sign, but the vendor now offers a compatible LED display. Third party displays can be used with the system but require a licensing fee.

Table 21: RTIS(kcm) Requirements OSI On-Board Requirements Off-Board Requirements 8 7 OBS RTIS sign 4 IP/Ethernet IP/Ethernet 2-3 TRS 4.9GHz, NGW or wired connection 0-1 Tech Pylon or facility, power

Replacement: None Planned

Real Time Passenger Information

Existing System: SDOT OneBusAway Displays

SDOT developed a display specifically designed for the 3rd Avenue ITS Kiosks. This solution uses an LCD display managed locally by a mini computer housed in the Kiosk. The OBA information for that location is simply displayed on the screen. Because OBA is an open system, there are no licensing fees.

Table 22: RTIS(oba) Requirements OSI On-Board Off-Board 8 7 OBS OBA application, LCD screen, mini computer 4 IP/Ethernet IP/Ethernet 2-3 TRS Internet connection 0-1 ITS Kiosk or facility, power

Replacement: None Planned

Issues and Opportunities

Cost per location of RTIS RTIS signs costs and license fees are much higher per intersection than open systems, such as OneBusAway, but provide generally more reliable information.

Age of RTIS displays The LED displays used on the current RapidRide lines are functionally adequate but not in keeping with the modernization emphasis of RapidRide service. This could impact passengers’ perception of the technology.

Other technologies

Passenger Wi-Fi

Metro considers Wi-Fi for internet access an amenity for RapidRide passengers, but not a RapidRide technology. Passenger Wi-Fi will continue to be provided using a commodity solution that is separate from its Intelligent Transportation Systems.

Digital Video Management

Metro will install digital video cameras on all new buses entering the fleet, including new RapidRide vehicles. A project is in development to procure a new video management system that will download and catalogue digital video recorded on buses. This program will not create any requirements directly affecting corridor improvement projects; however, there is potential to add additional constraints to the 4.9GHz to NGW transition plan or impact resource availability, although neither is anticipated.

Assessment

Metro’s recommendations regarding successful implementation of RapidRide technologies on the “Move Seattle” and “Metro Connects” corridors are targeted to meet these goals:

• Roll out Madison as a marquee example as the Move Seattle program. • Do not introduce significant additional risk to the corridor projects. • Minimize construction costs and complexity. • Minimize operations and maintenance costs and effort. • Favor maintaining consistency of systems across the new RapidRide lines.

As stated earlier in this document, the overlap of the RapidRide expansion and next generation technologies projects creates complexity, risk and uncertainty. All three projects are in their planning phases, and acknowledging the nature of technology projects the recommendations avoid introducing additional risk by anticipating scheduled milestones will continue to be refined. This can be managed through deliberate coordination between the City of Seattle and Metro, checking the current project schedule when making major corridor design decisions.

In general, the “Move Seattle” corridor designs should anticipate installing the current generation systems to ensure the new lines start service with a complete set of operating RapidRide technologies. At the same time, Metro and the City should look for every opportunity to reduce costs and deliver the best product by installing next generation systems. This can be done by establishing and monitoring the “drop dead” date on each corridor project for removing the civil infrastructure elements that support the current generation systems.

Assessment

Several risks must be monitored and managed over the next several years to ensure the right systems are in place to support day one of service. Decisions on the actions necessary to meet these five goals above are influenced by factors stemming from the three next generation technologies, specifically:

1. Wireless Communications 2. Transit Signal Priority 3. Next Generation ORCA 4. “Move Seattle” corridor designs

Wireless Communications. The Next Generation Wireless project is currently in the planning stage with no set implementation schedule. Metro is targeting the system to be available for corridors beginning service with the Fall 2020 service change. Because NGW service area coverage will likely be based on commercial LTE, there will not be roadside infrastructure and connectivity will be ready relatively early after procurement compared to the deployment of the current 4.9GHz wireless network and infrastructure. Installation of the new MAR on Metro’s fleet will take some time – installation of the current MAR took approximately 18 months – but newly purchased coaches for the expansion lines could have the new MAR installed on delivery of the coaches. Based on the current project plan 4.9GHz network infrastructure will need to be constructed on the 2019, 2020, and possibly 2021 corridors.

Where 4.9GHz is needed on a corridor, ITS cabinets costing between $30,000 and $50,000 must be installed along with the necessary supporting infrastructure such as conduit, fiber optic cable and power. The Table 23 is a side-by-side comparison of the requirements of the two solutions and impacts of deploying 4.9GHz wireless:

Table 23: Wireless Communications Comparison Requirement 4.9GHz NGW Impact of 4.9GHz wireless Mobile Access Yes Yes 4.9GHz MARs will need to be replaced with Routers NGW MAR after beginning of operation. Roadside Yes No Additional $30,000 to $50,000 per Infrastructure intersection for ITS cabinets, fiber and related civil work. Wireless Access Yes No 4.9GHz WAPs will need to be installed and Points later removed or left in place unused.

Assessment

Transit Signal Priority Both the current and next generation Transit Signal Priority systems can receive the TSP request message from the bus on board systems over either the 4.9GHz or Next Generation Wireless. However, even if NGW is available, using the current TSP system requires roadside equipment and supporting infrastructure to interface with the signal controller. This infrastructure is the same as is needed for the 4.9GHz wireless network, costing $30,000 to $50,000 per intersection.

The next generation system centralizes the function of the TPRG eliminating the requirement for the related civil improvements. To implement centralized TSP, SDOT must develop the capability to centrally actuate TSP. Based on the current project plan the existing TSP system and infrastructure will need to be constructed on the 2019 and 2020 corridors.

Table 24 shows a side-by-side comparison of the two generations and the impact of deploying the current system:

Table 24: TSP Systems Comparison Requirement Current Next Impact of the current system TPRG and supporting Yes No Additional $30,000 to $50,000 per infrastructure. intersection for ITS cabinets, fiber and related civil work10. Center to Center No Yes A connection between Metro and SDOT communications currently exists which would require some additional network engineering. Centralized TSP No Yes This capability does not currently exist and actuation by SDOT must be developed by SDOT in conjunction with the next generation TSP system before start of service on the Madison corridor.

ORCA Implementation of the next generation ORCA system will not be possible until the 2022 corridor at the earliest. This will require installation of the existing solution using commercial cellular communications like is used in the 3rd Avenue ITS Kiosks. Current generation equipment can be made available if a partnership of the City and local transit agencies execute a development agreement with the current system vendor.

10 This is a shared requirement with 4.9GHz wireless. Either system invokes this requirement, but if both are deployed they share the same cabinet and infrastructure.

Assessment

“Move Seattle” Corridor Designs

The Madison corridor has been identified as a key first element of “Move Seattle” to go in to operation, publicly announced to start service in 2019 along with the conversion of the Route 120 to a RapidRide line on Delridge Way. The Rainier Avenue South line will go in to operation in Fall 2020, and two more lines, Market/45th and Eastlake, in 2021.

The Delridge and Market/45th corridors are unique in that they are already equipped with 4.9GHz wireless and Transit Signal Priority, and all necessary roadside infrastructure. The Rainier corridor does not have the systems, but it does have the necessary infrastructure at many of the key intersections.

For corridors without existing infrastructure, the “drop dead” date for eliminating ITS cabinets from the corridor civil design is a critical piece of information to be monitored and communicated between SDOT and Metro.

Table 25 summarizes where existing systems and supporting infrastructure are already in place on the “Move Seattle” RapidRide corridors.

Table 25: Current Generation Technologies on Move Setattl Corridors Year Corridor Infrastructur TSP 4.9GHz e Madison 2019 Delridge Yes Yes Yes 2020 Rainier Ave Yes Market/45th Yes Yes Yes 2021 Eastlake 2022 Westlake 2024 23rd Ave

Conclusion

As stated before, the overlap of the RapidRide expansion and next generation technologies projects creates complexity, risk and uncertainty. This can be managed through deliberate coordination between the City of Seattle and Metro.

Figure 5 on the next page shows the relationship between the systems and corridors projects. Table 26 below summarizes the corridor by corridor recommended approaches that follow. A narrative version of this table appears in the executive summary.

Table 26: RapidRide Technologies Target System Generation Year ❶ Corridor ORCA TSP Wireless Infrastructure Madison ORCA TSP 4.9GHz Required 2019 Delridge❷ ORCA (TSP) (4.9GHz) Existing 2020 Rainier Ave❸ ORCA TSP? 4.9GHz Existing Market/45th ❷ ORCA? (TSP)? (4.9GHz)? Existing 2021 Eastlake ORCA? ngTSP? NGW? Required? 2022 Westlake ngORCA ngTSP NGW No 2024 23rd Ave ngORCA ngTSP NGW No

New installations of current generation systems and infrastructure are shown in boldface. Existing installations of current generation systems and infrastructure are shown in (parenthesis). “?” is shown where the next generation system could possibly be available for installation.

Conclusion

Madison (2019)

This is a completely new corridor with no existing systems or infrastructure, and none of the next generation systems will be available.

Recommendation: Design and build the corridor using current generation systems and infrastructure.

ORCA Install current generation TSP Install current generation Wireless Install 4.9GHz Infrastructure Design and build

Conclusion

Delridge (2019)

This corridor is being converted from the Route 120 and is already equipped with Transit Signal Priority, 4.9GHz wireless networking, and the supporting infrastructure.

Recommendation: Maintain the existing system installations and install the current generation ORCA equipment using commercial cellular routers.

ORCA Install current generation TSP Maintain current generation Wireless Maintain 4.9GHz Infrastructure Use existing

Conclusion

Rainier (2020)

This corridor has no existing system installations, but it does have the required infrastructure. The next generation TSP system might become available this year, but because it is compatible with both the 4.9GHz and NGW networks, the best available option can be installed.

Recommendation: Take advantage of the existing infrastructure by installing the current systems. Coordinate schedules with Metro to determine if the next generation TSP is available.

ORCA Install current generation TSP Install best available generation Wireless Install 4.9GHz Infrastructure Design and build

Conclusion

Market/45th (2021)

This corridor is being converted from the Route 44 and is already equipped with Transit Signal Priority, 4.9GHz wireless networking, and the supporting infrastructure. Next generation TSP and NGW might be available this year. Moving the next generation of these systems will not save construction costs because the infrastructure for existing systems is already in place, but it does provide a better product and avoids upgrading the corridor to next generation systems in the future.

Recommendation: Expect to maintain the existing system installations, but coordinate schedules with Metro to determine if it is possible to use next generation systems. Install the current generation ORCA equipment using commercial cellular routers, or NGW if it is available.

ORCA Install current generation TSP Install best available generation Wireless Install best available generation Infrastructure Use existing

Conclusion

Eastlake (2021)

This is a completely new corridor with no existing systems or infrastructure. Next generation TSP should be available, and NGW may be available. Using the next generation of both systems avoids significant infrastructure costs. It is possible, but unlikely, that the next generation ORCA is ready for installation.

Recommendation: Be prepared to build the supporting infrastructure of the existing system generations, but make every effort to use next generation TSP and NGW. Determine the “drop dead” date for removing infrastructure from the corridor civil design and actively coordinate the corridor and next generation systems’ schedules with Metro. Install next generation ORCA only if the system has been accepted.

ORCA Install current generation TSP Install best available generation Wireless Install best available generation Infrastructure Design

Conclusion

Westlake (2022)

This is a completely new corridor with no existing systems or infrastructure. Next generation TSP and NGW should be available. Using the next generation of both systems avoids significant infrastructure costs. Next generation ORCA may also be ready for installation.

Recommendation: Be prepared to build the supporting infrastructure of the existing system generations, but make every effort to use next generation of all systems. Determine the “drop dead” date for removing infrastructure from the corridor civil design and actively coordinate the corridor and next generation systems’ schedules with Metro. Install next generation ORCA only if the system has been accepted.

ORCA Install best available generation TSP Target next generation Wireless Target NGW Infrastructure Design

Conclusion

23rd Avenue (2024)

This is a completely new corridor with no existing systems or infrastructure. The next generation of all systems should be available.

Recommendation: Design and build the corridor targeting next generation systems.

ORCA Install next generation TSP Install next generation Wireless Install NGW Infrastructure Assess