RES-2010-215 RESOLUTION NO. 2010 -215
A RESOLUTION OF THE CITY COUNCIL OF THE
CITY OF ANAHEIM APPROVING A LOCAL SIGNAL
SYNCHRONIZATION PLAN FOR THE CITY OF
ANAHEIM.
WHEREAS, the City of Anaheim (the "City ") is a municipal corporation duly
organized and validly existing under the laws of the State of California with the power to carry on
its business as it is now being conducted under the statutes of the State of California and the Charter
of the City of Anaheim; and
WHEREAS, on November 7, 2006, Orange County voters approved the renewal
of the Measure M one -half cent sales tax for transportation improvements. Measure M was
originally passed in 1990 ("MI") with a sunset in 2011. With the approval of Renewed Measure
M ( "M2 ") in 2006, the voters agreed to the continued investment of local tax dollars in Orange
County's transportation infrastructure for another thirty years to 2041; and
WHEREAS, the Orange County Transportation Authority ( "OCTA ") began
working with the California Department of Transportation, the County of Orange and local cities
in Spring 2008 to develop a Regional Traffic Signal Synchronization Master Plan for countywide
traffic light synchronization that will be implemented beginning in 2011; and
WHEREAS, OCTA has developed the Regional Traffic Signal Synchronization
Master Plan ( "Master Plan ") to identify traffic signal synchronization street routes and traffic
signals within and across jurisdictional boundaries, and defines the means of implementing the
M2 Regional Traffic Signal Synchronization Program (the "Program "); and
WHEREAS, the Master Plan will utilize an anticipated $450,000,000 from M2
funds and will synchronize 2,000 signalized intersections, covering over 800 miles of Orange
County streets, to maintain traffic signal synchronization, improve traffic flow, and reduce
congestion across jurisdictions; and
WHEREAS, the Program requires that local agency's adopt a Local Signal
Synchronization Plan consistent with the Master Plan as a key component of local agencies'
efforts toward synchronization of traffic signals across local agencies' boundaries; and
WHEREAS, City staff has prepared a Local Signal Synchronization Plan in the
form presented at this meeting; and
WHEREAS, as a "lead agency" under CEQA, this City Council finds and
determines that the Local Signal Synchronization Plan is within that class of projects under
Section 15301(c) of the State California Environmental Quality Act Guidelines ( "CEQA
Guidelines ") which consist of a minor alteration of existing public structures, facilities,
mechanical equipment, or topographical features, involving negligible or no expansion of use
beyond that previously existing and that, therefore, pursuant to Section 15301(c) of the State
CEQA Guidelines, the adoption and implementation of the Local Signal Synchronization Plan
will not cause a significant effect on the environment and is, therefore, categorically exempt
from the provisions of CEQA; and
WHEREAS, this City Council has duly considered all terms and conditions of the
Local Signal Synchronization Plan and believes that the approval thereof is in the best interest of
the City and the health, safety, morals and welfare of its residents, and in accord with the public
purposes and provisions of applicable State and local law and requirements.
NOW, THEREFORE, the City Council of the City of Anaheim does hereby find and
determine, on the basis of the facts set forth in the agenda report presented to it and any testimony
received at the meeting at which this matter was considered, as follows:
Section 1. The foregoing recitals are true and correct.
Section 2. The City Council finds and determines that the Project is exempt
from the provisions of CEQA under Section 15301(c) of the State CEQA Guidelines and,
accordingly, hereby authorizes and directs the City Clerk to file a Notice of Exemption with the
Orange County Clerk.
Section 3. The City Council finds and determines as follows:
a. The Local Signal Synchronization Plan includes goals that are
consistent to those outlined as part of the Master Plan, including
signal synchronization across jurisdictions; and
b. The Local Signal Synchronization Plan identifies traffic signal
synchronization street routes, including all elements of the Regional
Signal Synchronization Network located within the City; and
c. The Local Signal Synchronization Plan includes the traffic signal
inventory for all traffic signal synchronization street routes; and
d. The Local Signal Synchronization Plan includes a three -year plan
showing capital, operations, and maintenance of signal
synchronization along the traffic signal synchronization street routes
and traffic signals.
Section 4. Accordingly, the terms and provisions of the Local Signal
Synchronization Plan, in the form presented at this meeting, are approved.
Section 5. The Public Works Director of the City, or his or her designee, is
hereby authorized and directed to submit a copy of the Local Signal Synchronization Plan, a
completed consistency review checklist, and any supporting documentation to OCTA prior to
December 31, 2010.
-2-
Section 6. The officers and employees of the City are hereby authorized and
directed, jointly and severally, to do any and all things and to execute and deliver any and all
certificates and documents which they may deem necessary or advisable in order to (i) demonstrate
the City's commitment to the traffic synchronization goals of the Program, (ii) work with
neighboring cities to develop synchronization timing, and (iii) otherwise effectuate the purposes
of this Resolution.
THE FOREGOING RESOLUTION is approved and adopted by the City Council
of the City of Anaheim this 1 4th day of December 2010 by the following roll -call vote:
AYES: Mayor Tait, Council Members Sidhu, Eastman, Galloway, Murray
NOES: NONE
ABSTAIN: NONE
ABSENT: NONE
CITY OF ANAHEIM
By: / e�
MAYOR OF THE CIT OF ANAHEIM
ATTEST:
r
ALAIIA ai • i
CITY LERK OF THE CITY I,F ANAHEIM
80497.v 1 /MGordon
-3-
CITY OF ANAHEIM
i -
TRAFFIC SIGNAL SYNCHRONIZATION MASTER PLAN
NOVEMBER 12, 2010
TABLE OF CONTENTS
OVERVIEW 3
BACKGROUND 3
SIGNAL SYNCHRONIZATION GOALS 4
ANAHEIM ARTERIAL NETWORK 7
TRAFFIC SIGNAL INFRASTRUCTURE INVENTORY 11
Inventory of Traffic Signal Cabinets 11
Inventory of Traffic Signal Controllers and Software 12
Inventory of Communication Hubs and Equipment 15
TRAFFIC SIGNAL PREEMPTION AND PRIORITY 17
THREE YEAR SIGNAL MAINTENANCE AND CAPITAL PLAN 17
SIGNAL SYNCHRONIZATION REPORT CARD 19
ATTACHMENT 1 - LOCAL SYNCHRONIZATION PLAN CONSISTENCY REVIEW CHECKLIST 20
ATTACHMENT 2 - CITY OF ANAHEIM AVERAGE DAILY TRAFFIC VOLUME MAPS 21
ATTACHMENT 3 - TRAFFIC INFRASTRUCTURE INVENTORY 24
ATTACHMENT 4 — TRAFFIC SIGNAL PREEMPTION ROUTES 45
ATTACHMENT 5 - TRAFFIC CORRIDOR REPORT CARD 48
OVERVIEW
This Traffic Signal Synchronization Master Plan (TSC MP) is intended to serve as a framework for the City
of Anaheim's traffic signal synchronization program. The TSC MP provides a roadmap for implementing
and maintaining signal synchronization based on technical considerations, infrastructure limitations and
funding opportunities. This master plan complements national policy documents such as the Manual of
Uniform Traffic Control Devices (MUTCD) and local documents such as the Guidelines for the
Preparation of Signal Synchronization Plans.
BACKGROUND
Studies around the country have documented that well maintained traffic signal synchronization, also
called signal coordination, plans reduce commuter travel times, delays, and green house gas emissions.
Between 1983 and 1993, 163 local agencies in California participated in the Fuel Efficient Traffic Signal
Management (FETSIM) program that improved 12,245 signals at a cost of $16.1 million, or $1,091 per
signal. Results from "before" and "after" floating car studies reported average reductions of 7.4 percent
in travel time, 16.5 percent in delay, and 17 percent in stops. The study concluded that the estimated
benefit -to -cost ratio for optimizing signal timing plans, coordinating traffic signal control, and
implementing adaptive signal control in California was 17:1. [Research and Innovative Technology
Administration Intelligent Transportation Systems.] In addition, efficient signal coordination practices
reduce driver frustration by providing them with more reliable and predictable travel times.
On November 6, 1990, Orange County voters approved Measure M, a 1/2-cent sales tax that allocates
funding for streets and roads improvements including signal synchronization. On November 6, 2006,
voters approved the Renewed Measure M (Measure M2) to continue the 1/2-cent sales tax for thirty
years beginning in 2011. The City's highest priority is to fulfill its Measure M funding obligations by FY
2011/2012. Other important parallel efforts underway include retiming signals along critical arterials
and developing this signal synchronization master plan that complements both the ITS Master Plan
project and OCTA's Local Signal Synchronization Plan Guidelines.
3
SIGNAL SYNCHRONIZATION GOALS
The City's goal is to maintain a safe and efficient transportation network with emphasis on synchronizing
traffic signals along major arterials. Signal synchronization projects typically consist of updating the
traffic signal control infrastructure and signal timing plans. Updating the traffic system infrastructure
may include conduit, interconnect, and signal cabinet and controller in order to reestablish reliable
communications to the Traffic Management Center. After field construction is completed, the optimized
signal timing plans are implemented and fine tuned for optimal synchronization. Before and after study
results are recorded and submitted to OCTA.
Through the years, the City has applied and received numerous Measure M Signal Improvement Project
(SIP) grants to upgrade the City's aging traffic systems infrastructure and coordinate traffic signals
identified on the OCTA Master Plan of Arterial Highways (MPAH). However, these funds alone were
inadequate to cover non -MPAH arterials in the City that do not meet the program's criteria.
In 2007, the City began allocating up to $400,000 /year for up to four additional years to repair traffic
systems infrastructure and review signal timing at major arterials with the overall goal of improving
traffic signal synchronization and reducing traffic delays. These funds were used to either implement
coordination on arterials that did not qualify for Measure M funding or to cost match Measure M's SIP
that were awarded to the City.
The City's synchronization project funds used to match awarded SIP projects include:
• Anaheim Boulevard from La Palma Avenue to Katella Avenue,
• Kraemer Boulevard from Frontera Street to La Jolla Street, and
• Weir Canyon from La Palma to Serrano.
Staff also identified uncoordinated arterials and segments that need infrastructure improvements under
a new citywide coordination program, including:
• Sunkist Street from La Palma Avenue to Ball Road,
• Disneyland Drive from Katella Avenue to Ball Road,
• Dale Avenue from Ball Road to La Palma Avenue, and
• Ball Road from Knott Avenue to Anaheim Boulevard.
Through July 2009, the following coordination projects have been completed:
• Weir Canyon Road (La Palma to Serrano), completed in May 2003
• Lincoln Avenue (Sunkist to GlasseII), completed in December 2002
• Ball Road (Knott to Gilbert), completed in May 2003
• Ball Road (Gilbert to Euclid), completed in April 2003
• Ball Road (Euclid to Harbor), completed in September 2004
• Anaheim Blvd (North city limit to Lincoln), completed in June 2003
4
• Anaheim Blvd (South city limit to Lincoln), completed in December 2003
• Harbor Blvd (North city limit to Broadway), completed in September 2004
• Harbor Blvd (Lincoln to Ball), completed in December 2003
• Harbor Blvd (South city limit to Ball), completed in June 2004
• Lakeview Avenue (La Palma to Santiago Canyon), completed in May 2006
• State College Blvd (Ball to South city limit), completed March 2006
• Orangewood Ave (SR -57 to Haster), completed February 2007
Construction began in Fall 2010 for the following arterial segments:
• Broadway (Loara to East St)
• Knott Street (Ball to Crescent)
• Brookhurst Street (Falmouth to Ball)
• Anaheim Blvd (North city limit to South city limit)
• Kraemer Blvd (La Jolla to Frontera)
• Weir Canyon (New River to Serrano)
The City is in full support of the Orange County Regional Traffic Signal Synchronization Master Plan, see
Figure 1. Currently, there are 157 intersections operating under the City's Measure M signal
synchronization program. The City's internal signal synchronization effort will continue to supplement
other signal synchronization efforts in the city and around the county. As the City grows in population
and size, this resynchronization process will ensure that signal timing is maintained and operating at
relevant and effective performance measures.
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FIGURE 1 — OCTA Traffic Signal Synchronization Master Plan
6
ANAHEIM ARTERIAL NETWORK
Figure 2 is the Planned Roadway Network map, which is taken from the City's Circulation Element
document. It identifies the planned roadway system to accommodate current development and future
growth established by the Land Use Element to maintain appropriate levels of service. With respect to
signal synchronization priority, Table 1 lists Smart Street, major and primary arterials that are routinely
monitored and inventoried for capital project consideration.
Table 1 — Anaheim Arterial Network
Arterial Name Arterial type Arterial Name Arterial type
Katella Avenue Smart Street Santa Ana Canyon Road Primary
Brookhurst Street Major Knott Avenue Primary
Harbor Boulevard Major Magnolia Avenue Primary
State College Boulevard Major Euclid Street Primary
La Palma Avenue Primary Anaheim Boulevard Primary
Lincoln Avenue Primary Kraemer Boulevard Primary
Ball Road Primary Lakeview Avenue Primary
The City's signal synchronization priority is to maintain existing levels of service with respect to signal
synchronization, and infrastructure maintenance and rehabilitation. A coordination priority list will be
established based on a projected cost -to- benefit ratio weighted on factors such as:
• Average daily traffic volume (commuter usage measurement)
• Vehicle miles traveled (road usage measurement)
• Infrastructure conditions and readiness
• Benefit to the Anaheim Resort and event - centric areas
• Available funding
• Corridor's regional significance
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The City fully supports and plans signal synchronization deployment for all corridors within City limits as
shown in the Regional Traffic Signal Synchronization Program. The corridors are weighted considering
the following factors that are consistent with OCTA's Funding Guidelines for the Regional Traffic Signal
Synchronization Program:
• Conformance to the Regional Synchronization Master Plan and Master Plan of Arterial Highways
• Vehicle miles traveled
• Projected cost benefit and fund matching availability
• Benefit to commuters traveling through local and adjacent jurisdictions
• Infrastructure conditions and readiness
• Arterial retiming cycle
The City's arterial coordination plan is illustrated in Figures 3 and 4.
TRAFFIC SIGNAL INFRASTRUCTURE INVENTORY
In 2009, the City updated its traffic signal infrastructure inventory through the ITS Master Plan. The
updated inventory is an important process to determine infrastructure health and deficiencies, as well
as rankings based on system and synchronization needs. Traffic system inventory at 305 signalized
intersections within the City limits consisted of signal cabinets and associated hardware, traffic signal
controllers, hub cabinets, communications infrastructure, closed circuit television (CCTV) cameras,
Changeable Message Signs and software systems at the Traffic Management Center. The signalized
intersections are shown on Figures 5 and 6.
Inventory of Traffic Signal Cabinets
The City has two styles of cabinets in the field: Type P NEMA TS -1 and the outdated CSC T1000 cabinets.
At last count, there are 256 Type P NEMA TS -1 style cabinets and 33 CSC T1000 cabinets. The CSC T1000
model has long been discontinued by its manufacturer and is incompatible with the City's 2070
controller specifications such as communications. Therefore, it is the department's policy to upgrade
CSC T1000 cabinets to Type P NEMA TS -1 cabinets as capital funding opportunities arise.
Type P style cabinet are wired to NEMA TS -1 specification that conforms to standard NEMA A, B and C
connectors. The D- connector, wired for communications, system detection and preemption, conforms
to Caltrans TEES to support 2070 controllers with a NEMA base. The cabinet wiring is to enable twisted
pair communications to the TMC employing frequency shift keying (FSK). The City's cabinet standard is
wired to support system communications via either twisted pair using FSK or, preferably, over single
mode fiber optic cable using IP protocol specification.
11
The City standardized on the P -type NEMA TS -1 specification but has made minor configuration changes
through the years to accommodate technological advances in communications and additional traffic
signal equipment, such as emergency vehicle preemption /priority systems, etc. As signal cabinet
standards evolve in the traffic industry, the City will evaluate and consider emerging standards and
technologies to ensure that the interests of signal synchronization are addressed.
Inventory of Traffic Signal Controllers and Software
The City uses national industry standard Advanced Transportation Controller (ATC) type 2070 traffic
signal controllers, including L, LN, and ATC variants at 213 intersections, and 82 older proprietary
Computer Service Company (CSC) T1 controllers that will be upgraded to ATC type 2070 controllers.
Since 2070 controller standards are maintained by users and manufacturers, proprietary software and
hardware is reduced so that the City has the option to use any vendor's traffic control software. As
funding opportunities arise, the City will upgrade older 2070N controllers to 2070LN controllers that are
Ethernet - enabled to use NTCIP - compliant protocols to enhance communications reliability and
uniformity. See Appendix A for a detailed hardware inventory of cabinets and controllers.
The City's standard traffic signal control software is Siemens SEPAC for type ATC 2070 controllers. SEPAC
supports 16 phases, 16 pedestrian phases and 16 overlaps over four rings. SEPAC was selected and
retained since 1998 because it had upload - download support for SCOOT adaptive software. After SCOOT
operations were removed, SEPAC was subsequently integrated with Siemens' ACTRA central control
software at the TMC. SEPAC will continue to be supported and upgraded by Siemens to integrate with
TACTICS (successor to the ACTRA central software) and ACS Lite (Adaptive Control System).
The City intends to evaluate emerging traffic control software options from signal manufacturers and
system integrators. The evaluation objective is to seek the traffic control software that most aligns with
the City's signal synchronization program. This software must have a balance of user friendliness, signal
phasing flexibility, rich coordination features and enhanced transition algorithms to efficiently
accommodate emergency vehicle preemption /priority and adaptive control systems.
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ATTACHMENT 2 - CITY OF ANAHEIM AVERAGE DAILY TRAFFIC VOLUME
MAPS
21
Local Signal Synchronization Plan Consistency Review Checklist
The Local Agency Name: C tTL OF Plan Date: t I It 2/ lc 10
Local agencies must submit a copy of the Local Signal Synchronization Plan, a completed
consistency review checklist, and any supporting documentation. Complete the form below
and see instructions on back.
Check the appropriate:
✓ Adopting an initial plan
Updating or maintaining a previously adopted plan;
previous plan adoption /revision date:
Complete the table below:
Page(s) in Local
Signal Yes — No — N/A
Local Agency Statement Synchronization
Plan
1) Traffic signal synchronization street routes are identified and, at
minimum, include all corridors along the regional signal
network defined in the Regional Signal
Synchronization Master Plan located within the local agency.
2) Traffic signal inventory for all traffic signal synchronization street e S
routes, including cycle lengths by time period.
3) Three -year plan showing costs, available funding, and phasing for �� S
capital, operations, and maintenance of signal synchronization along
the traffic signal synchronization street routes and traffic signals.
4a) Signal synchronization goals of the agency are consistent with y E
those outlined as part of the Regional Signal Synchronization Master
Plan.
4b) Include information on how the traffic signal synchronization
street routes and traffic signals may be coordinated with traffic yES
signals on the street routes in adjoining jurisdictions.
5a) Signal synchronization report card documenting the status and
performance of the synchronization activities on the traffic signal yet
synchronization street routes and traffic signals. (Only answer if
revising a previously adopted plan)
5b) Review and revise, as may be necessary, the timing of traffic
signals on the traffic signal synchronization street routes based on Fu rot /•i /4
the results of the local and regional signal synchronization report
card. (Only answer if revising a previously adopted plan)
I certify that the ab e stateme re true to the best of my knowledge.
ty/tt /ZetO
Signature Date
s-143 "T744 ( rg a c r Pro t 1724 F C- E I61N dcR.
Printed Name, Title, & Local Agency err,/ OF Aida1
20 -b
ATTACHMENT 1 - LOCAL SYNCHRONIZATION PLAN CONSISTENCY
REVIEW CHECKLIST
20
SIGNAL SYNCHRONIZATION REPORT CARD
Performance monitoring is the collection, analysis, and reporting of data to track and assess resources
used, work produced and whether specific goals are achieved. An important aspect of performance
monitoring is an analysis of why goals are (or are not) being achieved.
Performance monitoring uses the science behind what agencies are doing to show the public that their
dollars are being spent wisely. Performance measurement is achieved through a tool set that provides
both the public and public agency staff with a way to assess how the transportation system is operating,
and to identify the strengths and weaknesses of the system in order to maintain a high level of service to
the public. Without consistent performance data updates, it is difficult to maintain reliable traffic system
performance. Through monitoring system performance, the agency could leverage a funding strategy to
most efficiently improve the transportation system. Performance measures build trust and a culture that
affirms that agencies work for the public.
Performance measurements are a way to ensure that the benefits of Anaheim ITS investments are
quantified and operations is optimized to the greatest extent possible. In particular, performance
measures can assess how the transportation system is handling recurring congestion in which the peak
travel periods overlap with the year -round schedule of planned events. Travel reliability can also be
assessed, particularly with non - recurring congestion due to incidents, work zones, and other related
causes.
Performance monitoring can benefit the Anaheim ITS program in the following ways:
• It shows the effects of construction projects and ITS improvements on travel time, speeds, and
delays, thus quantifying the project benefits.
• It provides data to prioritize projects in a number of ways, such as demonstrating which
roadways have the highest level of delays (and thus the greatest needs), and which strategies
are most effective in helping traffic congestion and improving safety.
• It shows how strategies on traffic incident management and work zones can help to reduce
non - recurring congestion.
• It shows how expanded communication strategies can help drivers to better plan their trips to
avoid delays.
The City fully supports OCTA'S newly established set of operational performance measures designed to
provide a snapshot of how the corridors are performing. The data compiled will result in a score that is a
composite of average speed, stops per mile and ratio of green signals to red signals. The City has also
drafted a preliminary set of performance measures for both planning and operational purposes. These
additional performance measures will aid staff in assessing operational conditions to determine project
priority.
Staff is currently in the process of fine - tuning the remaining Measure M signal synchronization projects
and the data sheets in Attachment 5 reflect these missing values. Older data sets collected from another
performance measuring system also require data normalization and corridor performance grades are
also not available at this time. The data sheets will be updated as baseline conditions after the
remaining coordination projects are completed.
19
emergency traffic signal infrastructure repairs. In 2008, the O &M allocation was approximately
$970,000. In 2010, this amount was reduced to approximately $700,000 due to citywide reduction of
General Funds. It is not envisioned that this number will increase in the next three years. Staff
anticipates further cuts of up to 10% in the next years.
TABLE 2 — ANNUAL OPERATIONS AND MAINTENANCE BUDGET
FISCAL YEAR
2010 -2011 2011 -2012 2012 -2013 2013 -2014
Signal Maintenance $ 709,000 $ 673,550 $ 650,000 $ 630,000
Signal Operations $ 440,000 $ 440,000 $ 440,000 $ 440,000
CIP allocations are targeted for project- oriented programs such as new signal or new left turn
installations and citywide repair of infrastructure including communications, system detectors, cabinets
and controllers. CIP programs are planned in seven year cycles and these funds are typically used to
hard match upcoming grant and funding opportunities.
TABLE 3 — CAPITAL IMPROVEMENT PROJECTS
FISCAL YEAR
CAPITAL PROJECTS 2010 -2011 2011 -2012 2012 -2013 2013 -2014
Total SIP projects (5) $ 1,635,965 $ - $ - $ -
Protected /Permissive LT phasing $ 25,000 $ 25,000 $ 25,000 $ 25,000
Interconnect $ 25,000 $ 25,000 $ 25,000 $ 25,000
System detector $ 25,000 $ 25,000 $ 25,000 $ 25,000
Cabinet & controller replacement $ 200,000 $ - $ - $ -
TMC repairs and fixes $ 200,000 $ - $ - $ -
Citywide signal synchronization $ 60,000 $ - $ - $ -
The allocated amount for the CIP programs is shown on Table 3. It is unknown at this time how much
will be allocated to capital projects in the next three fiscal years since budget allocations are based on
projected versus actual revenues and expenses.
18
TRAFFIC SIGNAL PREEMPTION AND PRIORITY
The City's goal of signal preemption, also referred to as emergency vehicle preemption (EVP), is to
reduce fire emergency response times and enhance the safety of fire vehicles responding to
emergencies with minimal disruption to the traffic signal synchronization effort. EVP deployment,
funded in its entirety by the City, is designated as a priority in the City such that an EVP system must be
installed at approximately 90 traffic signal locations along fire response routes. See Attachment 3 for fire
response routes.
In the past, the most popular method of preempting signal operations was based on infrared
technology. Emergency vehicles were outfitted with an emitter that transmits infrared request signals
to be detected by a receiver commonly mounted on the traffic signal mast arm. This signal lets the
traffic signal controller "see" that there is an emergency vehicle approaching and starts a traffic signal
sequence such that pedestrians are cleared from the intersection and conflicting directions are
sequenced into a red light so that the direction of the emergency vehicle will get a green light by the
time it reaches the intersection. The infrared method requires installation of four receivers at each
signalized intersection — one for each direction of travel.
The recent Global Positioning Systems (GPS) technology allows the traffic signals to locate and track the
emergency vehicle at a much greater distance than infrared technology. The theory is that through GPS
technology, the controller could, with enhanced communications and logic, determine the optimal
location in the cycle if it knew in advance to predict the arriving vehicle. Public Works' and Fire
Department's research on the available technologies concluded that GPS technology is best suited for
the City. The GPS technology requires less equipment to install, is easier to install, needs less
maintenance, and is more cost effective while offering the advantages of the latest technology.
In either case, EVP deployment consists of installation and configuration of traffic signal equipment and
Fire Department vehicles, and integration with central control software at the TMC. In the initial EVP
deployment phase, the TMC will use central control software to monitor and control EVP devices in the
field. As EVP deployment matures, the City, through City funds, will implement system enhancements
such as controller logic to gracefully cycle transition and recover from preemption through ITS
techniques in order to better support the signal synchronization objectives of the City and its neighbors.
THREE YEAR SIGNAL MAINTENANCE AND CAPITAL PLAN
Anaheim's traffic signal systems budget consists of operations and maintenance (O &M) budget
allocation and capital improvement programs (CIP) as shown on Table 2. The O &M budget allocation is
part of the city's General Fund dedicated to maintenance, preventive maintenance, and standard and
17
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Effective and efficient traffic signal communications is the heartbeat of a successful traffic signal
synchronization program. Signals are not able to stay in coordination over a sustained period of time
without signal communications to a master system, which is located at the TMC. A key function of the
master system is to utilize communications to broadcast a common clock reference point to all signal
controllers daily, so that they know when to turn signals head colors from green to yellow to red.
Traffic signal communications is achieved through two main media: wired, e.g. interconnect or fiber
optic cable, and wireless, e.g. spread spectrum. In either case, communications originates from the TMC
and is directed over fiber optic cable to one of 15 field communications hubs through serial data
multiplexing. The data are demultiplexed at the hub cabinets and then redirected to field devices with
unique addresses such as signal controllers, CMS controllers and CCTV cameras. The data redirection at
the hub cabinets occurs through wired or wireless means depending on conduit and interconnect /fiber
availability. The City's existing communication network is illustrated in Figure 7.
Although the traffic signal communications technique hasn't changed, the methodology has evolved
through the years as communications technology has increased data throughput and system reliability
while decreasing cost of implementation and maintenance. The prevailing practice is to employ wired
media such as fiber and twisted pair when possible, using wireless media only when wired media is
unavailable or cost prohibitive.
The default twisted pair communications practice is to use FSK modems from communications hub to
field devices. Although FSK is slow in the Internet era, FSK provides a reliable and cost effective means to
transmit and receive serial data over long distances, that is over one mile range. Both half- and full -
duplex FSK techniques are used based on interconnect availability.
Serial -to -IP communications is now the preferred data transmission standard since it enables multiple
traffic control devices to be connected to an Ethernet switch. This data grouping provides an efficient
and reliable way for multiple devices to communicate to the TMC over fiber optic cable. Through IP,
these critical data could now be shared with maintenance and operations staff to efficiently monitor
traffic conditions and detect system failures prior to responding to a trouble call. The result is a more
reliable communications network that could accommodate ITS growth such as EVP, adaptive traffic
control technology, and systems performance monitoring.
When the wired medium is neither available nor cost effective, wireless communications is deployed to
bring back data over the short haul. The City currently uses broadband radios at various frequencies to
communicate to traffic signals. Although this is a cost effective means, it does suffer from occasional
interference and is susceptible to direct path occlusions. The City intends to replace wireless
communications with wired media as funding opportunities arise.
15
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45
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