Verrazano-Narrows Bridge

SYSTEMS ENGINEERING
ANALYSIS REPORT
Verrazano-Narrows Bridge
CCTV, VMS, CMS & Lane Controllers
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
8.2.2
9.
NTCIP Testing ..................................................................................................31
SAT ..................................................................................................................31
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
1
advance the correct route, or if necessary be directed to the upper or lower
Level of the Verrazano-Narrows Bridge.
2
The Verrazano-Narrow Bridge Approaches from SIE.
Figure 1 Staten Island – Project Study Area
3
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.
4

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.
5
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 VerrazanoNarrows 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 OpenReach system. Video sharing and other procedures may need to be governed
by separate agreements between the agencies, which may be covered in an
MOU.
6
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
7
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).
8
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 Centerto-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.
9

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
Architecture Elements Architecture
Subsystem
Traffic Management
Central Control System
MTA B&T OCCC
(existing1)
CCTV, VMS/CMS, Lane MTA
B&T
Controllers
Equipment
ITS
Traveler Information
Field
Roadway Subsystem
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.
10
Figure 2. New York City Sub Regional Architecture vs. Staten Island ATMS Project Elements
11
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
Package
Diagram
Market Package Name
Applicable
Elements
ITS
ATMS01
Network Surveillance
- VN ATMS & OCCC
Project
- VN ATMS Field Equipment
ATMS04
Freeway Control
- VN ATMS
- VN ATMS Field Equipment
12
ATMS06
Traffic Information
Dissemination
- VN ATMS & OCCC
- 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.
13
Figure 4. ATMS01 – Network Surveillance vs the VN-SIE Approach ITS Subsystems
Project
14
Figure 5. ATMS04 – Freeway Control vs VN-SIE Approach ITS Subsystems Project
15
Figure 5. ATMS06 – Traffic Information Dissemination vs. the VN-SIE Approaches ITS Subsystems Project
NYSDOT/NYC
DOT JTMC
16
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.
17
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 VerrazanoNarrows 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.
18
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
19
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.
Page 20
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 SubPage 22
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
Packages
Equipment Requirement
1. MTA B&T
Field
Roadway Basic
Equipment
Surveillance
(CCTV)
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The
field
element
shall
monitor, process, and send
traffic images to the VN facility
ATMS center for further
analysis and distribution. The
field element shall return
operational status for the
CCTV to the control center.
2. MTA B&T
Field
Equipment
(LCS)
Lane Control Signals shall
provide
Lane
Status
(open/closed).
Freeway Control
3. MTA B&T
Field
Traffic
Equipment
Dissemination
(VMS/CMS)
The field element shall include
dynamic messages signs for
dissemination of traffic and
Information other information to drivers,
such as incidents and travel
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
Dissemination
Package
-
Roadway
Traffic
Information
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
communications network operating in the SI
indirectly under the jurisdiction of all the four
There is no viable one effective alternative for
deploy, operate and maintain the systems
coordination with the others.
part of the sub-regional ITS
corridor, which is directly or
major NYC partner agencies.
any single agency or entity to
without the cooperation and
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
Page 26
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.
Page 27
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
Octet Encoding Rules (OER)
NTCIP
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
2101
NTCIP
2103
NTCIP
2201
NTCIP
2202
NTCIP
2301
NTCIP
2306
Point to Multi Point Protocol (PMPP) Using RS-232 Sub
network Profile
Point-to-Point Protocol (PPP) Over RS-232 Sub network Profile
Transportation Transport Profile (“NULL” Transport Profile)
Internet (TCIP/IP and UDP/IP) Transport Profile
Simple Transportation Management Framework (STMF)
Application Profile
Application Profile for XML in ITS Center to Center
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
Page 31
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
of Operations
Operations &
Maintenance
High Level
Requirements
System
Acceptance
Detailed
Requirements
High Level
Design
Subsystem
Verification
Detailed
Design
Integration &
Test
Implementation
Time
Page 32
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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