MEETING DATE: 12/22/08
AGENDA ITEM: The Consideration to Award a Professional Services
Contract to Kimley-Horn Associates (KHA) for the
Installation and Integration of a Citywide Traffic
Control System (TCS) Component of Work for the
Fox Hills Area Traffic Signal Synchronization
Project, P-852
ATTACHMENTS
Pages|109| Staff's Traffic Control System Official Evaluation Summary 1-8|109| Kinnley-Horn Associates Original Proposal and Subsequent 9-44
Supplement to Original Proposal (Basis for Contract)PUBLIC WORKS DEPARTMENT
9770 Culver Boulevard, Culver City, California 90232
Charles D. Herbertson, P.E., LS
Public Works Director and
(310) 253-5600
City Engineer
November 14, 2008
FOX HILLS TRAFFIC SIGNAL SYNCHRONIZATION PROJECT P-852
TRAFFIC CONTROL SYSTEM PROJECT RFP No. 1400
EVALUATION SUMMARY
Vendors were evaluated in five (5) overall areas:
1. Adherence to City's specified system functionality;
2. Available budget versus project alternatives;
3. Readiness of deployment versus needs for additional software development;
4. Availability and adequacy in staffing; and
5. Completeness of vendor's entire package (proposal, interview, clarification
response).
SIEMENS
Adherence to City's specified system functionality
Siemens demonstrated a strong understanding of the City's desire to use existing
infrastructure and recognized areas for improvement by providing the City with
options for upgrades. In each of the alternatives, Siemens touched upon the varying
functionality providing a good comprehension of deployed features. Siemens's i2
system meets the City's desired functionality.
Available budget versus proiect alternatives
Project alternative presented in Siemens' original proposal would provide service,
hardware equipment, software components, licenses and maintenance (for three
years) for a fixed price of $469,751. In this option, there would be no controller
change out. Out of the total fixed price, labor cost is approximately $237,000;
hardware, software cost and maintenance is approximately $183,000. With subtle
differences between all received proposals taken into consideration, Siemens' overall
cost (for Alternative 1) is the lowest among all the proposers. Under other project
alternatives, Siemens provided very attractive rates for controller upgrade. Siemens'
proposed fixed price falls within the City's intended budget for the project.
Culver City Employees take pride in effectively providing the highest levels of service to enrich the quality of life for the community by building on
our tradition of more than seventy-five years of public service, by our present commitment, and by our dedication to meet the challenges of the
future.
PRINTED 014 RECYCLED PAPERPage 2
Readiness of deployment versus needs for additional software development
As part of the project, sub-consultant/vendor McCain will develop a new Bi-Trans 233
firmware version that supports both AB3418E and Metro's GPS wireless transit
signal priority (TSP) technology. The development of a Bi-Trans 233 firmware
version that supports AB3418E has commenced and is nearing completion with the
deployment of the i2 system in the City of Pasadena. As of the date selection
announcement, the City of Pasadena was conducting final testing on the said
deployment on the 2033 firmware for 2070 controllers. Testing of the 233 firmware
was on the way but not yet completed. One area of concern was the lack of
discussion on the utilization of the type 170SC, and 170 controllers; it is unclear if the
selected 233 firmware would be able to be deployed on these controllers without
further software development.
Availability and adequacy in staffing
Technical presence from the Siemens team primarily resides locally in Pasadena,
California. Local presence provides easy access for support and reduces
communication difficulties due to time differences and distance. One concern on
staffing was the Siemens' team appeared to be proposing essentially one hands-on
technical staff.
Completeness of vendors' entire package (proposal, interview, clarification
response)
Siemens provided a complete overall package.
2.
PRINTED ON RECYCLED PAPERcULVEP.erriii-L_ I
q excell;'12ce ,
i
(310) 253-5600
Charles D. Herbertson, P.E., LS
Public Works Director and
City Engineer
PUBLIC WORKS DEPARTMENT
9770 Culver Boulevard, Culver City, California 90232
November 14, 2008
FOX HILLS TRAFFIC SIGNAL SYNCHRONIZATION PROJECT P-852
TRAFFIC CONTROL SYSTEM PROJECT REP No. 1400
EVALUATION SUMMARY
Vendors were evaluated in five (5) overall areas:
1. Adherence to City's specified system functionality;
2. Available budget versus project alternatives;
3. Readiness of deployment versus needs for additional software development;
4. Availability and adequacy in staffing; and
5. Completeness of vendor's entire package (proposal, interview, clarification
response).
TRANSCORE
Adherence to City's specified system functionality
Transcore provided a strong understanding of the City's needs from the narrative on
project approach as well as the response shown on the functionality check list and
subsequent request for clarification. Transcore addressed important areas of needs
such as Transit Priority, controller compatibility, further software development on
controller firmware and the selected firmware functionalities. Trancore has
developed an interface to the Los Angeles County Information Exchange Network
(IEN) and development at Culver City would include this feature. One area of
concern was the reporting capabilities of the Transuite system. Initial conversations
indicated reporting format outside of XML was not available. Later conversations
indicated reporting capabilities using Jasper reports are now said to be available
provided by the deployment at Oregon.
Available budget versus proiect alternatives
Alternative presented in Transcore's original proposal would provide the service,
hardware equipment, software components, licenses and maintenance (for the initial
year and three subsequent years) for a fixed price of $635,260. Out of the total fixed
price, labor cost is approximately $269,000; hardware and software cost is
approximately $235,000; and license and maintenance is approximately $132,000.
With subtle differences between all received proposals taken into consideration,
Culver City Employees take pride in effectively providing the highest levels of service to enrich the quality of life for the community by building on
our tradition of more than seventy-five years of public service, by our present commitment, and by our dedication to meet the challenges of the
future.
PR.TED ON RECYCLED PAPERPage 2
Transcore's overall cost is the highest overall cost among all the proposers.
Transcore's proposed fixed price exceeds the City's intended budget for the project.
Readiness of deployment versus needs for additional software development
As part of the project, sub-consultant/vendor McCain will develop a new Bi-Trans 233
firmware version that supports both AB3418E and Metro's GPS wireless transit
signal priority (TSP) technology. Transcore currently has a deployment of Bi-Trans
233 firmware in White Plains, New York that supports AB3418E however the
deployment is on the type 179 controllers.
Availability and adequacy in staffing
Technical presence from the Transcore team primarily resides in Atlanta however the
proposed Project Manager, Chuck Dankocsik is local. One concern is the lack of
redundancy of support locally.
Completeness of vendors' entire package (proposal, interview, clarification
response)
Transcore provided a very complete overall package. In each category of evaluation,
Transcore presented a technically competent team.
PRINTED ON RECYCLED PAPERPUBLIC WORKS DEPARTMENT
9770 Culver Boulevard, Culver City, California 90232
Charles D. Herbertson, RE., LS
Public Works Director and
(310) 253-5600
City Engineer
November 14, 2008
FOX HILLS TRAFFIC SIGNAL SYNCHRONIZATION PROJECT P-852
TRAFFIC CONTROL SYSTEM PROJECT RFP No. 1400
EVALUATION SUMMARY
Vendors were evaluated in five (5) overall areas:
1. Adherence to City's specified system functionality;
2. Available budget versus project alternatives;
3. Readiness of deployment versus needs for additional software development;
4. Availability and adequacy in staffing; and
5. Completeness of vendor's entire package (proposal, interview, clarification
response).
GREENFACTOR
Adherence to City's s pecified system functionality
GreenFactor is proposing the deployment of the Los Angeles Department of
Transportation (LADOT) Adaptive Traffic Control System (ATCS) central software.
Functionality of the ATCS technology is proven and provides an added feature:
adaptive traffic control. The functionality of the proposed system goes above and
beyond the City's specified system functionality. One area of concern was the initial
configuration from a city staffing standpoint required to activate the adaptive feature.
Available budget versus project alternatives
GreenFactor's original proposal would provide the service, hardware equipment,
software components, licenses and maintenance (for three years) for a fixed price of
$338,281. Out of the total fixed price, labor cost is approximately $241,000; and
hardware and software cost is approximately $98,000. GeenFactor's overall cost is
the lowest among all the proposers. GreenFactor's proposed fixed price is well
within the City's intended budget for the project.
Readiness of deployment versus needs for additional software development
GreenFactor's deployment plan would not require additional software development.
The proposal includes the usage of the City's existing controller firmware. Among all
Culver City Employees take pnde in effectively providing the highest levels of service to enrich the quality of life for the community by building on
our tradition of more than seventy-five years of public service, by our present commitment, and by our dedication to meet the challenges of the
future.
PRINTED Dli RECYCLED PAPERPage 2
the proposals, the deployment plan outlined by GreenFactor requires the least
amount of changes to the current traffic signal operation and appears to be the
quickest deployment in comparison.
Availability and adequacy in staffing
Technical presence from the GreenFactor team resides locally in the Los Angeles
area however it appears the team has little redundancy in technical knowledge and in
staffing. There are three primary staff proposed for the effort at Culver City; Canny
Quach, Shirley Jung and Ulysses Neri. Mr. Quach has demonstrated extensive
knowledge in working with the proposed LADOT ATCS while the support staff
doesn't appear to have the experience comparable to Mr. Quach. One major
concern is the lack of a technically knowledgeable team member to support Mr.
Quach in the event of his absence from the project.
Completeness of vendors' entire package (proposal, interview, clarification
response)
GreenFactor provided a complete overall package.|1010| PRINTED ON RECYCLED PAPERPUBLIC WORKS DEPARTMENT
9770 Culver Boulevard, Culver City, California 90232
Charles D. Herbertson, FE., LS
Public Works Director and
(310) 253-5600
City Engineer
November 14, 2008
FOX HILLS TRAFFIC SIGNAL SYNCHRONIZATION PROJECT P-852
TRAFFIC CONTROL SYSTEM PROJECT REP No. 1400
EVALUATION SUMMARY
Vendors were evaluated in five (5) overall areas:
1. Adherence to City's specified system functionality;
2. Available budget versus project alternatives;
3. Readiness of deployment versus needs for additional software development;
4. Availability and adequacy in staffing; and
5. Completeness of vendor's entire package (proposal, interview, clarification
response).
K1MLEY-HORN ASSOCIATES
Adherence to City's specified system functionality
Kimley-Horn Associates (KHA) demonstrated a strong understanding of the City's
existing conditions and provided an immediate solution to better utilize the current
traffic signal equipment and operation infrastructure. KHA also understands the
City's desire to use existing infrastructure. KHA's KITS meets the City's desired
functionality.
Available budget versus proiect alternatives
Project alternative presented in KHA's original proposal would provide service,
hardware equipment, software components, licenses and maintenance (for one year)
for a fixed price of $479,300. In this option, there would be no controller change out.
Out of the total fixed price, labor cost is approximately $321,000; hardware, software
cost and maintenance is approximately $158,300. With subtle differences between
all received proposals taken into consideration, KHA's overall cost is closer to the
lower cost spectrum among all the proposers. KHA's proposed fixed price falls within
the City's intended budget for the project. One area of noticeable difference is KHA
is changing $18,000 for the first year subsequent to deployment where as
competitors are including it in the cost of the deployment.
Culver City Employees take pride in effectively providing the highest levels of service to enrich the quality of life for the community by building on
our tradition of more than seventy-five years of public service, by our present commitment, and by our dedication to meet the challenges of the
future.
PRINTED ON RECYCLED PAPERPage 2
Readiness of deployment versus needs for additional software development
The version of the Bi-Trans 233 firmware version proposed to be deployed at Culver
City was previously deployed at Miami on a large scale, in Tennessee and one other
location within United States. KHA's deployment history of the subject firmware
provided a good measure of successful deployments and more importantly because
of the deployment history with the same type of controllers as the City's existing
controllers, KHA's effort would not need additional software development, minimizing
the risk level for a successful deployment.
Availability and adequacy in staffing
Technical presence and project management presence from the KHA team primarily
resides in Phoenix, Arizona. One concern on staffing was the lack of local presence
of important roles from the KHA team.
Completeness of vendors' entire package (proposal, interview, clarification
response)
KHA provided a complete overall package.
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d. Project Approach
We have done our best over the past several years to understand what you are looking for in a new system. We
understand the following:
You would like to take advantage of your existing infrastructure. This includes an extensive copper network
throughout the City. All of the communication tests have been successful thus far, although the sections with
boot splices have not been tested. You have an extensive deployment of 170 and 170 E controllers. You would
like to get as much use out of the existing controllers while still upgrading the functionality to support bus
priority. The 1723 BI Iran firmware is no longer actively supported.
Migrating the existing controllers to run BI 233 firmware is an acceptable solution and
your maintenance staff already has a working knowledge of this firmware. You want a
system that is rich in functionality and will have significant longevity.
Our approach will maximize your existing infrastructure_ While the bus priority
enabled intersections will require a few controller upgrades and a wireless receiver,
you have more than enough existing 170E controllers to accomplish the required functionality. No new
controllers will be required to be purchased—resuiting in a significant cost savings for the City.
To provide immediate benefit to your motorists, we will fast-track the deployment of a basic system that will
broadcast time several times a day out to your existing controllers utilizing your 172.3 firmware. This
will enable the existing coordinated timing patterns to function as designed and run at the appropriate
time of day intervals. We will provide hardware and software to have this solution up within days of
receiving notice to proceed.
We will also expedite the upgrade of four field controllers to begin deployment of a single
corridor. This will enable your staff to start using KITS within days of receiving the central
system hardware.
eity-Horn
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Traffic Control System No. P-852
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kb Jim/ and Assodom SeptemberiB, 2008 - 1E760019.08 Copyright 2008, Kimley-Horn and Associates, Inc.
TASK I — PROJECT MANAGEMENT
The staff included for your project has been carefully selected based on experience in Los Angeles County,
knowledge of Culver City, and hands-on experience with KITS. Our staff has worked successfully together on
different projects across the country. We present our organization chart below.ER CITY
.-ftiraffic
Control System No. P-852
Jason Castillo
pj
Phoenix, AZ
Los Angeles, CA
Project Manager ITS Project Manager 17 years total
9 years with KHA
Bob Barkley Senior Software
Specialist
ITS QA/QC Reviewer 26years total
10 years with KHA
Phoenix, AZ
David Haines Engineer Communications Communications 20 years total
18 years with KHA
Phoenix, AZ
Doug Gettman Project Manager ITS Communications /Timing
Conversion
16 years total
1 years with KHA
Phoenix, AZ
Sasa Mit rovic Software
Engineer
ITS Software Implementation
/Support
2 years total
2 years with KHA
Phoenix, AZ
Krystal Lucas Software
Engineer
ITS Software Implementation 5 years total
4 years with KHA
Phoenix, AZ
Sri
Chakravarthy
Engineer ITS Timing Converstion /
Support
4 years total
3 years with KHA
Los Angeles, CA
David Tai Software
Engineer
ITS Software Implementation
/Communications
10 years total
10 years with KHA
Phoenix AZ
Melissa Hewitt Engineer Systems Engineering Onsite Support 13 years total
12 years with KHA
Orange, CA
Irma
Constantinesci
Engineer Traffic Signal Timing Timing Conversion I
Onsite Support
6 years total
3 years with KHA
Los Angeles, CA
Tricia Boyer Engineer Traffic Signal Timing Timing Conversion 9 years total
9 years with KHA
Phoenix, AZ
Doug Acker Su bconsulta nt
McCain
Firmware provider /Field
Implementation
Field Hardware 20 years total
7 years with A4cCain
Vista, CA
Steve Brown Su b CO nsu [rant
McCain
Firmware provider / Field
Implementation
Field Hardware 30 years total
5 years with McCain
Vista, CA
The KI-LA Team
Jason Castillo's background in software and systems development combined with his management experience
makes him uniquely qualified as your project manager. His in-depth technical knowledge will provide your staff
with an expert that understands what it takes to successfully deploy a traffic control system. He understands
the need to listen the needs of clients before trying to develop a solution. He works extensively in Southern
California. Jason has installed KITS in Los Angeles County, Manhattan Beach, El Segundo, Hawthorne, Claremont,
and Agoura Hills. San Dimas and City of Commerce have both selected KITS as their system and are in the process
of coming under contract. Contracts are already in place that will have Jason involved in the expansion of KITS in
Southern California for the next 7 years.
Jason has 17 years of combined project management and software development experience using
languages such as C/C++, Visual Basic, Delphi, and HTML with special emphasis on C++ object-oriented
design. Jason's select project experience includes the Tallahassee ATMS in Tallahassee, Florida; Center
City Signal Improvement Project in Philadelphia, Pennsylvania; and Freeway and Arterial System of
Transportation (FAST) in Las Vegas, Nevada. His development experience with operating systems
includes all versions of Windows, Macintosh, UNIX and VAX /VMS. In addition, Jason has
fourteen years of database application design experience with Oracle, SQL Server, Access,
Paradox, and Interbase. Jason also have six years of experience designing and managing
softwa re development for Motorola radio and cellular networks.
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r andAssalm im September 18, 2008 - 1E760019.08 • Copyright 0 2008, Kimley-Horn and Associates, Inc.
-1=1Traffic Control System No. P-852
aide
Bob Barkley has 26 years of combined experience in project management and systems software development
and integration, with an emphasis on relational database, real-time processing, and graphics. Bob is the Principal
Architect of KITS including software design, equipment integration, field and LAN communications (protocols),
and relational database management system (RDBMS) components Prior to KHA, Bob worked for BI Tran
Systems, Inc. A significant portion of his experience is in coding and integrating process control and surveillance
systems for a variety of platforms including Windows NT, OS/2 and various minicomputers. He has extensive
experience with integrating signal control devices such as Model 170/2070 controllers operating a variety of
protocols, including NTCIP, AB3418E, and a variety of manufacturer specific protocols.
Bob has managed numerous traffic management system projects in the U.S and Canada_ He currently manages
a city-wide traffic control and transit priority system of comparable size and scope for the City of Beverly Hills
and a countywide AIMS for Miami-Dade County in Florida. Other projects include Advanced Traffic Management
System in Dallas, Texas; Tallahassee ATMS in Tallahassee, Florida; the Center City Signal Improvement Project in
Philadelphia, Pennsylvania; and Windsor Traffic Control System in Ontario, Canada.
man
Dr. Doug Gettman is an expert in project management, adaptive traffic control, transportation systems
management software (central and field controller), systems engineering life-cycle, ITS, modeling, simulation,
and optimization systems and algorithms, and software usability and interface design. Doug designed the
communications architecture for the City of San Francisco AIMS. Doug is an active member of the ITS and traffic
signal systems research and development community.
sa Ifiitnmvic
Sasa Mitrovic is a Systems Engineer with experience providing software support to ITS and traffic control system
projects. He has experience with the development, installation, and integration of traffic management software.
He is proficient in C++, HTML, XML, Visual Basic, Excel, GIS software packages (ARC View, Map Objects, and
Googie Earth), SQL Server, and Oracle. His relevant project experience includes Los Angeles County, Beverly Hills,
Miami-Dade, and Palm Beach County.
r a
Krystal Lucas is a Software Engineer and Project Manager who provides software support to traffic control system
and ITS projects. Krystal is experience includes software development using languages such as C++, HTML, and
XML; object-oriented software design; and database application design with Oracle, SQL server, and Microsoft
Access. She is proficient in GIS software packages such as ARC View and Map Objects, and is familiar with BI Tran
and AB3418E protocols Her project experience includes Los Angeles County KITS, Tallahassee Advanced Traffic
Management System, Beverly Hills KITS, Miami-Dade ATMS, and the Yuma Traffic Signal System.
airmsf: .
David Haines, P.E., has specialized experience in wide-area communications architecture design,
communication equipment and ITS equipment technology assessments, fiber optic network design,
local area network design, lightning protection design, and power distribution design. He is also
experienced in software functionality writing, specification writing, plans package production,
constructability evaluations, construction support for fiber optic network installations,
and troubleshooting/repair of communication equipment. David's project experience
includes the Phoenix FMS in Phoenix, Arizona; 1-95 Intelligent Corridor System Final
11n1111111111 Knity-Hom
ii,joir andAssociam irc, September 18, 2008 • 1E760019.08 • Copyright © 2008, kimley-Horn and Associates, inc.ER CITY
Traffic Control System No. Ra52
Design, Packages A, B, and C, FDOT District Six, Miami-Dade County, Florida; and Freeway and Arterial System of
Transportation (FAST) in Las Vegas, Nevada.
An
haki4fiarth:
Sri Chakravarthy has over three years of traffic engineering and transportation planning experience. His
experience includes traffic signal timing, signal design, traffic impact analysis, ITS, transportation modeling, grant
applications, and statistical analysis. Sri also has extensive knowledge in Traffix, Synchro, CORSIMC), TransCAD 4.5,
MicroStation, AutoCAD, and Systat 10 (statistical analysis software).
David Tai has nearly 18 years of experience in software development, engineering programming and simulation,
traffic flow, pedestrian flow, and APM simulation. David supports advanced traffic engineering and analysis features
of KITS for Miami-Dade County, City of Winsor, and Los Angeles County. He upgraded and converted the original
ALPS running on the DOS platform to ALPS2000 on the Microsoft Windows operating environment, incorporating
new design and methodologies. He also expanded and improved ALPS2000's modeling capability to ease the
model development effort and to suit our clientstneeds.
evvi
Melissa Hewitt is a Transportation Systems Engineer with specialized expertise in a wide range of ITS applications,
programs, and technologies. She provides technical expertise for both planning and design of advanced traffic
management systems, ITS strategic plans, regional early deployment plans, and traffic management center
projects, with specialized expertise in ITS architecture development. Her recent experience includes: New Mexico
ITS Strategic Plan; OCTA ITS Road Network Study; Pomona Valley ITS Project; Silicon Valley Smart Corridor, Las
Vegas FAST; and Kern Region ITS Early Deployment Plan.
itaConstantinescu E
•
T4.
Irina has three years of experience with expertise that covers both private and public sector transportation
projects including design and upgrades of traffic signals, communication networks, signing and striping,
and traffic control.lrina is actively involved in projects that include design of traffic signals, traffic signal
upgrades, and signing and striping plans for local municipalities throughout Southern California. Design
projects also involved video detection design, intersection improvements, analyses, and conceptual plans or
recommendations.
ST
Tricia Boyer is a project engineer who manages and supports a broad range of traffic engineering/operations and
ITS planning and design projects. Her experience ranges from traffic signal system design to coordination/timing
services, TMC design to Concept of Operations development, and PS&E preparation to alternative evaluations.
Tricia excels at multi-agency coordination, having routinely coordinated with public agencies and multiple
jurisdictions as well as utilities in support of project needs. In addition, she is an instructor for Synchro/
SimTraffic training. Currently Tricia is the project manager for the KITS deployment in Surprise, Arizona.
Doug Acker has over 20 years of experience in many segments of the traffic industry. He possesses
an extensive knowledge of both hardware and software and has designed many of the
controllers and subassemblies marketed by McCain Inc. Some of the projects include the
170ATC controller, four different HC11 CPU boards for the 170, the ATC12 CPU for the 170,
several of the 2070 modules, a CMS sign controller, and a NEMA controller.
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September 18, 2008 • 1E760019.08 Copyright © 2008, Kimley-Horn and Associates, inc.P °FOS / i. 0 u
ER CITY
_z -, - ,- Traffic Control System No. P-852
.7.2.43.1tsLi
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d.\\\Project
Approach
Steve Brown has over 30 years of experience in all segments of the traffic industry, including sales, marketing,
software development, maintenance and construction. He possesses an extensive knowledge of both hardware
and software components found in modern ATMS. He has over 13 years of experience in the development,
support, and integration of traffic control systems around the country.
Quality Control/Quality Assurance Plan
QA/QC is a key element of our management approach, one that characterizes the entire management and
production process. KHA strives to keep submittals free of errors and omissions; we accomplish that goal by
training our employees in error-free work.
Our QA/QC program provides engineering and planning services that meet the requirements of specific
contracts as well as our internal standards. Quality Control is the responsibility of our project manager, Jason
Castillo. Quality Assurance reviews will be conducted by Bob Barkley, a knowledgeable senior professional who
is qualified to manage this turnkey system project. Quality Assurance, then, is essentially a check on the Quality
Control procedures for the project.
KHA's QA/QC program will include, but not be limited to, the following procedures:
>> Jason Castillo will have the complete authority and responsibility to direct all project efforts and call upon
corporate resources as required to satisfy project needs.
An internal kickoff meeting will be held with key team members to clearly define the scope of services, set
subtask responsibilities, establish schedules (including QA/QC reviews), and identify milestones and goals.
Project decisions will be documented by an "electronic paper trail" and be supported by appropriate data
that will clearly show the choices evaluated and the basis for our recommendations.
Supporting calculations, text, or data used to develop a document will be signed and dated by the individual
involved when the work is performed. Also, all telephone conversations and meetings that include or affect a
project decision will be documented.
>>
Documents will be reviewed and/or checked by Bob Barkley who will not be directly performing the initial
work activity. He will sign and date the documents and prepare a record of review.
>> Jason Castillo will check for clarity, accuracy, completeness, and scope compliance. Any follow-up activity
required will be noted and initiated as appropriate.
The QA/QC program will include reviews conducted prior to any submittals at key stages in the project.
The depth of the QA/QC reviews will be sufficient to assure that proper direction has been provided, that
project decisions are documented, that the QA/QC program is followed, and that the project is developed in
accordance with the scope. Our work plans, schedules, and budgets are developed with QC tasks, milestones,
and hours programmed at the beginning of a project; our system assures that adequate time is allowed for
thorough QA/QC reviews throughout the life of a project
PP-1M WI ratty-Pan
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LVER CITY
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System No P-852
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September 18, 2008 • 1E760019.08 • Copyright © 2008, Kiraley-Horn and Associates, Inc.
Proposed Schedule
KHA has earned a solid reputation of delivering successful results on complex projects on-time and on-budget.
We will utilize our local staff in conjunction with our KITS team to accomplish independent tasks in parallel
resulting in a rapidly deployed system. We believe that we can provide immediate value in the following ways:
5> We will provide KHA hardware, order central modems, and install software from central that will broadcast
time to the existing 172.3 firmware, which will improve coordination as soon as possible while the additional
tasks are in process
1} We can rapidly install and deploy KITS for several controllers within days of receiving central hardware
We believe this aggressive approach will provide your immediate benefits to motorists throughout the City.The
complete schedule is presented on the next page.P OPOSP 0 Lv
0 ER CITY
Traffic Control System No. P4152
1111,31.1nsameansq— NOVEMBER DECEMBER JANUARY FEBRUARY MARCH
Notice to Proceed
I mmeeentiltri Meetings
P:oni te lfticghtliy
iKkoff & Procur
raPc trl:IncTlimSteatRursoadcasi
T C 1 4) ine Onoadca t In Place
Procurement Phase
, Order TMC Hardware
Technical Plans
Communication System Testing / improvements
Determine Existing Controllei Parameters
Convert Timing from RI Iran 1723 to 233
Upgrade Traffic Controller Fir mare
Receive IMC Hardware
Configure TMC Hardware
KITS Live
Systeiti 'implementation
System Acceptance Testing
DOctimentation
Training Documentation
• 'Raining Session 1
Training SeSSI011 2
Tralriltig Session 3
Training Session 4
Warranty
Malaen:ifice and Upgrades - 2014
START FINISH' OCTOBER
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11 18 08 12 29 08
11 24 08 24 08''
11 28 08 li 28 08
1 9 09 1 9 09
2 6 09 2 6 09
3 20 09 3 20 09
2 9 09 1 8 10
1.11 -10 328.14, 010 - 2014
Task
i Critical Task Milestone
crin :dnieg Azats, '
September 18, 2008 • 1E760019,08 • Copyright () 2008, Kimley-Horn and Associates, Inc.-E --4 Traffic Control System N. P-852
Regional Concept
Arriitedure Exploration
Systems
Eegineering
Rianagement
Plan
Operations
sod
thiamine
System Validation Strategy/Pion
System Verificafion Plan
{System Acceptance)
Sob-System Verification Plan
(Subsystem Testing)
Subsystem
Verification
Implementation
We will focus on your specific needs and requirements when creating these technical plans.
Unit
Test Plan
Payment Schedule
We anticipate the following major milestones:
Configure time broadcast for existing controllers
» Order Central Hardware and 3rd party tools
Technical Plans
Determination of existing 172.3 timing
Conversion of existing timing to 233
Configuration of TMC hardware
System Implementation
System Acceptance Testing
Documentation
The schedule depicts the anticipated end dates of major tasks which will correspond with the invoicing submittals.
TASK 2 — TECHNICAL PLANS
The KHA team consists of highly experienced and educated consultants. Our staff for this project includes four
degreed Systems Engineers, as well as staff that instructs the systems engineering process on a national level. We
understand the importance of taking a holistic view to achieve a successful system.
System Integration and Deployment Plan
The system integration and deployment plan will provide a high-level and low-level guide for
integrating controllers onto the system. This will include clearly documenting the steps required
to bring a controller online and scheduling the controller firmware change-out activities.
Changes
Retirement
Upgrades
Replacement
.711111MM KIrdepwrt
ih,„jmr wiftwal„,inz September 18, 2008 1E760019.08 - Copyright 2008, kirniey-Horn and Associates, Inc,Operation and Maintenance Plan
We will work with you to develop an operational plan. Typically the operational plan is a guide discussing how your
new system will be used. We view KITS as powerful tool that requires a proper set of procedures to be used effectively.
A Maintenance Plan is essential for you to maintain and grow your system over time. We will spend the time
necessary to document and teach you how to install the central software on a new server, workstation, and
laptop. We will also focus on teaching you how to best maintain and optimize the performance of your database.
Running and maintaining a new traffic control system is not a simple task, but with KHA involved, it will be easier
than you might think.
Training Plan
Training is necessary for you to operate, maintain, and grow your system for the future. The training sessions will
include both interactive lectures with hands-on experience, printed course materials, technical documentation,
and users manuals. Lectures cover a system overview, general operating features, and the theory of operation
for the system. Hands-on training provides the user with direct exposure to all aspects
of the system and its operation and maintenance. As a minimum, forty hours of on-site
instruction for the system will be provided.
Comprehensive training will be provided to familiarize the user with all aspects of the
local controller, and central system. This training will thoroughly cover:
Navigating using the user interface
7> General operating features
How to enter commands
Report generation
Maintenance and diagnostics
>5
Basic troubleshooting procedures to isolate malfunctions
Graphical map generation and animation
Database development and maintenance
Procedure for enabling dynamic displays of the traffic signal
Throughout the project, our team will provide formal and informal training. We do more than just provide you
with a generic manual. Instead, our experienced, energetic staff will provide instruction followed by training
exercises, which allows your staff to practice the new skills they have learned. Our team knows from
experience the value of involving key members of your extended staff in the training including management, IT
personnel (information/network administration), and field technicians. Your system will be more successful
with the right blend of staff understanding how to use and maintain the system. Moreover, we will tailor
training topics and exercises to your liking_ We have found that several sessions, spaced at least a few
weeks apart, are most successful. This schedule allows time for participants to digest and practice the
new material.
Due to our significant deployments within Los Angeles County, you will have the option to attend
any additional training classes conducted at other agencies for no additional charge. We are
currently holding training sessions at least once a month at the Los Angeles County TMC.
PriNii Keityl-lom
1 ardAssociatcor. September 18, 2008 - iE760019.08 Copyright © 2008, Kimiey-Horn and Associates, Inc.P OPOS L 0 Lv
ER CITY
,Olafficontrol System No R852
'-as
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To COMM XI tali
Configuration Management Plan
The configuration management plan will document:
» The version of software tools
Statically assigned IP Addresses for all servers
7> Make and model of all central hardware
Configuration settings for operating system patches
Configuration Management is important in software development projects to allow traceability and problem resolution.
We do not anticipate any major software development in the initial phase of this project. Since our KITS software has
been deployed and accepted at agencies across the country, we do not expect thereto be any significant issues.
Acceptance Testing Plan
While the KITS package you receive will be an off-the-shelf, accepted version, we do agree that it will be a valuable
exercise to test the software. We have found that due to the robustness of KITS, acceptance testing is as much of
a training exercise as it is a test. We will create an acceptance test based off the desired functional checklist that is
included within the REP to assure that you receive the functionality you expect.
TASK 3 — COMMUNICATION SYSTEM IMPROVEMENTS
From the existing communication test reports prepared by Dynaelectric, it appears that
much of your copper infrastructure is in good condition. We believe an off-the-shelf
system like KITS is a very cost-effective manner to test communication. During the
system implementation phase, we will attempt to communicate with controllers both in the
lab as well as the field. KITS has the ability to adjust turn-around time to account for variable
communication latency and support all available RS-232 baud rates. If we are not able to bring some intersections
on-line, it is likely that a problem exists somewhere in the communication plant. We will develop a clear, well-
researched cost estimate if any potential communication infrastructure repairs or improvements are required.
TASK 4 —TRAFFIC CONTROLLER SOFTWARE AND HARDWARE
We agree with your decision to get more out of the existing 170 controllers that are already in place. This will be
a significant cost savings to the City. Therefore, we propose to interface with th e existing 172.3 firmware as soon
as possible to achieve time synchronization across the existing controllers. Our existing KITS interface will be
provided to interface with the BI Tran 233 firmware. McCain does recommend replacement of the controllers that
are not 170E. We also understand that your maintenance staff values the new 170 front panel that uses text-
based menu options for the 233 firmware. This is something that can be discussed further. We do not anticipate
any cabinet modifications outside a wireless receiver for BSP-enabled routes.
Alternative Hardware Firmware/Software Cabinet Modifications
1 Existing 170 Controllers B1 Iran 233 None
TASK 5 TRAFFIC CONTROL SYSTEM (TCS)
Hardware and Servers Required to Operate the TCS
We believe in working within existing specifications to provide a solution that is consistent
with your current City standards. There is significant flexibility for all of the central
20
16P-10/2WM irrrity.liorn
andAsscdges, Ira September 18, 2008 • 1E760019.08 • Copyright 0 2008, Kimley-Horn and Associates, Inc.GP°S OVER CITY
,Traffic Control System Na. P-852
hardware if the City has specific preferences toward a manufacturer or model. Fortunately, KITS does not require
powerful hardware to run effectively. Experience has shown us that it is most beneficial to invest in a powerful
server for the database to speed up the access of reports and data. We also see the value of empowering your
staff to use KITS anytime, anywhere. We suggest purchasing one more laptop that the RFP lists and one less
workstation. With a compatible docking station, you will still have the ability to use an external monitor, keyboard,
and mouse when in the office, but will also have the added flexibility to take the laptop where you need to be. We
also suggest procuring laptops with displays that can effectively work outdoors. This will allow your maintenance
staff to plug directly into a field controller without having to pitch a tent_
We have included 5 year warranties on all hardware components. While we do not anticipate any major hardware
issues, we are confident that you will have sufficient redundancy in case of a failure. All servers will have redundant
power supplies and disk drives. The communication and application servers will run RAID 1 while the database
server will have RAID 5.
Software Operating System and Networking
KITS was intentionally designed and developed to work within the Windows environment. Consistent with our
pledge to be technologically advanced, we work with all available versions of Windows currently available in the
market. Based on conversations with your IT staff, we recommend Windows Server 2003/2008 and Windows XP
for this project_ We pledge to continue to support all future versions of the Windows operating system.
KITS Meets Your Functional Requirements
KITS has more baseline functionality than any other system. While some of these additional features may be
reflected in the Functional Requirements Checklist, most of this advanced functionality is highlighted in
Section H, Additional Information. We believe many of these features will provide
immediate benefit. For example, only KITS has the ability to historically track all
controller timing changes. We know that you have a large deployment automated
red-light cameras. Motorists will often try to argue their way out of these tickets by
requesting specific details about the timing. Due to the significant amount of requests
that you get for timing on a particular day, sometimes over a year back, you need the
ability to determine quickly exactly what parameters were running in the controller on that day. Our historical log
will allow you to quickly export an Excel timing sheet from a particular day and email it.
Licensing and Systems Upgrades Practices
We believe in sharing KITS upgrades with all of our clients. We have found this to be a true win-win. Our clients
benefit from additional functionality and we benefit from a more consistent code base to manage_ To facilitate this,
KHA hosts an annual KITS Users Conference. This year our conference will be held in Fort Lauderdale, FL The focus of
the conference each year is to allow our clients to discuss their most desired new features and functionality with
our KITS development and management team. This conference also provides the opportunity to discuss using
KITS as a tool to solve common challenges shared by all agencies. Below is a sample license agreement.
This license applies to all software components, developed by Consultant or a Subconsultant, which comprise
the KITS software.
1. Use - The Software may be installed and used by the C/TY and its employees for an unlimited
amount of time. This permanent license will cover all KITS functionality installed including the
following modules: Traffic Control, Traffic Responsive, CCTV, Scheduler, Alert Manager, Time
Synchronization, and Auto Download. The CITY will not be required to pay additional license
111.71=VI
al, Jim/ ardp,-b,f r.,. Inc, September 18, 2008 • IE760019.08 • Copyright g .) 2008, Kimiey-i-iorn and Associates, inc.ER CITY
„Traffic Control System No P-852
fees for future upgrades to these KITS modules.
2.Distribution - The software may not be used by or distributed to outside entities without the expressed written permission
of the CONSULTANT The source code for the system will be placed in escrow. The source code will be released from escrow to
the CiTY in the event the owner of the source code or its designated representative no longer provides support.
3.Restrictions - The City may not provide, in any way, any portion of the program to another person or entity without
the expressed written permission of the CONSULTANT This applies to the Software in object form as well as the Software
documentation.
4.Copyright- All intellectual property rights in the Software and user documentation are owned by the CONSULTANT and
are protected by US copyright laws, other applicable copyright laws, and International treaty provisions. The CONSULTANT
retains all rights not expressly granted.
5.Limited Warranty - Except as specifically provided herein, the CONSULTANT makes no warranty, representation, promise
or guarantee, expressed or implied, statutory or otherwise, with respect to the Software, user documentation or related
technical support, including their quality, performance or fitness for a particular purpose. The CONSULTANT will in no way be
responsible for any ramification resulting from modification to the Software or hardware configuration by the CITY
6.Clarification of Liability - To the fullest extent permitted bylaw, CONSULTANT shall indemni6i and hold harmless the CITY,
CITY'S officers, directors, and employees from and against any and all costs, losses, and damages to the extent they arise
out of the negligent acts, errors or omissions of the CONSULTANT in the performance and furnishing of the CONSULTANT'S
services under this Agreement. The CONSULTANT will not be responsible for operating system, 3rd party software, or
hardware failures. It is the CITY'S responsibility to make periodic backup copies of data for protection against a system
failure
7.Government Restricted Rights - The Software and/or user documentation are provided with RESTRICTED AND LIMITED
RIGHTS. Use, duplication or disclosure by the CITY is subject to restrictions as set forth in FAR 52.227-14 (June 1987) Alternate
Ill(g)(3) (June 1987), FAR 52.227-19 (June 1987), as applicable. CONTRACTOR/CONSULTANT is KHA and Associates, Inc., 7878
N. 16th Street Suite 250, Phoenix, Arizona 85020.
TASK 6 — SYSTEM HARDWARE
Required Software for the Proposed System
KITS 3rd Party Software Bili of tvlateriaIs
Note Page PageGate 10 pager license http://www.notepager.com/pagegate.htm 1
ESP.! A r-Vi ,w, Verde n 9* http://vmv.esri.r" riilsoftvirelarcgis/arcvlawli n,-ley ht ml I 1
ESRI Map° bjects* http://www.ersi.comisoftware/mapobjects 1
SQL Server 2005 Standard
Microsoft Edition with 10 CALs htt p://www.m icro soft.co m/sq I 1
Office 2007 with Visio 2007
Microsoft Standard htt p://o ffi ce.m i c ro softco m/e n-u sivi si o/d efa u Ita spx 1
*= may not be required if Kimley-Horn maintams base map
C
m :Mr ,it IcgT447n Assudam September 18, 2008 1E760019.08 Copyright C 2008, Kimley-Horn and Associates, Inc.ER CITY
KITS Field Hardware BM of Mateiiais
McCain BI Tian Firmware Modification for BSP
McCain BI Tian 233 Firmware License 100
McCain Controller modem for BSP intersections 15
Model 496
McCain Controller PROM module for BSP intersections 15
Model 412 C
Wireless receiver for BSP message CISCO 15
KITS Centrai Hardware BM of tviaterials
Manufrer
Deli
item ,
_ . . -;±Z ,e 4 c ,
Database Server
Aticliticalal inffirmation
http://www.dell.com/
QuantIi
Dell 2950 III with RAID 5
Dell Application Server http://www.delLcom/ 1
Dell 2950111
Dell Communication Server http://www.dellcom/ 1
Dell 2950111
Samsung Server Monitor 1
Dell Laptops /Workstations http://www.dell.corn/
Dell Latititude E6500 Laptop
Dell Latititucie Docking Station 2
Dell Precision Workstation 15400 2
Dell 22 Monitor E228WFP 8
Dell Server Rack http://wwvv.dell.corn/ 1
Dell 42U Server Rack Model 4210 NS
US Robotics Central Modems
http://www.usr.com/ho me.
asp
5686E 15
Digi
Digi AccelePort Xem Universal PCI (33v & 5v) 16-port
RS-232 R1-45 1U 19" rack w/ power jack option; part
70001757 http://www.cligi.com/ 1
Digi PORTS/Xem 16-port RS-232 RJ-45 concentrator*
;part 76000074|1010|Digi AccelePort Xem Cable, EBI HDB44 120" host to
PORTS modu!e; part 7.6000709|1010|Digi 2U 19" Rack mount chassis for PORTS/8em R1-45 or
DB-25 and PORTS/16em RJ-45; part 76000611
Printer http://wwvv.hp.com
HP HP Lase rJet 3600 2
Smart UPS (Battery Backup)
http://www.apc.com/orod-
ucts/farnily/index.cfrn?id=251
APC Smart UPS SC1500 2
23
111/111Eirli
atA,,,tdm 1,, September 18, 2008 • lE75001 9.08 Copyright rD 2008, Kimley-Horn and Associates, Inc.Individual Hardware Components Functionally Fit into the TCS
Approximately 70
existing 170E
Controllers running
B1 Tran 233
Approximately 15
existing 170SC
Controllers running
B1 Iran 233
13 Bus Priority Enabled
intersections using existing
170E controllers running BI
Tran 233 BP
Optional LACO 4E, or ASC 3
2.4
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000s. L o L
ER CITY
rafjic ControOystem No. R852 -.•••n••••••• •n•
CL1
Dual Monitor Workstation Laptop and
Printer Docking Station
Dual Monitor Workstation Laptop and
Docking Station
Printer
L,
J
-----)
100/1000 Mbps LAN "3
(
--k - .--)
----, )----
,. - .__., 3U
RS-232 Field Moderns
3U
KITS Communication Server
SQL Database Server
Domain, Application, and Archive Server
Flip Up Monitor
Keyboard
Server Processes Include:
Communication
? Status
Autodownload
Monitor
TRSP
• Scheduler
Existing Copper Field
Infrastructure
2U
2U
2U
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City Hall TMCER CITY
ra 'ffic ntroi System No. P-852
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Expansion of Capabilities and Limitations
Our approach maximizes your existing resources and infrastructure. We commend your decision to make the
most of what you currently have.
We have recommended proven equipment that is prepared for the future. You will have the mobility you need to
make informed decisions to handle today's transportation challenges. While there is flexibility in actual make and
model for all the proposed hardware, we recommend using items that are consistent with the
current standards used by the City.
We will request an meeting as soon as possible with David Leuck, Culver City IT, to discuss
our proposed hardware. This will be on the critical path to deployment. We will attempt to
acquire central modems first to allow for fast-tracked central time broadcast functionality to
the existing 172.3 firmware. KITS supports many different controller options. In the future, you
will have the option to directly integrate LA City 2070 firmware, LACO 4E on the 170E or an
ACS/3 directly with KITS.
Licensing and Systems Upgrades Practices for Hardware
The recommended equipment can be purchased with a 5 year warranty. It is important to examine the cost vs.
benefit of extended warranties. With the rapid rate of improvement in hardware, in some cases, it may not be
cost effective to purchase an up-front 5 year warranty. Our hope is that will we have detailed discussions of your
future signal system hardware in a meeting scheduled shortly after receiving notice to proceed.
Maintenance and Support Process
In a similar manner that we empower your staff to have access to KITS anytime, anywhere, we recommend
that he KHA support team has the same access. While much of our support can be provided remotely, we also
have local staff available from our three local offices to provide immediate on-site support. Our KITS team has
effectively worked together to support our installations all over Los Angeles County.
While you are under a maintenance agreement, we will upgrade our software to ensure compatibility with future
versions of all 3rd party tools and operating systems. Additional enhancements developed for other agencies will
be offered for no license fee. There may be some features that require modest integration effort. For example,
client developed features for different firmware (e.g. the Econolite ASC/3) may not directly port into your system,
if this is the case we will provide a clear level of effort estimate. Many other features developed by other clients
for the BI Iran 233 will be available to you at no cost.
TASK 7— SYSTEM IMPLEMENTATION
TCS to Operate and Manage Signalized Intersections
The scope of work included in the RFP details the process that we will go through to deploy a successful
system. We have no major exceptions to the scope provided in the RFP.
• Upgrade Controller Hardware at Signalized Intersections
We will take advantage of what you already have. Existing cabinets and controllers can be utilized.
Convert and Implement Existing Settings at each Intersection
Determination of existing settings must be done first. We request that we partner with
the City to retrieving existing setting from the controllers.
9/11111111WIN
6,,Apir and Asmddtes. kic September 18, 2008 • 1E760019.08 • Copyright © 2008, Kimley-Horn and Associates, inc.ER CITY
C,P O ntrOl SYStern No.P-852
Graphic Displays
We already have an agreement with Los Angles County to receive graphics and GIS updates free of charge for use
within Los Angeles County. We have integrated aerials of Culver City that can be used for your intersection graphics.
Creating custom graphics are as simple as drag and drop using aerial photography or template style graphics.
Samples of graphic displays are shown below.
Existing Communication System
While KITS is clearly technologically advanced, we also have a strong
history of utilizing legacy infrastructure. As a system integrator,
KHA does not sell or markup any hardware nor distribute any field
equipment hardware. This assures you that your best interests will
always be kept in mind when evaluating replacement or upgrade of
any of your existing field equipment.
Based on the reports included in the REP, it appears that there are no
major issues with the existing infrastructure. KITS can effectively achieve once per second communication at
1200 baud based on your existing system configuration reported in the REP.
Development of a Conversion Plan
The conversion plan will be developed to minimize the impact on your motorists. Firmware will be upgraded
during off-peak hours. Since your controller clocks are not currently synchronized, we believe that the
driving public will only experience improvement during this project.
TASK 8 - ACCEPTANCE TESTS
Acceptance Testing of the Project Components
We will create a detailed test plan based off the requirements checklist. All equipment
will be configured and staged in City Hall and the signal shop prior to live deployment.
Our approach to testing respects your time. Our experienced team will exercise each
26
NAT4.1.4,41.1r7- -eranitiecse,assen... ,neaskelen:Resses,st
l at i=m 7 IrE. September 18, 2008 • 1E760019.08 Copyright © 2008, Kimley-Horn and Associates, inc."IL
Traffic Control System No. P-852
component of the system to provide a turn-key approach to acceptance testing. The entire test procedure will be
run on-site by KHA staff prior to formal acceptance testing.
TASK 9 — SYSTEM SUPPORT — WARRANTY
We anticipate few software-related issues due to the wide deployment of KITS across Los Angeles County and
across the U.S. We have trained local staff who work and live within minutes of your City Hall. Should a more
challenging issue arise, our KITS development team can log into your system remotely to troubleshoot. We will
work with your IT department to configure remote VPN access into KITS.
Our staff will make frequent visits to your TOC, but we will also have the option of immediately logging into the
system and performing analysis as if we were there. Our software was designed to minimize the bandwidth
required to remotely access the system. Windows XP now allows us to perform remote maintenance on your
computers by using an efficient protocol that is now built into the operating system. We believe that this will take
much of the maintenance burden off of your staff and allow our proven quality client service to improve even more.
Company Policy and Ability to Provide Support
Maintenance
The KHA team has extensive experience maintaining our COTS. Our KITS deployments have significantly
longer life-cycle relative to the competition—some have been deployed for over 18 years. This is due to our
understanding of current technology as well quickly identifying future trends in the market place. We are
confident that your system will have a life-cycle of at least 20 years.
Our core KITS deployment and development team will be made available to you by phone and/or in person.This
will include after-hour support for any major issues. If a problem is identified, we use issue-tracking software that
integrates with our development tools.
This software manages the process of identifying, correcting, testing, and deploying required updates. We strongly
believe in our clients leveraging each other's effort. At least four times a year, you will be notified of upgraded
functionality that may be of interest to you. Our annual Users Group conference allows all agencies to see detailed
demonstrations of new functionality. We hope you are able to attend our next conference November 5 -7 in Fort
Lauderdale, Florida.
Statement of Response Time
Due to the off-the-shelf nature of this software, we do not anticipate any major problems. Below is a statement of
response time that quantifies our commitment to providing timely service.
As part of Maintenance Services, KHA shall perform corrective maintenance to correct failures of the System
Software and to remedy Deficiencies such that the System Software operates in accordance with the
requirements. In the event that Corrective Maintenance is required of KHA, the City will notify KHA of the
need for Corrective Maintenance and will determine if the error or malfunction is a Level I, Level II or Level
HI Priority (each, a "Problem Severity Level"):
"Level I Priority" means an error or malfunction, including a Deficiency, that causes the System
Software or a component or application of the System Software to completely halt processing,
and for which no reasonable workaround is available.
"Level II Priority" means an error or malfunction, including a Deficiency, that impairs
required functionality, but at the time of the error or malfunction, a reasonable
V1
and pssociatz jit. September 18, 2008 - 1E760019.08 • Copyright 0 2008, Kirnley-Horn and Associates, Inc.ER CITY
EMT! and ifin"ml Asse irc. September 18, 2008 • 1E760019.08 - Copyright 10 2008, Kimiey-Horn and Associates, inc.
workaround is available to proceed, and such workaround does not impair the City's normal business operations.
"Level Ill Priority" means an error or malfunction, including a Deficiency, which is inconvenient or an annoyance
but does not affect functionality.
KHA shall provide Corrective Maintenance in accordance as described below: For Level I Priority, KHA shall
provide expedient action to determine if there is a Deficiency. If KHA reasonably determines that there is a
Deficiency, KHA shall provide continuous action to correct the Deficiency. A workaround restoring functionality
must be provided within one business day. For Level II Priority, KHA shall provide expedient action to determine
if there is a Deficiency. If KHA reasonably determines that there is a Deficiency, KHA shall provide ongoing and
diligent action to correct the Deficiency. A workaround restoring functionality must be provided within seven (7)
business days. For Level III Priority, KHA shall provide expedient action to determine if there is a Deficiency. If KHA
reasonably determines that there is a Deficiency, KHA shall provide ongoing and diligent action to correct the
Deficiency and will correct it within sixty (60) calendar days.
Hardware Warranties
We have priced three year warranties on all hardware components. While we do not anticipate any major
hardware issues, we are confident that you will have sufficient redundancy in case of a failure. We have included a
redundant server into the system deployment.
Diagnostics
Hardware included in the central system deployment will be covered with a three year manufacturer warranty.
Diagnostics for the central equipment are typically performed by low cost off-the-shelf tools such as serial line
analyzers and LAN diagnostic tools used by IT professionals.
TASK 10— DOCUMENTATION/TRAINING
As outlined in our training plan under Task 2, we will provide training sessions throughout the project. Our final
comprehensive training session will include a final documentation review.ER CITY
Traffic Control System No. P-352
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e. Overview of Proposed TCS Conceptual Operation
A general overview of the concepts and components is provided in section h Additional Information. This section
will discuss the specific topics called out in the RFP.
Traffic Signal Priority
KHA KITS for the City is integrated with the McCain BI Iran 233. McCain's BI Iran Program 233 for Model 170
controllers provides the capability of providing priority to transit vehicles.
The priority signal is requested via the input file using those inputs designated as Emergency
Vehicle preemption inputs. Typically, transit priority requests are received via an optical
signaling system such as the 3M Opticom or TOMAR Tm Preemption signaling systems.
Under preemption operation, the controller can quickly terminate the current phases,
if necessary, skip the intervening phases in the sequence, and quickly advance to
the preemption phases to give the emergency vehicle the right of way. While this assures quick passage of
emergency vehicles through a signalized network, it also disrupts coordination for a period of time during and
after the preemption event. If signals are preempted with any frequency, it can cause serious disruption to
orderly traffic flow in a coordinated system.
Low priority operation is intended to reduce the travel time for transit vehicles, without producing the disruptive
effects of full preemption operation. It is designed to work cooperatively with background coordination schemes,
while providing some consideration to the efficient movement of transit priority vehicles. As implemented in
Program 233, a transit priority request will cause the controller to 'hurry`through intervening phases so that the
transit priority phase can be started earlier than it normally would. In addition, during a transit priority event,
the controller can hold in the transit priority phase longer than it would normally. However, in contrast to full
preemption operation, phases cannot be skipped, assuring that all side street phases are served. In addition,
operator settable limits control the degree to which non-priority phases can be shortened and the degree to
which the priority phase can be lengthened. in general, transit priority will not cause the controller to fall out of
coordination with its neighboring controllers. While the yield point may move slightly in response to a transit
priority request, it will return to its proper point within one cycle. Finally, Program 233 allows the traffic engineer
to establish a minimum headway between priority request events. Transit priority request that violate the
minimum headway requirement are not served. This prevents priority operation from becoming too disruptive to
the orderly flow of traffic through the signalized network.
By setting the appropriate parameters, the traffic engineer can give a preference to the phase(s) associated with
the approach direction of a priority vehicle. When the controller is in low priority operation, Call/Active light 9 on
the front panel is turned on.
Program 233 supports up to four independent traffic priority sequences. Each of four low priority sequences
can have associated phases. When a request is received, a steady demand is placed on the associated
phase(s) to prevent it (them) from "gapping" out. Each low priority input has an associated output that
can be used to provide an indication the controller is in priority operation.
There are two operator settable timing parameters associated with low priority operation.
VII Knetilan
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amos, lir September 18, 2008 - 1E760019.08 Copyright re C) 2008, Kimley-Horn and Associates, Inc,
Maximum Early Green Time
The Maximum Early Green time is set in seconds. This is the maximum time that the favored'transit priority phase
can be started early to accommodate the transit vehicle. The early start is achieved by shortening the green time
of the preceding phases. However, no phases are skipped and all minimum safety intervals (Minimum Green,
Walk, Pedestrian Clearance, Yellow Change and All Red) are observed.
Maximum Green Extension
The Maximum Green Extension time is set in seconds. This is the amount of time that the 'favored' transit priority
phase can be extended beyond its usual termination point.
Description of Low Priority Operation During Coordinated Operation
During coordinated operation, Program 233 determines if the controller is already in the priority phase(s) or not. If
not, the force-off times of the intervening phases will be reduced by the Maximum Early Green time to provide an
early green indication for the phase(s) associated with the low priority approach.
If the controller is already in the associated phase(s) while the priority demand is active and if the controller is at
its normal yield point, the yield point will be extended one time by the amount of time left on the low priority
extension timer. This will result in an extended green for the low priority approach.
Description of Low Priority Operation During Free (Uncoordinated) Operation
If the controller is not in the priority phase(s), the maximum timer for the current phase will be reduced by an
amount equal to the Maximum Early Green time. If the controller is in the priority phase(s), the maximum timer
will be increased by the Maximum Green Extension time.
Headway Management
Program 233 allows the traffic engineer to establish minimum headway constraints for transit priority operation.
Minimum headway can be changed by time of day and day of week and can be independently set for each of
the four (4) low priority sequences. Minimum headway can be set from 0 to 15 minutes. If a minimum headway
requirement is established, any vehicle that arrives after a previous transit vehicle, but before the minimum
headway interval has expired will not receive priority treatment. This feature can be used or can be disabled
by the traffic engineer. When used it allows the traffic engineer to protect coordinated operation from being
severely disrupted as a result of too frequent transit priority operation. Thus, it allows those charged with traffic
management to strike a balance between giving favorable treatment to transit vehicles and providing for the
efficient movement of all traffic through the traffic network.
Scenarios
1. Single priority request while not in preempt phases —The 233 will test against the headway timer for the
direction of the received priority call. If the headway is greater than the user set headway, then the 233 will
grant priority. The 233 will attempt to provide an early green by shortening non-preempt phases within the
operator set minimums. If the priority request drops prior to the preempt phases' normal termination
point, the preempt phases will terminate normally. If the priority request is still active when the
preempt phases would normally terminate, the 233 will provide a green extension up to the Max
Green Extension Time. Should the priority request drop prior to the Max Green Extension Time,
the preempt phases will terminate and the 233 will return to normal operation.
30EVER CITY
.t:Traffic Control System
No. P-852
e.
TCS
Conceptual
Operation
2. Single priority request while in the preempt phases - The 233 will test against the headway timer for the
direction of the received priority call. If the headway is greater than the user set headway, then the 233 will grant
priority. Since the preempt phases are already being served at the time the priority request is received, Early
Green Time will not be provided. If the priority request drops prior to the preempt phases' normal termination
point, the preempt phases will terminate normally. If the priority request is still active when the preempt phases
would normally terminate, the 233 will provide a green extension up to the Max Green Extension Time. Should
the priority request drop prior to the Max Green Extension Time, the preempt phases will terminate and the 233
will return to normal operation.
3. Multiple priority request while not in preempt phases -The 233 will serve the calls on a first come, first
server basis. The 233 will test against the headway timer for the direction of the first received priority call. If the
headway is greater than the user set headway, then the 233 will grant priority. If the first priority request fails the
headway test, then the 233 will test the second received priority call. If at least one of the priority calls passes the
headway test, then the 233 will grant priority. The 233 will attempt to provide an early green by shortening non-
preempt phases within the operator set minimums. If both priority requests drop prior to the preempt phases'
normal termination point, the preempt phases will terminate normally. If at least one of the priority request is still
active when the preempt phases would normally terminate, the 233 will provide a green extension up to the Max
Green Extension Time. Should both priority requests drop prior to the Max Green Extension Time, the preempt
phases will terminate and the 233 will return to normal operation.
4. Multiple priority request while in the preempt phases - The 233 will serve the calls on a first come, first
server basis. The 233 will test against the headway timer for the direction of the first received priority call. If the
headway is greater than the user set headway, then the 233 will grant priority. If the first priority request fails the
headway test, then the 233 will test the second received priority call. If at least one of the priority calls passes
the headway test, then the 233 will grant priority. Since the preempt phases are already being served at the
time the priority request is received, Early Green Time will not be provided. If both priority requests drop prior
to the preempt phases' normal termination point, the preempt phases will terminate normally. If at least one
of the priority request is still active when the preempt phases would normally terminate, the 233 will provide a
green extension up to the Max Green Extension Time. Should both priority requests drop prior to the Max Green
Extension Time, the preempt phases will terminate and the 233 will return to normal operation.
Traffic Responsive
The Traffic Responsive module within KITS selects optimal timing plans for a section based on current traffic
conditions. KITS allows operators to create the timing plans and set input thresholds to trigger timing plan changes.
The primary data items used for traffic responsive operation are volume and occupancy from system detectors.
These parameters are key inputs to the pattern matching process used by the traffic responsive module.
In most effective traffic responsive operations, system detectors are placed at mid-block, exit-side, or
significantly upstream locations from an intersection. Utilizing stop-bar detectors for traffic responsive
operation can produce unpredictable and undesirable results.
Detector signatures data is defined on a section-by-section basis. Signatures can vary by time-
of-day (TOD) period so that different signal timing plan strategies could be applied during AM
and PM peak periods. In addition to detector signature data, the input parameters for the
traffic responsive module include detector failure thresholds, improvement factors, and
the lockout period. The improvement factor and lockout period are used to prevent the
31
andAsscciatur. September 18, 2008 - 1E760019.08 - Copyright co 2008, Kirriley-Horn and Associates, Inc.EVER CITY
Traffic Cont
ro. _
S
ystern No P-852
module from rapidly changing the signal timing plan from one to another and then back based on fluctuations in
the input detector data.
Traffic Responsive Setup
The operator can use the Traffic Responsive Setup form to view, edit, or delete traffic responsive setup information for
a given section.This form is used to specify the detectors, their weights (between 1 and 100), and the timing plans
for traffic responsive signatures in a given section and time-of-day period. When traffic responsive is selected as the
mode for a section, it will choose the signal timing plan to run by comparing the volume and occupancy signatures
for each candidate signal timing plan to the current (smoothed) volume and occupancy for the input detectors.
The KITS Traffic Responsive Operational performance is tuned by editing the improvement factor and lock out
period parameters for a section.
Improvement Factor sets the percentage (between 1 and 100) of improvement in the data pattern match
between the current signal timing plan and the candidate traffic responsive timing plan. The newly selected
signal timing plan will not be implemented if the minimum improvement percentage is not achieved.
>7 Lock Out Period sets the interval (between 5 and 60 minutes) for Traffic Responsive calculations. This ensures
that a selected signal timing plan for the section must be in effect for at least this many minutes before the
system will evaluate changing to a different plan based on the pattern matching calculations_
Traffic Responsive Signatures
The Traffic Responsive Signatures form is used to configure traffic responsive signatures for a given section
and time-of-day period. Traffic responsive compares real-time detector data with the signatures listed in this
form. The plan with the corresponding volume and occupancy signatures that most closely match the current
weighted detector conditions will be selected and sent to each intersection contained in the section.
Detector Thresholds
The Detector Thresholds form is used to view or edit minimum and maximum volume and occupancy settings
for all traffic responsive detectors selected in a given section and time-of-day period. The Traffic responsive
module compares real-time detector data with the minimum and maximum volume and occupancy thresholds
listed in this form. If a given detector's volume and/or occupancy exceeds a threshold, the detector's historical
replacement data will be used instead.
Manual Command for Traffic Responsive
In addition to scheduled traffic responsive operation, KITS includes the ability for an operator to enable a traffic
responsive manual command allowing a user to command a section or the system into traffic responsive mode.
The section or system will be commanded into the plan that the traffic responsive algorithm selects according
to the configuration settings established for that section. Traffic responsive criteria can be defined in the
Traffic Responsive Setup form.
Map Interface
KITS uses standard ESRI layers to build the area map. The map consists of some base static
layers such as city boundaries, streets, camera locations, DMS locations, parks, etc, and some
dynamic layers such as controller communication status, coordination status, controller
phasing, detector VOS data, and congestion levels.
32-
WI— lOrrOpliorn
',Amor anci p, ire, September 18, 2008 - 1E760019.08 - Copyright ID 2008, kimley-Horn and Associates, inc.
e.
TCS
Conceptual
OperationP OPOS I. OR L
VER CITY
Traffic Control System No. P-B52
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TCS
Conceptual
Operation
The intuitive map navigation tools have been developed to be consistant with modern map functionality such as
rubber band zoom and pan methods.
Drag to select Toggle
Setect/point to
zoom
area Zoom Legend
device Nib, in/out View on/off Print map
map view entire map view
Navigation Panel
Late
Alarms and Alerts
KITS supports a variety of alarm notifications.The alarms can be displayed in the alert viewer of the GUI and configured
to sound an audible alert. Any alarm can be configured to send a page, email, or text message to a user. KITS supports
configuration of an on-call schedule to determine who receives the alert.
The alarms displayed in the Alert viewer list below can be filtered by
user role or jurisdiction (i.e. operator, administrator, communications
specialist, etc.). Once an alert is received the user is able to open the
alert manager and acknowledge an alert or multiple alerts at one time by
holding down the SHIFT or CTRL key.
The Event Filter form is used to identify which alerts are displayed for
a given user role and what action should be taken. When an alert is
displayed, the sound file chosen for the particular alert can be played.
Sounds may be disabled through the Options menu item. System events cover essentially all system components
and change of status of field devices. The user may customize the event filter settings based on the agency and role.
The system has the option of either displaying all alerts
or only the active ones (i.e. - the alerts that have not yet
ended). This will also include the option of not including
alerts associated with "test" intersections.
Alarm Reporting
All alerts and acknowledgements are logged and are
available in a number of pre-defined reports.The Event
log lists alarms and alerts with date and time stamp
and relevant details. The acknowledged alert log 4./
lists alerts/alarms that have been acknowledged
illP1MW^§ Ern144-lern
inr aniAssojats jrz September 18, 2008 • 1E780019.08 k Copyright 0 2008, Kimley-Horn and Associates, inc.
33ER CITY
Traffic
Control System No P-832
by a user along with the usemame that performed the acknowledgment, the date/time when the alert was
acknowledged, and relevant details of the alert.
Reports
KITS has a variety of Historical and Real-Time reports available to the user including:
historical events, alarms and alerts
system detector, count detector, speed trap, and
user activities
link data
controller communications statistics, preemption
logs, early entry / late exit (coordination failures),
and time sync logs
TOO schedule information, Intersection status,
arterial schedules
Detector and phase malfunction conditions
KITS uses the Crystal Reports COTS reporting tool By using this tool, users can create their own report formats if
desired and develop custom database queries. Crystal Reports supports export of the report data to a .CSV file,
Excel, mail message, PDE and HTML for display on the Internet.
A wide variety of filtering criteria are available (tailored to each report type) including:
>> location,
grouping by section, zone, or area,
>> date and time limits, and
various numeric threshold limits.
All of the reports are initially displayed on the screen with an option provided to print the report to printer, PDE
or mail attachment.
119/14054 115,./11
Intersection Measures of Effectiveness
Datatikno Low.= t map 11sn, tT b OSCI 050
PIF1421104 11,531f31.4t .1t,H0-TEMPI S1:331W Pl. 69:11
e51020111 08:27:21Allt 411.1nO .TENN 1:1121.75LH Transit= Start
KITS provides two detailed intersection measures-of-effectiveness
1134412554 0514,25M1 fltiFIO .T.ENN 01222TLH PI= SOP
139,142WA 0571525 NI 40100 .551= 007311ui TrSP=AP Sran
(MOE) cycle data reports for the BiTran 233 controller:
000112504 510455011 7 HI
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f|1010|Cycle-by-cycle measures of effectiveness from the controller
>> Historical Intersection Timing Analysis Report (HIT. report)
Cyclic Measures of Effectiveness
The data in the Cyclic MOE report consists of a cycle-by-cycle listing of:
Marl Dals,1011.26113
MOE Cycle Data ler NI Baba Av - NW 27 Av -
P.I1 has 1•111.1
>>
Phase duration and cycle length
Force off or gap out
Pedestrian service
Wait time since the last time this phase was served
Average queue — average number of actuations for
detectors serving this phase
7 121121.•• 01:24
7•••
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At the end of the MOE Cycle Data report, a summary of the phase duration statistics and the TOD
schedule information is displayed. The summary statistics include:
Event bag Ritisart
34
Number of phase actuations
Number of times the phase was forced off
Average duration of actuation time
Standard deviation of actuation time
}}
e.
TCS
Conceptual
Operation
>>
>7
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11184,141 ,6„ September 18, 2008 - 1E780019.08 - Copyright © 2008, kirnley-Horn and Associates, Inc.ER CITY
HIT Report
The Historical Intersection Timing Report allows a user to view detailed information on the second-by-second
performance of a particular intersection. The HIT report can be displayed as a printed repor t a time-series of
cyclic performance, and a histogram of phase
durations.
Where Second-by-second phase status
information is returned for an intersection, KITS
can store this detailed information for every
connected intersection for the past seven days.
This detailed information includes:
Changes to phase interval for all phases on
>)
each ring
Changes to plan number
Anomalies in poll
» Changes to plan mode
frequency
Scheduled Reports
KITS also provides the option to schedule reports for printing or email daily, weekly, bi-
monthly, or monthly. Each user of the system can be sent different reports on different
time frequencies. All reports in the system can be configured to be available through
scheduled reports.
Global Commands
The Command Menu provides the capability to manually command individual intersections and groups of
intersections into various operational modes such as:
Specific timing plan, flash, free, or local standby
Incident response plan selection
>> TOD or traffic responsive mode
Enable and disable police control
» Section assignment » Enable and disable dial-up communications
In addition to mode selection, the Command menu includes features to upload preemption logs and display all
current commands.
All Manual commands remain in effect until cancelled by a user. In Fall 2008, the commands functionality is being
updated to allow a user to:
Schedule a manual command override to expire after a certain amount of time
Allow a user to command changes to splits, offsets, cycle time
Allow a user to command changes to min/max recall for phases at an intersection
Global Time Broadcast
The user can use the Time e Download Report form to send the current date and time of the
communication server to a selected communications line, section, or the entire system. A time
upload is initiated automatically after the download is complete to verify that the download
was successful.
c=r3 and rIn=ht, September 18, 2008 • 1E760019.08 • Copyright © 2008, kimley-Horn and Associates, fnc.VVE- would prefer to
hard\v-r
-d py4001
cosTs LI710 r ci
con
fact
g. Price Proposal
We believe that you will receive maximum value if you select KHA for your traffic signal management system.
With our substantial local presence, we are absolutely committed to a successful project—no exceptions.
As a professional service provider, we are willing and able to provide a turn-key
system. Here are a few items to consider that would reduce the overall cost of this
contract:
Have the City take a leadership role on determining the current parameters
for the existing controllers.
Have the City take a leadership role on installing central rack, computers and
modems.
Reduce the number of documents required under Task 2, Technical Plans.
Utilize City staff to enter timing and configuration data within KITS.
Utilize City staff to create intersection graphics, time-space diagrams and configure the base map
While KHA would be happy to fully maintain the hardware, most of our clients benefit from having
consistent hardware that can be supported by their on-site IT staff.
Since we do not mark up prices on hardware, we would prefer to only include KHA and McCain labor within our
contract. Some of our clients have been able to purchased hardware off different, existing contracts. We have
found that it is also is easier for you to manage your TMC computers, licenses and inventory if you purchase the
hardware and 3rd party tools directly where you are currently purchasing similar equipment. We present the
price proposal on the next page.
Key Staff identified for initia! Phase
Rate Schedu[e
Si2df_
Jason Castillo
assification
PROJECT MANAGER
Bob Barkley • PRO •JECT DIRECTOR
Doug Gettman SENIOR PROFESSIONAL
Melissa Hewitt SENIOR PROFESSIONAL
David Haines SENIOR PROFESSIONAL
David Tat PROFESSIONAL
Krystal Lucas PROFESSIONAL
Sasa Mitrovic PROFESSIONAL
Tricia Boyer PROFESSIONAL
Sri Chakravarthy PROFESSIONAL
Irma an tsid: itineLu PROFESSIONAL
Melissa Fry SUPPORT STAFF
Tia Newby SUPPORT STAFF
&oily|10 10|:45
SUPPORT STAFF $8S.00
PROFESSIONAL $135.00
PROJECT MANAGER S185.00
SENIOR PROFESSIONAL $180.00
PROJECT DIRECTOR $210.00
Communication repairs will be made using the lowest prices available at the time of
procurement. We do not anticipate major effort. Sample requested prices are below:
1 50P Signal Interconnect Cable $8.00 per linear foot.
36 3" Interconnect Conduit Sch 80 PVC $47.00 per linear foot
JACP,=
,, % 1L"n kssadabs, September 18, 2008 - IE76001 g.08 Copyright © 2008, Kim ley-Horn and Associates, inc.ER CITY
Traffic Control System No. P-852
Derve7aL) EXnSe Summa
Project Management - travel and direct project expenses
$10,000|1010| Communication System Improvements - estimated
$5,000|1010| KITS License Fee
$50,000|1010| License already paid for agencies within Los Angeles County
{$50,000)|1010| Requested Central Hardware
$30,500|1010| 3rd Party Software Tools
$9,800|1010| Field Hardware, Firmware and Change-out
$103,000
Subtotal for Expenses
$158,300
qrsrip• E=7annio rta . "noarinki. g ms-1,4 A
KHA Labor and Total Costs
- •
.- - r.,....,
Approximate Hours
.g,„ 1 ,_,
Qr
1 Project Management 120 40 40 40 240 $38,000
2 Technical Plans 20 80 80 10 190 $30,000
3 Communication System improvements 5 10 10 10 35 $4,000
4 Traffic Controller Software and Hardware 5 10 10 0 25 $4,000
4 KITS Support for BITran 233 Bus Priority 5 5 25 10 45 $6,000
5 . Traffic Control System 5 10 5 5 25 $4,000
6 System Hardware Procurement and Installation 20 25 30 40 115 $16,000
Field Hardware, Firmware, and Change-Out 20 40 60 80 200 $25,000
Configure ICS 1 20 40 50 20 130 $20,000
7 Determine Existing Controller Settings 20 20 40 60 140 $17,000
Convert Timing from 172.3 to 233 20 40 60 40 160 $23,000
7 Configure Data within WS for all Intersections . 30 30 70 70 200 $27,000
Develop Graphic Displays 20 20 50 70 160 $20,000
7 Field Integration 50 80 40 10 180 $30,000
Acceptance Testing 20 20 20 10 70 $11,000
9 Warranty and Maintenance Per year) 40 20 40 20 120 $18,000
10 Documentation and Training 50 50 50 30 180 $28,000
I
Subtotal
I ahnr 1 5121,000 i
Subtotal Expenses $158,300
TOTAL $479,300111r-
kik— EMI
Kimley-Horn
and Associates, Inc.
December 1, 2008
Elaine Jeng, P.E.
City of Culver City
Engineering Division, 2nd Floor
9770 Culver Boulevard, Culver City, CA 90232
Re: Proposal for Culver City Traffic Control System No. P-852
Dear Elaine:
Kimley-Horn and Associates, Inc. (KHA) is pleased to submit our price summary
for the deployment of KITS. Following the City's selection of KHA, the
following modifications were made to the original proposal:
• 3rd party software, central hardware, and field equipment was specified in
more detail. Some equipment will be provided by the City.
• Modifications were made to the schedule to reflect a December 23rd
notice to proceed.
• Bus signal priority field hardware and integration was removed from this
phase of the contract. The firmware will be modified to accept the BSP
AB3418E message as originally proposed. This modification created an
overall decrease in the amount of estimated expenses.
• The KHA warrantee and support period for KITS was extended from one
year to three years following system acceptance. This accounts for an
increase in labor.
The following attachments supersede items from the original proposal.
If you have any questions, please feel free to contact me at (602) 906-1108.
Very truly yours,
KIM1EY-HORN AND ASSOCIATES, INC.
Jason Castillo
Project Manager
m
TEL 602 944 5500
FAX 602 944 7423
m
Suite 300
7878 N. 16th Street
Phoenix, Arizona
85020.........
Receive TMC Hardware •
Configure TMC Hardware
KITS Live •
System Implementation •• .:•• I
System Acceptance Testing
Documentation
'gaining Documentation •
Training Session I•
Training Session 2 •
Training Session 3 •
Training Session 4
. . .
Warranty, Support and Maintenance :-.777777.-':.'
Task
Critical Task
Progress
Milestone
Summary
11111n111•11111MI
•
Culver City KITS
Project Schedule
ID Task Name Start Finish 1st Quarter|1010|_1
1 Notice to Proceed Tue 12/23/08 Tue 12/23/08
Notice to Prineed •
Project Management Tue Wed 5.49/10
Project Management
Configure time broadcast/on site test system. Wed 12/24/08 i Tue 3/10/49
. .
Communication testing
4 Procurement Phase Tue 12123/08 Mon 2/2109
Procurement Phase
5 Order IMO Hardware Mon 2/2109 I Mon 2/2/09
Order T C Hardware •
6 Technical Plans Tue 12/23/08 i Mon 2/23/09
Technical Plans
7 existing controller parameters Tue 12/23/08 Mon 1/26/09
Determine existing controller parameters :•E
Convert timing from BITran 172.3 to 233 Fri 1130109 I Thu 2/26/09
Convert timing fr!em SI Tran 172.3 to 233 7
Upgrade Traffic Controller Firmware Wed 2/25/09 1 Tue 4/7/09
Upgrade Traffic Controller Firmware •.:•••• • •• :
— 1-0— Receive TMC Hardware i Mon 2/23/09 Mon 2/23/09
11 ' Configure TMC Hardware I Fri 2127/09 Thu 3/12/49
KITS Live Thu 3/19/09 I Thu 3/19/49
13 System Implementation 1 Tue 213109 I Mon 4/6/09
System Acceptance Testing Tue 4/7/09 Mon 4/20/09
15 Documentation Wed 2/4/09 Tue 3/17/09
16 Training Documentation ; Tue 2/3/09 Tue 2/3/09
17 – Training Session 1 Mon 2/9/09 Mon 2/9/00
18 Training Session 2 Mon 3123/09 1 Mon 3/23/09
19 Training Session 3 Mon 4/24/09 Mon 4/20/09
20 Training Session 4 ! Mon 6/1109 Mon 6/1/09
21 Warranty, Support and Maintenance Thu 4/9/09 Mon 4/9/12
Rolled Up Task Extern aA Tasks
Rolled Up Critical Task Project Summary
Rolled Up Milestone Group By Summary
91.111n1=‘,
Rolled Up Progress MIIIIIIMn1111111111 Deadline
Split
High-level proposed schedule
Page 1 of 1 Kimley-Horn and Associates, Inc.Exhibit A - Price and Schedule of Payments
Culver City KITS
SCHEDULE OF DELIVERABLES AND PAYMENTS
Project Costs & Schedule per Task/Deliverable
Task/Deliverable
Value
(Labor) )
Holdback
Amount
Aggregate
Invoice Amount
1. Project Management / Status Meetings
1.1 Project Kickoff Meeting
$8,000 $800 $7,200
1.2 Status Meeting 1
$6,000 $600 $5,400
1.3 Status Meeting 2
$6,000 $600 $5,400
1.4 Status Meeting 3
$6,000 $600 $5,400
1.5 Status Meeting 4 $6,000 $600 $5,400
1.6 Status Meeting 5
$6,000 $600 $5,400
2. Procurement
2.1 Bill of Materials for Central System Equipment $10,000 $1,000 $9,000
2.2 Bill of Materials for Field and Communication Equipment $10,000 $1,000 $9,000
2.3 Bill of Materials for 3rd Party Software $10,000 $1,000 $9,000
3. Controller Timing
3.1 Determine Existing Controller Settings $17,000 $1,700 $15,300
3.2 Convert BI Tran 172.3 Timing to 233 $24,000 $2,400 $21,600
4. Technical Plans
4.1 System Integration and Deployment Plan $6,000 $600 $5,400
4.2 Operation and Maintenance Plan $6,000 $600 $5,400
4.3 Training Plan
$6,000 $600 $5,400
4.4 Configuration Managment Plan $6,000 $600 $5,400
4.5 Acceptance Testing Plan $6,000 $600 $5,400
5. Citywide System Configuration
5.1 Configuration of TMC Hardware $20,000 $2,000 $18,000
5.2 KITS Installation with Test Controller $20,000 $2,000 $18,000
5.3 KITS Citywide Data Configuration $30,000 $3,000 $27,000
5.4 Develop Citywide Graphic Displays $20,000 $2,000 $18,000
6. System Implementation
6.1 KITS Live with Two Field Intersections $20,000 $2,000 $18,000
6.2 KITS Live with Twenty Field Intersections $10,000 $1,000 $9,000
6.2 KITS Live with Remainder of Field Intersections $10,000 $1,000 $9,000
7. Testing
7.1 Acceptance Testing $10,000 $1,000 $9,000
8. Documentation and Training
8.1 Acceptance Test Report
$8,000 $800 $7,200
8.2 Electronic copy of the KITS Manual $2,000 $200 $1,800
8.3 Training Session 1 $3,000
$300 $2,700
8.4 Training Session 2 $3,000
$300 $2,700
8.5 Training Session 3 $3,000
$300 $2,700
8.6 Training Session 4 $3,000
$300 $2,700
9. Warranty and Support
9.1 Three Years of KITS Support and Warranty $54,000 $5,400 $48,600
Additional Services
Labor Subtotal
$355,000
Estimated Expenses $118,516
$473,516
TOTAL
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Culver City KITS Esilmated Expense Summary - Bill of Materials,xls Page 1-
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Dell Latititude Docking Station
Dell Precision Workstation 15400
Dell Monitors** DO 3 year server warrantee
Dell shipping
Dell
$400
$3,000
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Rack mounting hardware for servers, modems, and UPS
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Culver City KITS Estimated Expense Summary - Bill of Materials.xls Page 2
$5 200
$3,700 $3,700
$900
$400
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$45 $1,440
$10D $100
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Centre Hardware Cost Estimate
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$40,000
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Field Hardware Cost Estimate $65,576
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Culver City KITS Field Hardware Bill
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**Used to test BSP parameters in firmware
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$65,576
$34,940
$8,000
$10,000
$118,516
City of Culver City, California
City Council Agenda Item Report
RECOMMENDATION
Staff recommends the City Council:
• Approve a professional services agreement with Kimley-Horn Associates for
an amount not-to-exceed $473,516 for Phase I, the installation and
integration of a Citywide Traffic Control System (TCS); and
• Authorize the Inclusion of a provision in the professional services agreement
for an amount not-to-exceed $100,000 for potential communication
infrastructure fixes as Phase II of the project.
BACKGROUND
Staff submitted the Fox Hills Area Traffic Signal Synchronization Project during the
Los Angeles County Metropolitan Authority (Metro) 2001 Call for Projects process.
The application proposed multiple components of work which are comprised of
upgrading 12 traffic signals within the Fox Hills area, switching existing traffic signal
data transmission from copper wire interconnection to the City’s existing fiber optic
network, providing mutual video CCTV camera surveillance capability between
Culver City and Los Angeles Department of Transportation (LADOT), certifying the
City’s existing traffic signal communication infrastructure and acquiring a citywide
TCS. The project budget has a total $1,851,000 in funds plus an additional
$185,100 of supplemental funds received in 2007, bringing the total project budget
to $2,036,100.
Meeting Date: 12/22/2008 Item Number: C-7
AGENDA ITEM: Approval of a Professional Services Agreement with Kimley-Horn
Associates (KHA) for the Installation and Integration of the Citywide Traffic
Control System (TCS) Component of Work for the Fox Hills Area Traffic Signal
Synchronization Project, P-852
Contact Person/Dept.: Elaine Jeng/PW,
Max Paetzold/PW
Phone Number: 310-253-5621/ 310-253-
5613
Fiscal Impact: Yes [X] No [] General Fund: Yes [X] No []
Public Hearing: [ ] Action Item: [X] Attachments: [X]
Public Notification: Master E-Mail Notification List (12/17/08). Siemens, Transcore,
GreenFactor, Kimley-Horn, and Western Pacific Signal notified on (October 23, 2008);
Department Approval:
Charles D. Herbertson (12/12/08)
City Attorney Approval:
Carol Schwab (by H. Baker) (12/17/08)
Chief Financial Officer Approval:
Jeff Muir (by N. Kimball)(12/17/08)
City Manager Approval:
Jerry B. Fulwood (12/17/08) City of Culver City, California
City Council Agenda Item Report
Design of the components of work was completed by KOA Corporation in May 2007.
The construction component of the project is being conducted by Dynalectric and the
project close out process has commenced and acceptance of work is anticipated in
late January 2009.
The final component of the project is the installation and integration of a citywide
TCS.
DISCUSSION:
The City Council approved a contract with Iteris Inc. (Iteris), to provide expertise in
traffic control system engineering. Iteris prepared a Request for Proposal (RFP)
tailored to the City’s traffic operation needs including a system wide functional
checklist. This RFP was released on August 4, 2008. A mandatory pre-proposal
meeting was held on August 25, 2008 and the RFP closing date was September 18,
2008. Five proposals were received from Siemens, Transcore, Western-Pacific
Signals, GreenFactor LLC and Kimley-Horn Associates. An oral interview was
conducted with each of the five proposers on Monday, September 29, 2008.
Additional clarification on the proposal and information exchanged at the oral
interviews was requested on October 6, 2008 and response was due on October 13,
2008. The recommended selection announcement was published on October 24,
2008 to all the proposers.
The Director of Public Works/City Engineer, the Engineering Services Manager, the
Maintenance and Operations Manager, the City’s traffic engineer consultant (Max
Paetzold) and the project manager (Elaine Jeng) served on the evaluation and
interview panel. The City recruited two outside members to serve on the evaluation
and interview panel: Jane White from the County of Los Angeles, Public Works and
Ramin Massoumi of Iteris Inc. Ms. White heads the County’s Information Exchange
Network (IEN) project. The IEN functions as the County’s traffic control system,
establishing a coordinated network for sharing information and control of various
traffic control systems. Ms. White has experience in selecting a qualified firm for the
installation and integration of a TCS as she functioned in this role for many other
jurisdictions in Los Angeles County. Mr. Massoumi is the City’s hired system
engineer and has prepared and aided other jurisdictions in the selection of a TCS
within the region as well as elsewhere in California. Ms. White and Mr. Massoumi’s
opinions were taken into consideration, however, the final selection was made by the
collective staff.
Each of the proposals and firms were evaluated based on five major areas: (1)
adherence to the City’s specified system functionality; (2) available budget versus City of Culver City, California
City Council Agenda Item Report
project alternatives; (3) readiness of deployment versus needs for additional product
development; (4) availability and adequacy in staffing; and (5) completeness of
vendor’s entire package (proposal, interview, clarification response).
Below are highlights of staff’s evaluation of the received proposals and identifies
components for or against selection. The official evaluation summary was provided
to each of the vendors by request and they are attached to this staff report as
Attachment 1.
Siemens
Siemens provided three alternatives. In the alternative that captures the City’s
selected option for implementation, Siemens presented the second lowest cost of all
proposals received at $469,751. Staff had two concerns in regards to deploying the
Siemens i2 system; lack of redundant technical staff and the need for additional
software development. To deploy the Bi-Trans 233 firmware (software running local
field traffic controllers), Siemens will need to work with McCain, the Bi-Trans 233
firmware developer to transition from the City’s current Bi-Trans 172.3 firmware to
the Bi-Trans 233 firmware. In addition, Siemens will need to test i2 system’s
capability to communicate with field traffic controllers once the transition is complete.
Siemens is current working on the transition in the City of Pasadena. However at
press time (selection announcement), the City of Pasadena indicated that Siemens
has yet to complete the software development for Bi-Trans 233.
Transcore
Transcore demonstrated the best understanding of the project needs, however, like
Siemens, Transcore also needs to perform additional software development to
deploy the Transuite system. Transcore’s proposal provided the highest cost of all
the proposals received at $635,260, but in this overall cost, Transcore’s system
provides added features such as the already developed interface to the Los Angeles
County IEN. While this bonus feature would be a feature needed after the
deployment of any system, the cost to implement this feature would be covered
through the Los Angeles County Metropolitan Transportation Authority (Metro) 2009
Call for Project grant. The grant was applied through a joint effort with Los Angeles
County and Culver City in 2007. Furthermore, staff inquired regarding Transuite’s
current reporting capabilities. Responses from Transcore indicated this important
feature for the signal maintenance staff still required further development.
Western Pacific Signal
The Naztec system presented by Western Pacific Signal is best utilized by changing
out all of the City’s existing type 170 controllers to the more advanced Type 2070 City of Culver City, California
City Council Agenda Item Report
controllers. To utilize the City’s existing infrastructure, Western Pacific Signal
presented the City with the implementation of an older firmware used by the
California Department of Transportation (Caltrans). It did not make sense for the
City to deploy an archaic firmware to run local traffic controllers and thus the Naztec
system was eliminated without further consideration.
GreenFactor, LLC
Unlike Siemens, Transcore, Western Pacific Signals and Kimley-Horn Associates,
GreenFactor did not develop a proprietary system. GreenFactor proposed to deploy
the City of Los Angeles Department of Transportation (LADOT) Adaptive Traffic
Control System (ATCS) for a total cost of $338,281, the lowest of all proposals
received. One primary reason for the low cost is the City is currently participating in
the LADOT ATSAC system. The current set up does not allow City staff to control
City signals. Through this proposed deployment, GreenFactor will provide the City
with a hub providing control and direct communication with the City’s local
controllers. Primarily the deployment would involve the set up and integration of the
new hub with the City’s field controllers. This is the least risky option from a system
deployment and integration standpoint, however, GreenFactor is a relatively new
company – formed in 1997. GreenFactor does not offer an extensive history nor
does it offer adequate staff with redundant knowledge. Although GreenFactor is
proposing to deploy the LADOT ATCS system, LADOT would not support the City
during the deployment and or during the warranty period. The only support would be
GreenFactor. With little history and scarcity of staff, it was determined that the City
would be risking the success of deployment in the event GreenFactor ceased to
exist or its limited staff was unavailable for unforeseen reasons.
Kimley-Horn Associates
Similar to Siemens and Transcore, Kimley-Horn Associates (KHA) proposed to
utilize the Bi-Trans 233 firmware on the City’s existing local traffic controllers. Unlike
Transcore, and Siemens, KHA would not require additional software development to
transition from the City’s existing firmware to the newly proposed firmware. KHA has
deployments in Miami and Tennessee that were already tested, integrated and
proven the transition, thereby making the deployment of the KHA’s system (KITS)
the most efficient and least risky of all the proprietary systems. Furthermore, KHA’s
deployment would not require the change out of any of the existing controllers
whereas Siemens and Transcore would require the switch out of the existing Type
170SC controllers to Type 170E controllers. The difference between the competitors
and KHA is that KHA has a working relationship with McCain and through their
history KHA has already developed a firmware protocol that works with all 170 type
controllers giving them an edge in deployment schedule and minimizing the number City of Culver City, California
City Council Agenda Item Report
of tasks for integration. KHA’s overall cost for deployment was initially quoted at
$479,300, the third lowest of all received proposals.
Through the evaluation process, staff identified that the system functionality between
Siemens, Transcore and KHA are very similar and they all met the needs of the
City’s traffic control and monitoring specifications. Staff also was provided systems
by Siemens, Transcore and KHA for a period of 3 days to test the intuitiveness of
each system. Each of the three proprietary systems aforementioned demonstrated
similar intuitiveness. Each demonstrated strengths in some areas and weakness in
other areas. Overall, however, staff would rate each system to be equal in user
friendliness. Aside from the cost differences, staff placed importance on the
deployment success so that the system can begin to alleviate maintenance tasks
and identify travel improvements within the City. One area imperative to a
successful deployment is the software development. KHA was the only consultant
to provide a proposal that did not require additional software development and/or
controller change-out.
Staff recommends KHA’s KITS for deployment. Prior to approaching the City
Council for approval of an award of a contract with KHA, staff negotiated with KHA to
identify areas that were not detailed to the level of staff’s comfort. The final
negotiations deleted the purchase of equipment for the Bus Rapid Transit (BRT)
route along Sepulveda Boulevard and deleted certain hardware purchases. The
cost to implement the BRT route would be covered by Metro after the installation
and integration of the City’s TCS. Final negotiations with KHA also included 2
additional years of warranty and support. The final negotiated cost of deployment is
$473,516. KHA’s original proposal and the supplemental negotiations are attached
to this report as Attachment 2.
FISCAL ANALYSIS
The total budget for this project is $2,036,100. There are four funding sources for
this project: 1) Grants Capital (73% of total funding), 2) Special Gas Tax (11% of
total funding), 3) Developer Mitigation funds (9% of total funding), and 4) General
Fund Capital (7% of total funding). Through the first quarter of FY 2008-09 (i.e.
September 30
th
), approximately $554,000 have been expended. There are sufficient
funds in the adopted 2008/09 Capital Improvement Budget from the various funding
sources to pay for the proposed work.
ATTACHMENTS
1. Staff’s Traffic Control System Official Evaluation Summary City of Culver City, California
City Council Agenda Item Report
2. Kimley-Horn Associates Original Proposal and Subsequent Supplement to Original
Proposal (Basis for Contract)
MOTIONS:
That the City Council:
1) Approve a professional services agreement with Kimley-Horn Associates for a not-
to-exceed amount of $473,516 for the installation of a Citywide Traffic Control
System (KITS); and,
2) Authorize the inclusion of a provision in the professional services agreement to pay
for additional communication infrastructure fixes for a not-to-exceed amount of
$100,000; and,
3) Authorize the Director of Public Works/City Engineer to approve change orders in
an amount not to exceed $57,352 (10% of contract including the additional
$100,000 for communication infrastructure fixes); and
4) Authorize the City Attorney to review/prepare the necessary documents; and,
5) Authorize the City Manager to execute such documents on behalf of the City.