Advanced Transportation and Congestion Management Technologies Deployment Initiative (ATCMTD) - Southern Nevada Smart Transportation Project

2 Project Narrative

Today's mobility solutions must be flexible and dynamic. They need to expand our existing infrastructure beyond its original design intentions, and, most importantly, use data and technology to bring forth positive change to all people's lives.

The transportation industry is beginning its critical transition from emphasizing large-scale infrastructure capacity to using technology as a smaller, but impactful, urban catalyst to increase return on investment and sustainability. The Regional Transportation Commission of Southern Nevada (RTC) will be the incubator of smart and resourceful solutions that are customer-focused and community-oriented.

The proposed Southern Nevada Smart Transportation Project will make this happen.

• Our Common Data Exchange will enable us to act on real-time data, measure the results, and quickly adjust as needed;
• Our Connected Vehicle Applications will improve safety for all travelers, and in particular, the most vulnerable road users; and
• Our Universal Fare Payment and Multimodal Trip Planning technology will improve the appeal and efficiency of all modes of our transportation system.

The RTC's track record in deploying technology to achieve established goals and the attributes of partnership and collaboration that have embodied the RTC's relationship with its stakeholders are reflected in the collective optimism and excitement to deliver the Southern Nevada Smart Transportation project.

The RTC proposes a four-year project that includes a Common Data Exchange that will aggregate, normalize, analyze, generate, distribute, and enable response to real time data from a range of public/private sources to help solve specific safety, mobility, and accessibility challenges. The Common Data Exchange will include an Archive Data Store to make data available for planning and analysis for public agencies, and can be shared with the private sector to develop future solutions and measure the success of deployed technologies.

The tools will better enable the RTC to address pressing mobility and safety issues presented by Southern Nevada's fast-paced growth, as well as address immediate needs to improve pedestrian safety and accept cash for transit payment. In years one and two of the project, the deployment will include Battelle's Enhanced Pedestrian Crosswalk (E-PCW) Connected Vehicle (CV) application to address issues of pedestrian safety.

In addition, the RTC will work with Masabi, a firm at the forefront of the shift away from the cost and hassle of handling cash and issuing physical ticket media, to tailor and deploy their JustRide fare collection platform to provide universal fare payment and multi-modal trip planning from a hand-held device. Data from these deployments will be shared with the Common Data Exchange for use in years three and four of the project.

The deployment of the E-PCW CV application and On-board Diagnostic (OBD) modules on 500 RTC and stakeholder fleet vehicles corresponds with the anticipated passage of NHTSA's December 13, 2016 proposed rule that would require vehicle to vehicle (V2V communications on all new light vehicles starting in model year 2021). The RTC's proposed Common Data Exchange will be used to gain insights on mobility and safety needs during 2019-2021, assisting the RTC to better plan for this change (large-scale adoption of connected vehicles).

To ensure long-term success, the RTC will codify and develop stakeholder agreements necessary for the successful operation, maintenance, and funding of the Southern Nevada Smart Transportation Project beyond the Advanced Transportation and Congestion Management Technologies Deployment (ATCMTD) grant. The RTC will also prepare Section 508-compliant annual interim reports and a final report for FHWA to publish describing how the project met program objectives and lessons learned for other considering implementation of similar solutions.

2.1 Project Description

The project description section follows the requested organization of topics as outlined in FHWA's Notice of Funding Opportunity (NOFO) No. 693JJ317NF0001.

2.1.1 Introduction (and Visions, Goals and Objectives)

Las Vegas and many other cities around the world share the common traffic challenges of capacity and congestion. One simple way of easing congestion is to increase capacity but this is an incredibly expensive and inefficient use of taxpayer dollars - $6 million per mile in Southern Nevada. With the limited funds available, attempts are made by the RTC to optimize the performance of the entire surface transportation system using a range of traditional methods and technologies. One such traditional technology currently used by the RTC to manage mobility along arterial is their ATMS.now traffic signal system software.

While Transportation Management Centers (TMCs) like the RTC FAST TMC can focus on relieving congestion along specific major corridors, the "holy grail" is to optimize the entire roadway system to maximize utilization. In the past, the idea of perfect traffic management or optimizing infrastructure utilization across an entire roadway system seemed unattainable. Today, the promise of connected and autonomous vehicles and the data they generate suggest that in the near future such a goal may be achievable.

Given the promise of new technologies, the question remains: what exactly is needed to enable perfect traffic management? We can look at success in other industries to provide some insight here. A data communication network is a good example of such a complex system, where bursts of data can be unpredictable and very sensitive to delay. Origin and destination are chosen by the end devices but the path is managed by switches and routers. This is still not quite the same as roadway system and its self-determining users but it's worth noting that to be able to control water or data you need to know where it is and where it needs to be. Why is this important? Beyond achieving perfect traffic management, origin-destination (O-D) data has the potential to enable a huge range of tools for use by the RTC.

As illustrated in Figure 1 (see page 6), the Southern Nevada Smart Transportation Project will deploy a Common Data Exchange that will be used to aggregate and disseminate data from existing and new public and private transportation assets to gain insights for enhancing safety, mobility, and accessibility. The project will also address the RTC's immediate needs of pedestrian safety and enhancing personal mobility by deploying and universal fare payment and multi-modal trip planning.

2.1.2 Host Agency

The RTC is a regional entity that oversees the following significant components of ground transportation in Southern Nevada: public transportation, traffic management, roadway design and construction funding, and transportation planning. The original regional agency began as the result of a state statute in 1965, and in 1981 the RTC became the home to the region's metropolitan planning organization. In 1983, state legislation deemed the RTC capable of owning and operating a public mass transit system that today carries more than 66 million riders per year and expands as needed with careful planning to better serve the Las Vegas Valley. In 2004, the Freeway and Arterial System of Transportation (FAST) was officially formed, combining the operation and maintenance of the freeway and signalized arterial systems. During the past few years, the RTC led the efforts associated with Southern Nevada Strong and has been a key partner with the Nevada Center for Advanced Mobility (NCAM).

The RTC's FAST TMC is responsible for coordinating approximately 1,400 traffic signals in Southern Nevada. Eighty percent of these signals are in the City of Las Vegas and Clark County, and the remaining 20 percent are in the cities of Henderson and North Las Vegas. The RTC also operates 39 routes which carried over 66 million passengers in 2015, as well as paratransit services.

A key to successfully delivering the Southern Nevada Smart Transportation Project is building upon the long-term institutional and personal relationships that exist. The RTC actively collaborates with its key stakeholders – the Cities of Las Vegas, Henderson, and North Las Vegas, Clark County, the Nevada Department of Transportation (NDOT), and Nevada Center for Advanced Mobility NCAM.

2.1.3 Geographic Area

The RTC is a collaboration of state and local entities, as shown on the accompanying map. The Common Data Exchange, the universal fare payment and multi-modal trip planning needs of our proposed deployments will be implemented throughout the urbanized area in Figure 2. The Pedestrian Safety / CV application will be implemented across:

• 160 intersections in the City of Henderson
• Nine mid-block and unsignalized intersections along Boulder Highway between the Cities of Las Vegas and Henderson
• 30 intersections along Flamingo Road between Ft. Apache Road and Nellis Blvd. in Clark County
• The Connected Corridor at 24 intersections in downtown Las Vegas

2.1.4 Real World Issues and Challenges

As documented in the recently-adopted Access 2040 Regional Transportation Plan, Las Vegas population and visitor growth is increasing steadily, and construction for housing, commercial, entertainment, and resort facilities is fast-paced. Recent announcements of new professional sports franchises, venues, and transportation services have begun a new level of national and international influence for the region. This coming fall, the National Hockey League will debut its 31st franchise in Las Vegas. In 2020, the NFL's Raider franchise will begin play in Las Vegas, the new Resorts World Casino will open, and a $1.4 billion expansion of the Las Vegas Convention Center and Visitors Authority will be well underway. In addition, Southern Nevada hosts some of the largest conventions in the country, including the annual Consumer Electronics Show that sees 180,000 attendees adversely impact mobility and accessibility.

Because of this surge in residents and visitors, several key freeway segments have been seeing annual volume increases of five to eight percent per year since 2012, and this growth translates into increased volumes on the arterials. Many of the region's major arterial corridors, such as Flamingo Road, Rainbow Blvd., and Eastern Avenue provide coordinated traffic flow to cars, trucks, and transit with minimal stops and delays; however, the increased growth will eventually catch up if new technology is not leveraged.

The tremendous growth of the region and its impact on the transportation sector needs to be addressed in order to ensure safe and efficient movement of people and goods. The Southern Nevada Smart Transportation project proposed here includes elements that will meet the goals of Safer Roads, Fewer Delays, More Choices, and Better Roads.

Safer Roads

In such a densely populated and congested area that includes both many large roads and pedestrians, addressing pedestrian causalities and fatalities is of utmost importance. Pedestrian fatality data from NDOT shows that deaths have steadily increased from 41 in 2010 to 80 in 2016. In 2017, this trend is on pace to increase again. Most crashes involving pedestrians and bicyclists occur on wide arterials (e.g., seven lanes or more, with flat, comfortable alignment consistent with high speeds, posted speed limits of 45 mph or higher, and a high number of mid-block crossings). At the same time, pedestrian challenges are prominent at mid-block locations. According to USDOT, midblock locations account for more than 70 percent of pedestrian fatalities nationally. Boulder Highway experiences pedestrian incidents at several signalized and un-signalized intersections between the Cities of Las Vegas and Henderson. Addressing pedestrian safety along this road would benefit disadvantaged communities.

Better Roads

The RTC has a tremendous amount of real-time data that can be leveraged to sharpen its ability to improve mobility and safety, including:

• 160 City of Henderson intersections are being outfitted with Flir infrared pedestrian detectors, and 30 intersections in Clark County along Flamingo Road were outfitted with the Iteris VantageLive product
• ~ 1,400 traffic signals managed by ATMS.now and monitored at the FAST TMC
• Approximately 6 gigs of GPS data per day from the RTC bus fleet

None of the above-captioned data is currently being used effectively but has the potential to help make significant improvements in the transportation system. For example, the infrared pedestrian detectors and VantageLive video monitors provide data and insight into causes of incidents, and thus could help the RTC develop more effective strategies and solutions to reduce accidents and fatalities. In addition, the data from the bus fleet can be analyzed for insight into fleet management and operations, driver behavior, delays and congestion along routes, and provide information to inform scheduling, payment information, and predictive maintenance and planning, among other uses. While the current system does include both fixed and mobile assets (bus fleet) that are producing large amounts of information, the lack of data from other mobile transportation assets means the RTC only has a partial picture of what is occurring in the field.

In order to fully take advantage of the multiple data sets that are currently being produced and those that can be produced in the future, based on new technologies such as CV, a repository where all data can be collected, accessed, and shared is needed. In addition, the challenges of reading and collecting data across jurisdictions can be addressed with a Common Data Exchange. Cost efficiencies can be achieved by avoiding replication of data architecture and infrastructure across all areas in the RTC's region by:

• Using a single source of standardized data that can be commonly consumed by the RTC and multiple stakeholders
• Normalization of multiple data sources of the same data type

The RTC's goal is to seed the definition and implementation of hardware and software standards for the collection and dissemination of common data types across the RTC's region (while protecting security and privacy concerns). In doing so, the deployment of a Common Data Exchange will be designed to support current technologies that produce data, future smart infrastructure, CV and perhaps autonomous vehicles.

Fewer Delays / More Choices

Transit use continues to be an important component in Southern Nevada, but it can be enhanced with the deployment of multi-modal trip planning that combines real-time mode options, dynamic navigation and route information with streamlined fare payment. The Southern Nevada Smart Transportation Project's Common Data Exchange will use transit origin-destination (O-D) data to sync the RTC bus service with its recently launched downtown bikeshare program and other private sector services, such as the Las Vegas Monorail – both of which are popular modes of transport. The Las Vegas Bikeshare launched in October 2016 and by May 2017, celebrated its 10,000th ride with usage being approximately 2/3 resident and 1/3 tourist.

Another important feature of the effective multimodal operations is the ability for Las Vegas travelers to easily pay for their trips and have access to real-time information. Today's travelers are savvy and demanding, and are willing to use alternative modes of transportation if those modes are reliable and easy to use. Universal fare payment and multi-modal trip planning would allow RTC transit users to pay for bus fare, monorail fare, and bike share using a handheld device and plan for their best route of travel, thereby effectively improving the efficiency of the system for the passenger.

In 2015, 10.1% and 29.1% of Las Vegas residents were unbanked and underbanked respectively according to the Federal Deposit Insurance Corporation (FDIC). This is well above national average, and is increasing. This group tends to include lower-income households, less-educated households, younger households, black and Hispanic households, and working-age disabled households. As such, it is imperative that the RTC's universal fare payment solution include a method to accept cash or equivalent payments in order to serve these communities.

2.1.5 Project Transportation Systems and Services

In the past three years, the RTC and its Southern Nevada Smart Transportation Project stakeholders have worked together to deploy cutting-edge technology as follows.

• Nexar's CityStream will digitize the public domain by providing street level car-sourced information in real-time, including congestion, traffic patterns, infrastructure defects, road hazards, and collision instances in Southern Nevada
• In January 2017, the City of Las Vegas, RTC and Keolis demonstrated a fully autonomous shuttle on a public street. This summer, this project will expand to operate through three signalized intersections using DSRC connectivity.
• In late 2016, Audi launched its countdown to green project in which data from the regions' traffic signals is reported to drivers in real-time on their dashboard.
• The FAST TMC dashboard retrieves, archives, evaluates, and reports upon freeway and arterial data. It received USDOT Secretary Anthony Foxx's Data Innovation Challenge Award in 2014.

These examples offer strong evidence of the RTC and its stakeholders' collaborative spirit and partnership to deliver cutting edge advanced technologies with an eye on improving safety and enhancing mobility. Selection of the Southern Nevada Transportation Project for funding through an ATCMTD Grant will allow the RTC to deliver additional services and benefits of advanced technology to Southern Nevada, and to demonstrate what it takes to share lessons learned with the rest of the country.

Figure 3 illustrates how technology will be applied in the Southern Nevada Smart Transportation project. The project will leverage existing relationships with Flir, Iteris, Switch, Masabi and TransitApp and their products, which have been deployed for the RTC and its stakeholders. Battelle's E-PCW CV application uses Flir's infrared pedestrian detectors minimizing deployment risk because this hardware is already being used across the region. Technology is changing quickly, and during the time between the ATCMTD grant submittal, award, and project startup, new credible opportunities and partners may present themselves. A key first step of the project, the development of the Concept of Operations, is expected to validate most of our concepts in this application and address any unforeseen changes in technologies.

Strategies planned to address pedestrian safety / CV, the Common Data Exchange, and Universal Fare Collection and Multi-modal Trip Planning are summarized below.

Pedestrian Safety / CV

The Enhanced – Pedestrian in Crosswalk Warning (E-PCW) CV application will be deployed to address pedestrian safety at nine un-signalized and midblock crosswalk locations along Boulder Highway and at 160 City of Henderson signalized intersections. The E-PCW CV application will provide graphical and audible alerts to drivers when pedestrians are detected in roadway crossings and are in harms way. E-PCW expands the 2013 USDOT Safety Pilot Model Deployment project implementation of PCW by expanding the CV Application functionality to include un-signalized and mid-block crosswalks, coverage for all intersection movements, integration with the vehicles' turn signals, and graphical and audible alerts using human factors design guidance developed for NHTSA.

MZ / Satori will develop a Common Data Exchange that will be used to generate, collect, aggregate, normalize, analyze, distribute, and respond to real time data from a range of public/private sources to help solve specific safety, mobility and accessibility challenges. The MZ / Satori Live Data Platform is a cloudbased, data platform built for connecting, processing, and reacting to streaming live data with practical applications across many Internet of Things (IOT), Smart City, CV, logistics, and transportation/fleet management use cases; anywhere interaction, correlation, and response to any event must be immediate without concern for throughput, scale, or latency and without a need for provisioning additional HW (on premise) or Cloud infrastructure (IaaS).

The following key features make the platform ideal to facilitate the Common Data Exchange for the Southern Nevada Smart Transportation Project:

• Transport Layer, a publish/subscribe messaging service provides ultrafast, low latency, scalable access to public/open channel data and closed/ private channel data
• Data Fusion / Normalization / Enablement Aggregation, Consolidation, Transformation, Filtering of multiple data sources (e.g., sensors, traffic cameras, vehicles)
• Embedded/Custom Logic data and development services that include:
  • The ability to access static and dynamic data from any database
  • The ability to store entire data sets in any format. No schema required.
  • A COTS framework that automates the on-boarding and aggregation of multiple data sources
  • A storage layer for archival purposes that is defined by usage/compliance, data architecture and performance/access requirements
  • SQL querying
  • The ability to apply different storage tiers depending on data type (e.g., high relevance/ importance vs static) and use as needed to optimize systems/access.
  • Capture location of services with less than one second latency with total updates in the area of hundreds of millions of messages per second and support of millions of tracked sources
  • Analytics and reports to measure ROI of investment
  • An application template with the following functionality: real-time vehicle occupancy, arrival notification and in-journey notifications for distance and alerts to destination for ease and comfort for user journey. Support for variable pricing for transportation based on RTC defined rules (e.g., up/down based on events)
  • Support for real-time, on-demand dynamic routing for transportation services as defined by the RTC
  • Network learning and optimization by providing, for example, spatial anomalies, delay anomalies

Universal Fare Collection and Multi-Modal Trip Planning

Masabi's JustRide fare collection platform will be integrated with the RTC's official smartphone app, rideRTC, to provide universal fare collection and multi-modal trip planning. Developed by Masabi, the rideRTC app enables patrons to find a bus and buy transit passes on a smartphone. Masabi will be supported by TransitApp to bring this to fruition.

Masabi's JustRide fare collection platform allows passengers to buy and display tickets on their phone. Just Ride means passengers never have to carry cash or wait in line to buy a ticket. Mobile ticketing will help the RTC streamline fare collection, validation and management, and improve operations while adding near infinite sales capacity with minimal capital expenditure. Their JustRide fare collection platform is live in over 25 transit authorities in the world, including:

• Boston, MA where the Massachusetts Bay Transportation Authority (MBTA) mTicket app was the first US mobile ticketing deployed in 2012. It currently sells 60% of its single-ride commuter rail tickets.
• New York, NY where the New York City Metropolitan Transit Authority (MTA) eTix mobile ticketing app was deployed in the summer of 2016, and by October already accounted for 8% of total ticket sales
• New Orleans where the GoMobile app is available city-wide across RTA services

Table 2 (see page 13) summarizes how the proposed transportation systems and services will advance the goals of the ATCMTD initiative.

2.1.6 Deployment and Integration Plan

The RTC will develop a Deployment and Integration Plan that will describe the method and timing of the approved Task 4 System Architecture and Design document. The plan will detail a logical deployment of the Common Data Exchange, pedestrian safety/CV and universal fare payment and multi-modal optimized trip planning initiatives. The plans are anticipated to include, at a minimum, the following elements.

Table 1. Key Deployment and Integration Plan Features

Southern Nevada Smart Transportation Project Initiative	Deployment Plan Elements
Common Data Exchange	Fall-back plan in the event integration of data sources adversely impacts interfaces with other existing systems as needed Integration of the Satori Live Data Platform
Pedestrian Safety/CV	Procurement, installation, and testing of On-Board (OBU) and Roadside (RSU) DSRC Units FHWA Certification of RSU's Integration with the Security Credential Management System Traffic signal cabinet installation drawings that detail equipment and equipment rack configurations as needed to obtain Signal Phase & Timing (SPaT) for E-PCW Fleet driver training Integration of E-PCW CV application
Universal Fare Payment and Multi-modal Optimized Trip Planning	Patron outreach Cut-over plan from the RTC's official smartphone app, rideRTC, to Masabi's JustRide fare collection platform that will be integrated with rideRTC Fall-back plan in the event deployment and integration does not go well
Common to all Three Initiative	Organization or individual responsible for the installation A list of key staff and their contact information Pre-requisites, dependencies, potential operational impacts, and actions that minimize impacts Risk identification and implementation of mitigation measures Temporary configurations if necessary Specific software and hardware installation procedures along with configuration settings Adherence with RTC and project stakeholder IT network integration and security policies Deployment and integrations schedule and listed activities System Acceptance Testing "Burn-in" Period "Go Live"

Table 2. Southern Nevada Smart Transportation Project Meets ATCMTD Goals

ATCMTD Initiative Goals	Mechanism to Achieve ATCMTD Initiative Goals
Reduced costs and improved return on investments, including through the enhanced use of existing transportation capacity	Before and after evaluations will be undertaken of RTC's fare collection operating costs to document the improved return on investment anticipated by implementing Masabi's JustRide fare collection platform
Delivery of environmental benefits that alleviate congestion and streamline traffic flow	Increased efficiency reduces pollution. Universal fare payment and trip planning will make RTC transit use more appealing and efficient. When coupled with the current and aforementioned population growth and new business, RTC transit will become a more viable option to the single-occupant vehicle.
Measurement and improvement of the operational performance of the applicable transportation networks	Before and after evaluations will be undertaken of insights gained from the Common Data Exchange and improvements implemented to FAST system performance and mobility during project years 3 and 4
Reduction in the number and severity of traffic crashes and an increase in driver, passenger, and pedestrian safety	The RTC's technology partners WayCare and Nexar are deploying products in Southern Nevada that will provide predictive analytics for use in further reducing the number and severity of crashes. The deployment of the E-PCW and CV Applications as well as innovative applications of Bosch and Quanargy pedestrian technology will be emphasized, particularly in vulnerable neighborhoods.
Collection, dissemination, and use of real-time transportation-related information to improve mobility, reduce congestion, and provide for more efficient and accessible transportation, including access to safe, reliable, and affordable connections to employment, education, healthcare, freight facilities, and other services	Response to real-time data will strongly emphasize safety and improved mobility and accessibility. Along corridors and in areas with disadvantaged communities, trending analytics will clearly identify opportunities to improve these metrics.
Monitoring transportation assets to improve infrastructure management, reduce maintenance costs, prioritize investment decisions, and ensure a state of good repair	FAST and its partner agencies have developed automated notifications about potential signal detection problems. The archiving, evaluation, and reporting of increased amounts of high resolution data from fixed and mobile sources will improve the ability to identify infrastructure repair and maintenance needs.
Delivery of economic benefits by reducing delays, improving system performance and throughput, and providing for efficient and reliable movement of people, goods, and services	Las Vegas growth is occurring at a rapid pace in terms of population and visitors. Improved system efficiency and expanded multi-modal trip planning and fare payment will allow the physical infrastructure to provide economic benefits at a high level. Tracking of such benefits in disadvantaged neighborhoods will be emphasized.
Accelerated deployment of vehicle-to-vehicle, vehicle-to-infrastructure, and automated vehicle applications, plus autonomous vehicles and other advanced technologies	Pilot and proof-of-concept deployments are under development or have occurred across all three of the proposal categories. Acceleration at a higher than normal level is likely because we have already experienced and resolved many of the initial issues.
Integrate advanced technologies into transportation system management and operations	FAST, NDOT and the local entities have a multi-decade history of collaborating to deploy technology, and using the data to inform decision making and demonstrate benefits. An already well-functioning effort will be enhanced with increased data sources and greatly expanded analytics.
Demonstrate, quantify, and evaluate the impact of these advanced technologies, strategies, and applications toward improved safety, efficiency, and sustainable movement of people and goods	Evaluation of traffic operations is engrained into the culture of our project team members. These capabilities will be strongly emphasized in the evaluation of technology solutions to address pedestrian and bicycle crashes. Increased accessibility between disadvantaged neighborhoods and jobs / education will be prioritized.
Reproducibility of successful systems and services for technology and knowledge transfer to other locations facing similar challenges	Rely on the RTC's and project stakeholders' extensive experience in operating the surface street and public transportation systems in Southern Nevada. Follow and adhere to widely accepted national standards. Follow the industry-recognized and widely accepted system engineering process when developing system requirements. Develop concise, testable, and well-documented system and device requirements. Codify and provide definitive documentation of stakeholder agreements on concept, objectives, institutional, and financial arrangements necessary to successfully deploy and operate the Southern Nevada Smart Transportation Project beyond the funding of the ATCMTD grant. Develop annual interim reports and a final report that summarizes accomplishments, benefits, costs, and lessons learned for the FHWA that can be publicly shared

2.1.7 Regulatory, Legislative and Institutional Environment and Challenges

It is essential that wide stakeholder awareness and acceptance are garnered throughout the Southern Nevada Smart Transportation Project. RTC will ensure that all external and internal stakeholders are brought into the decision making and are informed about the progress of the project. The following Stakeholders are already represented on the RTC Board of Directors – the Cities of Henderson, Las Vegas, and North Las Vegas, and Clark County – ensuring that they will have visibility into the project from the beginning. The Nevada DOT is an ex-officio member of the Board. Collectively, these organizations lead by example and have instilled a regulatory, legislative and institutional environment that is one of
collaboration and partnership, which will serve the Smart Transportation Project well and can be extended to additional groups of stakeholders.

The Freeway and Arterial System of Transportation (FAST) was officially formed in 2004 to combine the operation and maintenance of the region's freeway and signalized arterial systems. For the past 13 years, the RTC and its stakeholders have worked together and shared funding to make FAST a regional model for success. That success has led to the collective use of technology to improve safety and enhance mobility.

2.1.8 Quantifiable System Performance Improvements

The RTC's experience, expertise, and desire to quantify performance improvements from the deployment of the Common Data Exchange is a key highlight of the Southern Nevada Smart Transportation Project. The following table describes performance quantification details.

Table 3. Approach to Quantifying System Performance Benefits

Quantifiable System Performance Benefits	Mechanism to Achieve Project Benefits
Reduced traffic-related fatalities and injuries	Collaboration already demonstrated between state, local, law enforcement
Reduced traffic congestion and improved travel time reliability	Technology, such as that from Nexar, is anticipated to improve performance
Reduced transportation-related emissions	Data analytics will provide high-resolution results.
Optimized multimodal system performance	RTC FAST and transit departments collaborate with their individual datasets to provide greater value.
Improved access to transportation alternatives, including for underserved populations	Priority for data analytics efforts will be given to disadvantaged travelers and neighborhoods.
Public access to real-time integrated traffic, transit, and multimodal transportation information to make informed travel decisions	Travel time, crash, and construction data displayed on 125 electronic signs throughout Southern Nevada.
Cost savings to transportation agencies, businesses, and the traveling public	Baseline and future analysis to focus on what performance is delivered, particularly in underserved areas.
Other benefits to transportation users and the general public	Safe and reliable performance in the face of increased recurring demand, reduced non-recurring incidents, and the effective management of special events

2.1.9 Quantifiable Safety, Mobility and Environmental Benefit Projections

The RTC's experience, expertise, and desire to quantify safety and mobility improvements from the deployment of E-PCW, the Common Data Exchange and Universal Fare Payment and Multi-modal Trip Planning is a key highlight of the Southern Nevada Smart Transportation Project. The following table describes safety and mobility quantification details. All benefits can be quantified spatially to provide extra focus for disadvantaged communities. Before and after analytics will be emphasized throughout the evaluation process.

Table 4. Approach to Quantifying Safety, Mobility, and Environmental Benefits

Quantifiable Safety, Mobility, and Environmental Benefits	Mechanism to Achieve Project Benefits
Reduced traffic-related fatalities and injuries	Reduced traffic-related fatalities and injuries
Reduced traffic congestion and improved travel time reliability	Reduced traffic congestion and improved travel time reliability
Reduced transportation-related emissions	Reduced transportation-related emissions
Optimized multimodal system performance	Optimized multimodal system performance
Improved access to transportation alternatives, including for underserved populations	Improved access to transportation alternatives, including for underserved populations
Public access to real-time integrated traffic, transit, and multimodal transportation information to make informed travel decisions	Public access to real-time integrated traffic, transit, and multimodal transportation information to make informed travel decisions
Cost savings to transportation agencies, businesses, and the traveling public	Cost savings to transportation agencies, businesses, and the traveling public
Other benefits to transportation users and the general public	Cost savings to transportation agencies, businesses, and the traveling public

2.1.10 Partnering Plan

The RTC views partner organization participation as a key component to the success. Expertise and roles for project partner organization are detailed in Table 5. Our private sector team contains a strong mix of established firms blended with innovative new start-ups.

Table 5. RTC Partners, Expertise, and Their Primary Project Roles

Organization	Expertise	Primary Project Role
RTC	Operations and Maintenance	Project management
MZ / Satori	Data Analytics	Common Data Exchange
Switch	Technology infrastructure ecosystem corporation whose core business is the design, construction and operation of the advanced data centers Founded in 2000, 500 employees in Las Vegas, with a digital exchange campus measures more that 2.3 million square feed housed in 12 buildings.	Technology and data hosting through the Microsoft Azure cloud service
BATTELLE	Industry leader in CV planning, design, deployment and application development, founded in 1929, 22,000 employees	System engineering lead for the Pedestrian Safety / CV initiative Tailoring and deployment of the E-PCW CV Application to address current pedestrian safety needs System engineering lead for the Common Data Exchange
Atkins	Transportation operations and performance, founded in 1938, offices in 28 countries, 18,000 employees	MOE plans for Pedestrian Safety / CV, Common Data Exchange and Universal Fare Payment / Trip Planning initiatives
Masabi	Founded in 2001, the global leader in mobile ticketing for transportation who help make city transport smarter by simplifying ticketing, validation and management for transport authorities and operators around the globe, enabling passengers to use what they have in their pocket to travel.	Tailoring and deployment of the JustRide fare collection platform
Transit (app)	Public transit app and mapping service App is functional across 125 cities throughout the world Real-time data is provided and the service is compatible with bike share, Uber, and Car2Go.	Multi-modal trip planning

Existing relationships with Flir, Iteris, Switch, Masabi and TransitApp and their products which have been deployed for the RTC and its stakeholders will be leveraged. Battelle's E-PCW CV application uses Flir's infrared pedestrian detectors which will minimize deployment risk. This approach does not, however, preclude the RTC from making minor changes. Technology is changing quickly, and during the time between the ATCMTD grant submittal, award, and project startup, new credible opportunities and partners may present themselves. A key first step of the project, the development of the Concept of Operations, is expected to validate most of our concepts in this application and address any unforeseen changes in technologies.

Existing contracts are in place with Battelle, Atkins, Masabi, and Transit (app) for work similar to what is being proposed in this application. Local and state agencies are working with Switch to enhance regional data storage and retrieval opportunities. Interlocal agreements between FAST, the local agencies, and NDOT have been in place for more than a decade. These relationships will enable the RTC to streamline the contracting process, allowing the RTC and its partners to commence the Southern Nevada Smart Transportation Project quickly, following the fully executed contract between the FHWA and the RTC. Getting out of the gate quickly with our work is a top priority.

Stakeholders whose day-to-day activities, goals and objectives, and policies could be affected by the project are summarized in Table 6. Reference source not found. Project roles are also listed.

Table 6. Summary of Key Stakeholders and Their Project Roles

Stakeholder	Project Role
City of Henderson City of Las Vegas Clark County Nevada DOT	Provision of fleet vehicles with On-Board Units and OBD-II modules for CV Deployment of Roadside Units to support E-PCW and CV Stakeholder review of the ConOps, SyRS, and System Architecture and Design; MOE, Data Management, O&M and Deployment Plans for the Pedestrian Safety / CV and Common Data Exchange Development of Project Sustainability Agreements with RTC
NCAM	Stakeholder review of the ConOps; SyRS; System Architecture and Design, O&M Plan; MOE, Data Management, O&M and Deployment Plans for the Pedestrian Safety / Connected Vehicle, Common Data Exchange Needs and Universal Fare Payment Needs Collaboration between the RTC, other project stakeholders, and the project's technology providers

The GENIVI Alliance – HARMAN International, Hortonworks, Jaguar Land Rover and Volvo Cars – is deploying a pilot project in downtown Las Vegas aimed at addressing the city's top priorities of pedestrian safety and traffic flow, and has agreed to participate as a project Stakeholder. The objective of the pilot program, which concludes in January 2018, is to deliver information to the driver regarding road conditions and other road users including pedestrians, thereby creating a safer and more connected transportation network benefiting all road users in Las Vegas. 100 vehicles will participate in the project. The RTC, City of Las Vegas, NDOT, NCAM, and the University of Nevada Las Vegas are pilot partners. Pilot goals include:

• Increasing awareness of pedestrians and bus stop safety along with improving traffic flow
• Understanding in-vehicle messaging of roadway conditions and impacts on driver behavior
• Defining a method to collect and utilize data for future infrastructure planning
• Deployment of an open software standard for vehicle-to-city (Las Vegas) communication
• Develop a vehicle-to-city communication approach that multiple cities can use

The RTC team will engage Southern Nevada Smart Transportation Project stakeholders early and often. By doing so, any drawbacks, risks, concerns, and stakeholder issues will be identified early in the project and addressed in a thoughtful and meaningful manner.

2.1.11 Leveraging and Optimizing Existing Technology Investments

The RTC and its project stakeholders will leverage and optimize the following technology investments they have collectively made to date.

Table 7. Existing Technology to be Leveraged

Agency	Existing Technology to be Leveraged	Method of Optimization
RTC	ATMS.now, the FAST arterial and freeway management system	Continue to work with TrafficWare to develop, test, and deploy connected vehicle enhancements.
NDOT	ITS investments	Enhance safety on freeways and reliable traffic flow.
City of Henderson	FLIR TrafiSense BPL 390 thermal imaging pedestrian detection, which is being deployed at 170 signalized intersections The FLIR Data Aggregator City fleet vehicles	The E-PCW CV application will leverage the ongoing deployment of pedestrian detection (to be completed in two years) Incorporate data into the analytics being provided by this project. Deploy onboard units to communicate with other technology
City of Las Vegas	Las Vegas – GENIVI Pilot, where 100 vehicles will be outfitted with technology	Vehicle and field deployment
Clark County	Iteris VantageLive, which has been deployed at 30 intersection on Flamingo Avenue Dedicated short range communication demonstrations	Bicycle detection made available from the VantageLive product that will support a new CV application for bicycle safety Expand upon pilot demonstration to make these efforts permanent

2.1.12 Project Schedule and Detailed Scope of Work

Table 8 (see page 18) sets forth a proposed schedule and deliverables. Both will be updated as part of developing the Project Management Plan (PMP) at the outset of the project. The Pedestrian Safety / CV, Common Data Exchange and Universal Fare Payment / Multi-modal Trip Planning needs will be deployed and operational within 24-months of a Project Kick-off meeting. Project highlights in Years 3 and 4 will see the RTC collaboratively work with their key Stakeholders to:

• Use the Common Data Exchange to develop insights to improve operations and maintenance of 10 areas of the FAST arterial network and public transit system as previously noted in Figure 1
• Codify and provide definitive documentation of stakeholder agreements on concept, objective, institutional, and financial arrangements necessary for the successful deployment and operation of the Southern Nevada Smart Transportation Project beyond the funding of the ATCMTD grant

Table 8. Proposed Project Schedule and Deliverables

Task	Deliverable	Approximate Weeks from Award			Section 508 Compliant
		Pedestrian Safety / Connected Vehicles	Common Data Exchange	Universal Fare Payment / Multi-modal Trip Planning
1	Project Kick-off Meeting Minutes	4			No
	Draft Project Management Plan	6			No
	Final Project Management Plan	8			No
	Monthly Progress Report	Monthly			No
2	Draft Concept of Operations	20	20	20	No
	Final Concept of Operations	24	24	24	Yes
3	Draft System Requirement Specification	32	32	32	No
	Final System Requirement Specification	36	36	36	Yes
4	Draft System Architecture and Design Document	40	40	40	No
	Final System Architecture and Design Document	44	44	44	Yes
5	Draft MOE Plan	48	48	48	No
	Final MOE Plan	52	52	52	Yes
6	Draft Data Management Plan	56	56	56	No
	Final Data Management Plan	60	60	60	Yes
7	Draft O&M Plan	64	64	64	No
	Final O&M Plan	68	68	68	Yes
8	Integration Unit Testing and Documentation	76	76	76	No
	E-PCW CV Application	88	n/a	n/a	No
	Speed Harmonization CV Application	88	n/a	n/a	No
	Live Data Exchange	n/a		n/a	No
	Archived Data Store	n/a		n/a
	Universal Fare Payment App	n/a	n/a		No
9	Draft Deployment Plan	88	88	88	No
	Final Deployment Plan	91	91	91	Yes
10	Acceptance Test Plan Results	104	104	104	No
11	Approved FCC Project License	68	n/a	n/a	No
12	Installation Plans for Vehicle Types	68	n/a	n/a	No
13	Draft HMI Graphics/Audible Alerts	80	n/a	n/a	No
	Final HMI Graphics/Audible Alerts	80	n/a	n/a	No
14	Evaluation Reports	208	208	208	No
15	Partnership Status Summary	182			No
16	Annual Interim Report	52			Yes
	Annual Interim Report	104			Yes
	Annual Interim Report	156			Yes
	Final Report	208			Yes

A time-phased schedule will be included with the PMP. It will be updated monthly and articulate, at a minimum, key activities at three levels of the Work Breakdown Structure: work activity name, start and end dates, name of the individual with primary responsibility for accomplishing the work, dependencies, deliverables, and milestones resulting from the work activity sufficient to identify the ConOps critical path to completion. The schedule will have resources allocated to each work element so that earned value project management can be conducted for the remainder of the project. The schedule will include FHWA review time of deliverables when appropriate.

The principle schedule risks to the Southern Nevada Smart Transportation Project include the threat of scope creep and expanding the ConOps to include additional applications. If this is the case, the size and complexity of the ConOps will create a schedule and budget problem. The RTC Project Team will work closely with project stakeholders and the device manufacturers to plan and design to budget.

Table 9 details the individual scope of work (SOW) tasks to be undertaken for each Southern Nevada Smart Transportation Project Need. The RTC's approach to quality, rigor, and consistency needed to successfully complete the Southern Nevada Smart Transportation Project detailed SOW is rooted in the system engineering process. It is also reflected in our team's initial understanding of primary considerations and challenges that will be faced to successfully complete each of the project's SOW tasks. A detailed overview of each task with unique insights from the RTC project team is set forth in the remainder of this section.

Table 9. Scope of Work Summary

No.	Scope of Work Task	Southern Nevada Smart Transportation
		Pedestrian Safety / Connected Vehicle	Common Data Exchange	Universal Fare Payment / Multi-Modal Trip Planning
1	Project Management	X	X	X
2	Concept of Operations	X	X	X
3	Systems Requirements Specification	X	X	X
4	System Architecture and Design Document	X	X	X
5	Measures of Effectiveness Plan	X	X	X
6	Data Management Plan	X	X	X
7	Operations and Maintenance Plan	X		X
8	Software Development	X	X	X
9	Deployment	X	X	X
10	Integration and Acceptance Testing	X	X	X
	GO LIVE		X	X
11	FCC Licensing	X
12	Design of Vehicle Outfitting (for CV)	X
13	Updates to CV Application Graphics and Audible Alerts	X
	GO LIVE	X
14	Common Data Exchange and Insights		X
15	Sustainability	X	X	X
16	Reporting	X	X	X

Task 1: Program Management

The RTC's approach to project management is patterned after the Project Management Life Cycle outlined by the Project Management Institute. The RTC will:

1. Attend a Project Kick-off Meeting in Washington DC to discuss the FHWA Contracting Officer Representatives' requirements and expectations with our Team's key staff.
2. Develop a draft PMP for review by the FHWA's Project Manager and Contract Office Representative, address comments, and submit a final PMP. The final PMP will a) reflect input from the Kick-off Meeting, FHWA comments, and refinements to the proposed SOW in this proposal, b) baseline the projects agreed upon SOW and schedule, and c) be a living document that is based upon the Project Management Institute's Project Management Body of Knowledge standard ANSI/PMI 99-001-2008.
3. Hold a fortnightly conference call with the Redated (part of sentence) is Project Engineers, and key staff to a) review the monthly progress report, b) provide technical status on the tasks accomplished in the previous month, c) review planned activities for the upcoming months, d) discuss any technical issues or concerns that have arisen, along with any proposed resolution of any issues or concerns, and e) review project progress and the Critical Path Method schedule.
4. Submit a Monthly Progress Report to FHWA. The report will serve to document the status of the project, summarize the work performed and planned, relate costs to deliverables, and formally raise any potential issues and possible solutions to the attention of the FHWA. The report will also provide performance metrics.
5. Hold a monthly conference call between the RTC and FHWA Project Managers, and the FHWA Southern Nevada Office to review the monthly progress report. This will ensure regular and open communications between the RTC and FHWA.

Task 2: Concept of Operations

A ConOps will serve as the foundation document that frames the overall Southern Nevada Smart Transportation Project and set the technical course for the project. It will convey a high-level view of the Pedestrian Safety, Common Data Exchange, and Universal Fare Collection / Multi-modal Trip Planning needs and supporting systems to be leveraged and/or developed. Separate ConOps will be developed for each need. Each ConOps will:

• Describe the holistic, integrated solution to be deployed.
• Describe how operational practice should be altered, based on the introduction of new technology.
• Among other elements, the ConOps will include a set of proposed high-priority "needs" through structured stakeholder interaction, a context diagram, discussion of enhancements to operational practices, and use cases or scenarios.
• Require interaction with proposed stakeholders to ensure the full complement of intended applications can be achieved within the proposed budget and schedule, and to establish a deployment timeline and testing schedule to minimize risk and re-work.

Task 3: Systems Requirements Specification

A SyRS will be developed to define what the Pedestrian Safety / Connected Vehicle, Common Data Exchange and Universal Fare Collection / Multi-modal Trip Planning needs and supporting systems will do. Separate SyRSs will be developed for each need. Working with stakeholders, requirements will be elicited, analyzed, validated, documented, and baselined. Each SyRS will identify what the systems must accomplish, identify the subsystems, and define the functional and interface requirements among the subsystems. The role of each subsystem in supporting system-level performance requirements will be identified. Each SyRS will include:

• Functional Requirements, including communications, security, and safety requirements.
• Interface Requirements, including identification of relevant standards (where appropriate).
• Data Requirements, including data-sharing requirements.
• Performance Requirements, including system performance targets.
• Security Requirements, including limits to physical, functional, or data access, by authorized or unauthorized users.
• A review against budget and current functionality of the technology.

Our system requirements development process will include the following activities at sufficient detail to ensure completeness and rigor:

• Define System Functional Boundary
• Define Required Functions and Performance
• Define Implementation Strategy/Constraints
• Define Critical Performance Parameters
• Perform System Modeling as Needed
• Document System Requirements
• Analyze Integrity of System Requirements
• Conduct Requirements Review
• Establish Requirements Baseline
• Maintain System Specification
• Archive Project Documentation
• Support Quality Assurance Review/Audit

Task 4: System Architecture and Design Document

A Systems Architecture and Design Document will be developed that documents the architecture, design and standards to be used. The document describes:

• Enterprise Architecture that describes the relationships between organizations required to support the overall system architecture.
• Functional Architecture that describes abstract functional elements (processes) and their logical interactions (data flows) that satisfy the system requirements.
• Physical Architecture that describes physical objects (systems and devices) and their application objects as well as the high-level interfaces between those physical objects.
• Communications Architecture that describes the communications protocols between application objects.

The Common Data Exchange database will be designed to be efficient, flexible and scalable.

While the Southern Nevada Smart Transportation Project has its own unique users and benefits, the RTC plans to expand upon the existing NDOT ITS Architecture to the extent possible to minimize development costs and maximize interoperability, which is a major goal and intent of the USDOT ITS program. The RTC will use the Connected Vehicle Reference Implementation Architecture (CVRIA) to include detailed information to support development of a fully interoperable regional CV architecture. The CVRIA and the associated SET-IT software tool will be fully integrated into the NDOT Regional ITS Architecture and single comprehensive software toolset to support development of interoperable regional architectures, including complete ITS infrastructure and connected vehicle capabilities along with interface information needed for standards selection. This approach will enable the RTC to document interoperable ITS capabilities for the project, which would also be nationally extensible.

The System Design will be created based on the SyRS, including a high-level design that defines the overall framework for the system. Subsystems will be identified and decomposed further into components. Requirements will be allocated to the system components, then interfaces will be specified in detail. Detailed specifications will be created for the hardware and software components to be developed, and final product selections will be made for off-the-shelf components. The design will also be reviewed against budget and current functionality of the technology.

Task 5: Measures of Effectiveness (MOE) Plan

The RTC will develop a plan to quantify the effectiveness of the Southern Nevada Smart Transportation Project impact upon system performance, safety, mobility and environmental issues articulated in Sections 2.1.8 and 2.1.9 of the proposal. The MOE Plan will identify data collection and reporting methodologies. The plan will also document proposed hypotheses, as well as methodologies for collecting a) pre-demonstration data that can be used as a performance baseline, b) continuous data during the life of the demonstration to support performance monitoring and evaluation, and c) data that can be mined via the proposed Common Data Exchange for use in sharpening the RTC's O&M of Southern Nevada's surface street and public transportation system.

Task 6: Data Management Plan

The RTC will develop a Data Management Plan that will provide for preservation, access, and effective use of the data assets from the Southern Nevada Smart Transportation project. The Data Management Plan will describe how data across multiple project partners will be collected, managed, integrated, and disseminated from existing (e.g., FAST) and new systems (e.g., pedestrian safety and universal fare payment) to the proposed Common Data Exchange. Since this project will be implementing many new in-vehicle and predictive/preventative technologies, there will be new data domains and data elements that need to be understood and incorporated into the Data Management Plan.

The Data Management Plan will consist of the following components:

• Data Description. This will describe the data that the Project Partners plan to collect and share, and how the data will be used by the RTC, project stakeholders, and other entities to address corridor challenges. Examples of artefacts that will be produced include Information and Data Architectures, Data Dictionaries, Concept Diagrams, Data Flow Diagrams, and Use Case Documents.
• Data Retention Requirements and Policy. This will include an analysis of the data retention requirements to support the Common Data Exchange. For example, the retention period may only be a few days for the Common Data Exchange vs. a few years for the Archived Data Store. Further, there may be specific data domains and/or data elements that may have different retention requirements (e.g., video data, crash data, in-vehicle data).
• Data Security, Privacy, Access and Usage. This will address policies and practices that appropriately control access to the data and safeguard data, privacy, and physical assets.
• Institutional Agreements. This will contain the terms and conditions that will help to manage partnership agreements, data or information sharing agreements, and Project Partner specific policies, to preserve project data for future use. Examples of topics that will be addressed include Systems and Interface Agreements, Data Integrity and Quality Management practices, and Data Governance and Stewardship Councils.
• Policy and Practices for Re-use, Re-distribution and Derivative projects. The data management plan will articulate how the RTC will provide open, machine-readable data to the public— subject to applicable privacy, security and other safeguards—to fuel entrepreneurship and innovation to improve citizens' lives, create jobs, and spur economic development. To that end, the most appropriate licensing models will be considered including the Creative Commons license (CC-BY).
• Archival and Preservation. The plan will specify a data archival strategy and describe the approach for how and where the data from derivate works will be deposited for communication and historical retention purposes.
• Technology and Infrastructure Plan. The Data Management Plan will contain a comprehensive Technology and Infrastructure Plan that provides a current state assessment and a future state plan that accounts for the immediate project needs, as well as future growth. Existing data sources, storage, retrieval, transmission, and integration mechanisms will be analyzed and incorporated into a broader plan that will address aspects such as Current and Future Technology Assessment, Data Migration and Integration Needs, Configuration Management, Data Volume Management, and Vertical and Horizontal Scalability.

Lastly, in addition to the over-arching Data Management Plan, the RTC will also outline how baseline data and post deployment data will be collected and managed for evaluating the effectiveness of the project.

Task 7: Operations and Maintenance Plan

An operations and maintenance (O&M) plan will describe policies and high-level procedures governing the Southern Nevada Smart Transportation System Project during years 3 and 4 of the project, or once the various proposed systems "go live". Minimally, the O&M Plan would address:

• Activities described in the project's ConOps and any other activities needed to achieve the project's objectives
• Expiration of warranty, license agreements, outside agency and maintenance contracts for hardware, software, in-vehicle and roadside impacts (and approach to resolving identified issues) to evolving industry standards, namely IEEE 802.11, 1609.02 – 04, SAE J2735, NTCIP 1202, and RTCM 10403
• Leasing arrangements and a programmed budget for the Switch Data Center and use of the Microsoft Azure Cloud
• Expiration of warranty and maintenance contracts that support the Common Data Exchange
• A programmed budget and the upkeep of approvals for all wireless communication costs
• Upkeep of approved FCC licenses that support the projects CV deployment

Task 8: Software Development

Based upon the ConOps, SyRS, and System Architecture and Design deliverables, tailored enhancements and required updates to the following software will be undertaken:

• Machine Zone's Satori Live Data Platform to facilitate a Common Data Exchange
• Battelle's E-PCW CV application
• Masabi's JustRide fare collection platform An Interface Control Document will also be developed for the Common Data Exchange so that project stakeholders and independent third parties can access data to plan, evaluate, or build proposed components of the system that will work together.

Integration Unit Testing and Documentation will take place to ensure that individual components meet their specifications. Integration will confirm that all interfaces have been correctly implemented and that all requirements and constraints have been satisfied. System testing will verify that the developed system satisfies the system's requirements. The following elements are part of the testing and documentation protocol:

• Test descriptions include written descriptions of the individual verification and validation processes that will occur as part of the effort to ensure that the system was built correctly and that the correct system was built.
• Test cases will include a set of test inputs, execution conditions, and expected results developed for a particular objective, such as to exercise a particular path within a system or a software application or to verify compliance with a specific requirement or set of requirements.
• Test procedures specify how one verifies and validates that the component of the system undergoing integration functions as intended and as desired.
• Test data will include scripts used to execute software operations, data that must be entered by someone as part of the process of system verification and validation and its component integration, or a description of what system- generated data will flow through different components of the system to accomplish a system function.
• Test results are documents that describe the results of each test conducted.
• Unit testing and documentation will be scalable to the subsystem and component being tested

Task 9: Deployment Plan

A Deployment Plan will be developed to implement the elements set forth in Section 2.1.6 Deployment Plan of this proposal.

Task 10: Integration and Acceptance Testing

Upon the successful integration of the E-PCW CV application with the Southern Nevada Smart Transportation Project vehicle fleet and field infrastructure, System Acceptance Testing will be conducted per the plan set forth in Task 10. Completion of acceptance testing will result in a finished project.

Task 11: Obtain FCC Licensing

FCC licensing will be obtained for Roadside Unit locations as determined in Task 4: System Architecture and Design work to support the deployment of the Enhanced Pedestrian in Crosswalk and Speed Harmonization CV applications to improve pedestrian safety.

Task 12: Design Vehicle Outfitting

The Southern Nevada Smart Transportation Project will outfit 500 vehicles with On-board Units to support the E-PCW ad Speed Harmonization CV Applications, and OBD-II devices to obtain vehicular information to the Common Data Exchange. Battelle will conduct site visits with the City of Henderson, City of Las Vegas, Clark County, NDOT and RTC. Installation plans will be developed for each vehicle type (e.g., make and model) to be deployed on the 500 vehicles. Tooling and finishing materials will be specified, and a bulleted step-by-step installation plan will be set forth for the OBU, antenna, driver display, and electrical power connectivity. Supporting photographs will also be included. Because the fleet vehicle hardware has a range of interconnect requirements, custom cables will need to be designed and manufactured to connect the OBU, antenna, driver display and electrical power connectivity within each vehicle to achieve an outfitted vehicle that can support the project's CV software applications. Schematic drawings will be developed that will detail the design for each cable. Drawing will include:

• Name of the manufacturer
• The manufacturer part number
• Quantity
• Description
• Labeling requirements
• Cable length
• Connections requirements, including pin number, wire color, signal type
• Assembly instructions and notes
• Identity of signal being sent across each conductor or wire
• Supporting general notes

A short Factory Acceptance Test Plan will also be developed that details step-by-step procedures to ensure each vehicle has been properly outfitted. Each stakeholder – the Cities of Henderson, Las Vegas and North Las Vegas, Clark County, NDOT and the RTC – will be required to execute and pass the Test Plan prior to Battelle integrating the CV applications. This structured approach will simplify integration troubleshooting should deployment become problematic.

NHTSA issued a notice of proposed rulemaking which proposes the idea of requiring DSRC communication on all new light vehicles starting near 2021. If enacted, this rule would require DSRC radios on vehicles that may also enable a broad range of V2I applications, in addition to the V2V applications that those cars will have on board. The Southern Nevada Smart Transportation Project places the RTC and its Stakeholders in a strong position to advance and leverage the benefits of Connected Vehicle come 2021.

Task 13: Updates to CV Application Graphics and Audible Alerts

Battelle will leverage previously developed visual graphics and audible alerts for the E-PCW and Speed Harmonization CV applications used by the vehicle operators. The E-PCW graphics and alerts were exposed to a ground-up human factors assessment of user experience from the perspective of a driver. The analysis included evaluating the necessary available landscape, as well as the presentation of alerts and warnings, to include identification, ranking, and selection of the best visual presentation approach. Battelle will update the Speed Harmonization graphics and audible alerts to reflect NHTSA design guidance. A working session meeting with the project stakeholder vehicle drivers will be held to obtain their input into updating the alerts. Battelle will prepare a series of example alerts to facilitate discussion among the stakeholders.

Task 14. Common Data Exchange and Insights

The RTC will develop a comprehensive framework for deriving meaningful insights from the vast amounts of data that will be generated by the project. This project will implement and integrate several smart transportation technologies, including existing and new infrastructure-based systems with emerging in-vehicle and community-based systems. For example, the Nexar community based in-vehicle environment monitoring and crash-warning capabilities when combined with OBD-II on-board diagnostics and real-time traffic flow data can provide rich micro-level and macro-level data. Therefore, one of the key tasks will be to develop a sound analytical framework for both real-time and post-hoc analysis and decision-support for use by the Archive Data Exchange and Archive Data Store The following activities will be performed as part of this task:

• Identification and Implementation of Analytics Needs for the Core Project Capabilities. This task is critical to understanding the different Common Data Exchange and reporting that will serve as the information and intelligence foundation for the project. The outcome of this activity will lead to a clear documentation of operational scenarios, use cases, decision- support needs, and appropriate data/analyses, models, reports, and delivery mechanisms needed to fulfill those needs.
• Ongoing Opportunity Identification and Prioritization. This activity will focus on identifying and implementing use cases to harness project data on an ongoing basis. The primary source will be the Archived Data store occasionally combined with data from the Common Data Exchange and other external sources as needed. The data will be used to improve direct project-related models and analyses, as well as to identify new opportunities and use cases for the data. For example, the project will make available better Origin-Destination (O-D) data from the Universal Fare Payment system and generate new driver behavior data integrated with infrastructure, circumstantial, and environmental parameters. There will also be opportunities to integrate transportation data with other functions or services of public agencies (e.g., public safety, human services, public works) to improve their management and operations. Likewise, there will be opportunities to leverage other data for transportation operations. All such opportunities will be identified and prioritized on an ongoing basis for further research and implementation.
• Common Data Exchange Enablement Partnerships. One of the key goals of the project will be to make the data available for further research, development, and capitalization. The RTC will establish formal and informal partnerships with universities, research organizations, other public agencies, and local business and economic forums to further enable the use of the Archive Data Store project data for innovation, research, and development.
• Recommendations and Lessons Learned. The results of data analyses and studies will be widely published and used on an ongoing basis to further improve transportation system operations, transportation planning models, and for other public agency improvement efforts as appropriate. The data for derivative works will be stored such that its lineage can be traced back to the original data. The lessons learned from the project implementation will also serve as a knowledge base for further project expansion and for new smart transportation needs.

Task 15: Project Sustainability

The RTC will codify and provide definitive documentation of stakeholder agreements on concept, objective, institutional, and financial arrangements necessary for the successful deployment, operation and maintenance of the Southern Nevada Smart Transportation Project beyond the funding of the ATCMTD grant. Challenges include the different operating perspectives and perceived needs between facility owners and equipment providers, intellectual property concerns, confidentiality, data sharing, data sharing agreements, conflict resolution, and communication issues, among others. These challenges may all be addressed in clearly defined negotiation periods and processes. Cost recovery, communications, contact strategies, and clearly defined commitments all will play a role in the monitoring of agreements and partnership documentation.

Task 16: Reporting

Annual interim reports and a final report will be provided that summarizes accomplishments, benefits, costs, and lessons learned. This document will be developed for the FHWA to share publicly. The final report shall describe:

• Deployment costs (i.e., systems and unit costs) and operational costs (i.e., operations and maintenance costs) of the project compared to the benefits and cost savings the project provides.
• How the project addressed safety, mobility, and other challenges, and met the original expectations defined in the RTC's vision.
• Data on how the program improved safety, mobility and accessibility.
• Lessons learned and recommendations describing how the demonstration met the objectives identified by the USDOT for the ATCMTD grant program, and recommendations for other locations considering implementation of similar solutions.

2.1.13 Support for and Leveraging FHWA's ITS Program

RTC's proposal supports and leverages innovative technology needs set forth in the FHWA ITS 2015-2019 Strategic Plan.

Table 10. RTC Support for and Leveraging FHWA's ITS Program

FHWA ITS Strategic Plan Research Areas	RTC Support for and Leveraging FHWA' ITS Program
Accelerating Deployment	Build on existing efforts, share with other cities.
Connected Vehicles	Deployment of E-PCW at the City of Henderson traffic signals
Emerging Capabilities	Build on success of GENIVI project
Enterprise Data	An Enterprise Data Management need focused on enabling effective data capture from ITS-enabled technologies, including connected vehicles, mobile devices, and infrastructure for use by 1) the RTC to provide the perfect TMC, and 2) others to develop new applications that address RTC CV, transportation operations, transportation planning or other needs
Interoperability	Important for hardware, software, between entities

Staffing Description

2.2.1 Project Organization

Our team's framework contains a single lead organizational entity with clear programmatic control and identified single individuals responsible for overall Pedestrian Safety / CV, Common Data Exchange and Universal Fare Payment leadership. Our organization chart is shown below.

Redacted (15 lines of text)

2. Deliverables: Deliverables will undergo a "peer-type" independent technical review as part of the quality assurance process conducted prior to submittal to the Contracting Officer Representative for review and comment. The independent technical reviewers will perform a thorough review of each element of work for conformance to contractual requirements, design economy, suitability, maintainability, accuracy, completeness, errors and omissions, and compliance with design quality control checks.
3. Escalation Procedures for Issues and Problem Resolution:
4. Design to Budget:

2.2.2 Primary Point of Contact

Advanced Transportation and Congestion Management Technologies Deployment (ATCMTD) Initiative

Company Name	Regional Transportation Commission of Southern Nevada
Address	4615 West Sunset Road, Las Vegas, NV 89118
Primary Contact Name	Brian C. Hoeft, P.E.
Primary Contact Phone	(702) 432-5311
Primary Contact E-mail	hoeftb@rtcsnv.com