ATMS Functional Requirements and Specifications

LAS-ATMS-0001

ATMS Functional Requirementsand SpecificationsTask C Final Working Paper for Design ofSupport Systems for Advanced TrafficManagement SystemsContract Number DTFH61-92C-00073

March 1994

Prepared by:

Loral AeroSysATMS Consortium

7375 Executive PlaceSuite 101

Seabrook, MD 20706

ATMS Functional Requirementsand Specifications

LAS-ATMS-0001

TABLE OF CONTENTS

1.1 Approach .......................................................................................................... l-l1.2 Requirements Control and Configuration Management .................................. l-21.3 Design Highlights ............................................................................................ l-21.4 Document Organization ................................................................................... l-31.5 Applicable Documents ..................................................................................... l-3

SECTION 2

2.1

2.2

2.3

DESCRIPTION OF SUPPORT SYSTEMSCommunications .............................................................................................. 2-52.1.1 I/O Manager Subsystem Description ................................................ 2-52.1.2 Input Stream Processing Subsystem Description .............................. 2-72.1.3 Output Stream Processing Subsystem Description ........................... 2-9Monitoring ....................................................................................................... 2-102.2.1 Surveillance Image Processing Subsystem Description .................. 2- 112.2.2 Traffic and Environmental Monitoring Subsystem

Description ........................................................................................ 2-122.2.3 Vehicle Tracking Subsystem Description ......................................... 2-14Data Management ............................................................................................ 2-152.3.1 Data Validation Subsystem Description ........................................... 2-162.3.2 Document and File Management Subsystem Description ............... 2- 172.3.3 Inter-TMC Data Exchange Subsystem Description .......................... 2-182.3.4 TMC Database Management Subsystem Description ..................... 2- 19

2.4 Traffic Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22

2.5

2.4.12.4.22.4.32.2.4System Managemen2.5.1

Incident Management Subsystem Description .................................. 2-23Traffic Control Subsystem Description ............................................ 2-24Wide-Area Traffic Management Subsystem Description ................ 2-27Individual Vehicle Routing Description ........................................... 2-29

tt ......................................................................................... 2-30Automated Control Software DownloadingSubsystem Description ...................................................................... 2-31Configuration and Inventory ManagementSubsystem Description ...................................................................... 2-33Event Planning and Scheduling Subsystem Description ................. 2-34Maintenance Management Subsystem Description .......................... 2-35TMC Hardware and Software Monitoring Description ................... 2-37

SECTION 1INTRODUCTION

2.5.2

2.5.32.5.42.5.5

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Para2.6

2.7

3.13.2

3.3

3.43.53.63.7

PageAnalysis and Modeling .................................................................................... 2-382.6.1 ATMS Component Simulation Models Description.. ...................... .2-392.6.2 Dynamic Traffic Assignment Subsystem Description.. ................... .2-412.6.3 Historical Data Analysis Subsystem Description ............................. 2-432.6.4 Integrated Modeling Manager Subsystem Description.. .................. .2-452.6.5 Origin-Destination Processing Subsystem Description ................... .2-462.6.6 Signal and Control Optimization Models Subsystem

Description ........................................................................................ 2-472.6.7 Traffic Simulation Models Subsystem Description .......................... 2-49Common Services ............................................................................................ 2-5 1

SECTION 3SYSTEM LEVEL REQUIREMENTS

System Level Hardware Requirements ............................................................ 3-lSystem Level Software Requirements ............................................................. 3-23.2.1 Operating System .............................................................................. 3-33.2.2 Programming Languages .................................................................. 3-33.2.3 Communications ............................................................................... 3-33.2.4 Database ............................................................................................ 3-43.2.5 Software Design Characteristics ....................................................... 3-53.2.6 Software Style ................................................................................... 3-6System Level Operator Interface Requirements .............................................. 3-73.3.1 User Interface .................................................................................... 3-73.3.2 Map Displays .................................................................................... 3-83.3.3 Event Logging ................................................................................... 3-93.3.4 Software Access and Security ........................................................... 3-10System Level Facility Requirements ............................................................... 3-11

System Level Architecture Requirements ........................................................ 3-13System Level Fault Tolerant Requirements.. ................................................... 3- 14

System Level Performance Requirements ....................................................... 3-16

SECTION 4DESIGN/DEPLOYMENT CONSIDERATIONS

4.1 Issues with Field Integration ............................................................................ 4-l

4.2 Prototyping ....................................................................................................... 4-2

4.3 Coordination with GTRI Human Factors Contract .......................................... 4-3

4.4 Coordination with Other Relevant Contracts ................................................... 4-3

TABLE OF CONTENTS (CONT’D)

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SECTION 5FUTURE DIRECTIONS

APPENDICES

A Functional Requirements and Specifications for Support Subsystems A- 1B ATMS Functional Interface and Generic Requirements B-lC ATMS Requirements Traceability C-lD ATMS Assumptions D-l

ACRONYMS AND ABBREVIATIONS

LIST OF FIGURES

Figure2-l Support System Overview ............................................................................... 2-32-2 The External Communications Support System .............................................. 2-52-3 The I/O Manager Subsystem ............................................................................ 2-62-4 The Input Stream Processing Subsystem ......................................................... 2-82-5 The Output Stream Processing Subsystem ...................................................... 2-92-6 The Monitoring Support System ...................................................................... 2-102-7 The Surveillance Image Processing Subsystem ............................................... 2-112-8 The Traffic and Environmental Monitoring Subsystem .................................. 2-132-9 The Vehicle Tracking Subsystem .................................................................... 2-152- 10 The Data Management Support System........................................................... 2-162- 11 The Data Validation Subsystem ....................................................................... 2-172- 12 The Document and File Management Subsystem............................................ 2-182- 13 The Inter-TMC Data Exchange Subsystem ..................................................... 2-192- 14 The TMC Database Management Subsystem .................................................. 2-202- 15 The Traffic Management Support System ....................................................... 2-232- 16 The Incident Management Subsystem ............................................................. 2-242- 17 The Traffic Control Subsystem ........................................................................ 2-252-18 Traffic Control Subsystem Interfaces .............................................................. 2-26

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LIST OF FIGURES

Figure2- 19 The Wide-Area Traffic Management Subsystem ............................................ 2-272-20 The Individual Vehicle Routing Subsystem .................................................... 2-302-21 The System Management Support System ...................................................... 2-3 12-22 The Automated Control Software Downloading Subsystem ........................... 2-322-23 The Configuration and Inventory Management Subsystem ............................ 2-332-24 The Event Planning & Scheduling Subsystem ................................................ 2-342-25 The Maintenance Management Subsystem...................................................... 2-362-26 The TMC Hardware and Software Monitoring Subsystem ............................. 2-382-27 The Analysis and Modeling Support System ................................................... 2-392-28 The ATMS Component Simulation Models Subsystem .................................. 2-402-29 The Dynamic Traffic Assignment Subsystem ................................................. 2-422-30 Dynamic Traffic Assignment Subsystem Interfaces ........................................ 2-432-3 1 The Historical Data Analysis Subsystem ......................................................... 2-442-32 The Integrated Modeling Manager Subsystem ................................................ 2-452-33 The Origin-Destination Processing Subsystem ................................................ 2-462-34 The Signal & Control Optimization Models Subsystem ................................. 2-472-35 The Traffic Simulation Models Subsystem ..................................................... 2-492-36 The Common Services Support System........................................................... 2-523-1 Candidate Facility Layout ................................................................................ 3-133-2 Client/Server Architecture ............................................................................... 3-15

LIST OF TABLES

2-l Support System/Identifier Mapping ................................................................. 2-42-2 Support Subsystem Acronyms ......................................................................... 2-44-l Interfaces .......................................................................................................... 4-24-2 Issues ................................................................................................................ 4-34-3 Contract Products ............................................................................................. 4-4

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SECTION 1

INTRODUCTION

This document is third in a series describing the results of a five-year researchprogram, entitled the Design of Support Systems for Advanced TrafficManagement Systems. The purpose of this work is to define, design, prototype,and evaluate the baseline support systems for the implementation of AdvancedTraffic Management Systems (ATMS).

1.1 Approach

This document describes the Functional Requirements and Specifications forATMS Support Systems, and builds on previous work in Tasks A and B. Ourapproach for developing these requirements is described in the followingparagraphs.

State-of-the-Practice

The first step in developing the requirements was to survey the state-of-the-practice to develop a thorough understanding of how traffic networks arecurrently managed. This review was conducted through interviews with TrafficManagement Center (TMC) managers, TMC inspection visits, and a literaturesearch and review. The results of this review are documented in another reportentitled, ‘Traffic Management Centers - The State-of-the-Practice.”

Concept of Operations and Generic System Requirements

Using the results from the state-of-the-practice review as a foundation, the secondstep was to develop a vision and a comprehensive list of ATMS functions u~atwould meet the objectives of the Intelligent Vehicle Highway System (IVHS).This list was then used to derive ATMS functional requirements (i.e., genericsystem requirements). The functional requirements served as the baseline for atop-down analysis (the third step), in which each function was analyzed todetermine input requirements, necessary processing, and output information to beproduced. Using this list, more detailed analyses were performed to identifyATMS boundaries, the role and assets of ATMS itself, identification of externalentities, data and information exchange between ATMS and external entities, andthe decomposition of functions within ATMS, A byproduct of these analyses wasthe identification of ATMS subsystems from which logical Support Systems werelater derived. Each of the identified functions in the subsystems was exercisedusing operational scenarios. The results of these steps are documented in aprevious report entitled, “ATMS Concept of Operations and Generic SystemRequirements.”

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Functional Requirements and Specifications for Support Systems

Using ‘the results from the state-of-the-practice review, the generic systemrequirements, and the top-down structured analysis as a foundation, the logicalSupport Systems were transformed into physical Support Systems. For eachphysical Support System, there are associated Support Subsystems. In the sixthand fmal step, functional requirements and specifications for Support Subsystemswere derived. The results of this work are documented in this report.

The results of these analyses provide a framework for upcoming work - thedesign of ATMS support systems.

1.2 Requirements Control and Configuration Management

As was the case with the analysis and generic system requirements identified inearlier work, the requirements and specifications identified in this document areunder strict configuration control. The requirements and specifications presentedin this document represent the baseline version. Any additions, changes, ordeletions are tracked (for an example reference Appendix B’s change log for thechanges to generic system requirements) through the use of RequirementsDiscrepancy Reports (RDR).

The requirements and specifications presented in this document (see AppendixA), have already been independently reviewed by our Advisory Committee andby internal Loral Consortium team members. Their inputs have been consideredand have helped establish this baseline version.

Finally, through the use of Computer-Aided Software Engineering (CASE)environments, the requirements identified in this report are automatically trackedthroughout all phases of the software development lifecycle (i.e., analysis, design,prototyping, implementation, testing). When requirements are changed ordeleted, for instance, a CASE tool can automatically identify potential impacts onvarious components of the system.

1.3 Design Highlights

This section summarizes some of the significant design features incorporated inthe proposed architecture.

a. Subsystem de-coupling accomplished through a Database ManagementSystem (DBMS) to better facilitate “plug-in” subsystems andmodularity.

b. All external data managed by the Communications Support System.

C. All DBMS writes managed by the Data Validation subsystem.

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d. Common Graphical User Interface (GUI) facilitates a consistent, user-friendly Human-Machine Interface (HMI) with all Support Systemapplications.

e. All traffic control managed by the Traffic Control System. Wide-AreaTraffic Management and Incident Management interface with the TrafficControl System to request direct Traffic Control action.

f. Integrated Modeling Manager handles all input/output with models andsimulations -- used for both online and offline purposes.

1.4 Document Organization

Section 1 of this report provides introductory information concerning the project,current and past tasks, methodologies used, goals and objectives. Section 2 is a

discussion of the proposed ATMS Support Systems and associated subsystems. Inthis section, descriptions are given for each Support System that detail, the majorfunctions for each of the contained subsystems. The actual baseline version of thefunctional requirements and specifications are provided in Appendix A. InSection 3, system level requirements are addressed. The system-levelrequirements are those requirements that are applicable to the system as a whole,to which each Support Subsystem shall be compliant. The system-levelrequirements address hardware, software, operator interface, facility, systemarchitecture, fault tolerance, and system-level performance requirements. InSection 4, deployment considerations are addressed. Finally, Section 5 describesfuture directions.

a.

b.

C.

d.

e.

f.

1.5 Applicable Documents

American National Standard Information (ANSI), ANSI 239.50Information Retrieval and Service Protocol, Application ServiceDefinition and Protocol Specification for Open Systems Interconnection,July 1992.

Berson, Alen, Client/Server Architecture, McGraw-Hill, 1992.

Coad, Peter and Ed Yourdon, Object-Oriented Design, Yourdon Press,1991.

Environmental Systems Research Institute (ESRI), Understanding GIS,the ARCIINFO Method, ESRI, 1990.

Farradyne Systems, Functional Specifications, Final Task A InterimReport, FHWA Contract DTFH6 1-92-C-0000 1, Real-Time TrafficAdaptive Control System (RT-TRACS), April 1993.

Federal Highway Administration (FHWA), Programming StyleGuidelines for C Language, Draft March 1993.


ATMS Functional Requirements LAS-ATMS-0001and Specifications

g.

h.

i.

j.

k.

1.

m.

n.

0 .

p .

q.

r.

Georgia Tech Research Institute, Operator Roles and AutomatedFunctions in an IVHS-Level Advanced Traffic Management System,FHWA Contract No. DTFH6 l-92-6-00094.

Intentional Business Machines (IBM) Corporation, Systems ApplicationArchitecture, Common User Access: Advanced Interface Design Guide,IBM Corporation, 1989.

IVHS America, Strategic Plan for IVHS in the United States. ReportNo. IVHS-AMER-92-3, IVHS America, May 1992.

Loral AeroSys, A C++ and C Language Style Guide, TechnologyDepartment, 1st Edition, January 1993.

Loral AeroSys, ATMS Consortium, Traffic Management Centers - TheState-of-the-Practice, February 1993.

Loral AeroSys, ATMS Consortium, ATMS Concept of Operations andGeneric System Requirements, February 1993.

Meyer, Bertrand, Object-Oriented Software Construction, Prentice Hall,1988.

National Institute of Standards and Technology (NIST), ApplicationPortability Profile (APP), The U.S. Government’s Profile OSE/lVersion 2.0, Publication 500-xxx superceeding 500- 187, May 1993.

Open Software Foundation, OSF/Motif Style Guide, Prentice-Hall, Inc.,1991.

Page-Jones, Meilir, The Practical Guide to Structured Systems Design,Second Edition, Yourdon Press, 1988.

Stroustrup, Bjame, The C++ Programming Language, Second Edition,Addison-Wesley Publishing Company, 199 1.

Wiederholt, Lawerence et. al., Incident Detection and Artificial NeuralNetworks, Ministry of Transportation, Ontario.



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SECTION 2

DESCRIPTION OF SUPPORT SYSTEMS

This section describes the functionality of the proposed ATMS Support Systems.Each of the proposed Support Systems contains three or more SupportSubsystems. Altogether there are 26 Support Subsystems. These SupportSystems, as illustrated in Figure 2- 1, are the following:

a. Communications. The capabilities needed for interfacing with externalATMS entities are provided by this Support System.

1. I/O Manager.

2. Input Stream Processing.

3. Output Stream Processing.

b. Monitoring. This Support System performs data processing andprovides the necessary controls and interfaces to the operator formonitoring the traffic network.

1. ’Surveillance Image Processing.

2. Traffic and Environmental Monitoring.

3. Vehicle Tracking.

C. Data Management. This Support System provides the capabilities forarchiving, storing, sorting, and retrieving data that ATMS requires.

1. Data Validation.

2. Inter-TMC Data Exchange.

3. Document and File Management.

4. TMC Database.

d. Traffic Management. Control and management capabilities required formanaging the traffic network are provided by this Support System. .

1. Wide-Area Traffic Management.

2. Traffic Control (for Freeways and Surface Streets).

3. Incident Management.

4. Individual Vehicle Routing.

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e. ATMS System Management. This Support System monitors,configures, and manages ATMS assets.

1. Maintenance and Repair Scheduling.

2. Configuration and Inventory Management.

3. TMC Hardware and Software Monitoring.

4. Automated Control Software Downloading.

5. Event Planning and Scheduling.

f. Analysis and Modeling. The capabilities for analyzing and modeling allaspects of the traffic network are provided by this Support System.

1. ATMS Component Simulation Models.

2 . Traffic Simulation Models.

3. Signal and Control Optimization Models.

4. Dynamic Traffic Assignment Models.

5. Integrated Modeling Manager.

6. Historical Data Analysis.

7. Origin-Destination (O-D) Processing.

g. Common Services. These are capabilities required by all of the ATMSSupport Systems. Included in this Support System are the UserInterface, security, inter-process communication, and operating systems.These subsystems will be primarily Commercial-Off-the-Shelf (COTS)products.

1. Inter-Process Communications.

2. Operating System.

3. Network Backbone.

4. Operator Training.

5. GUI.

6. Security.

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IVHS Systems: Users: Organizational Users:ATIS Traveling Public Political groupsAPTS Pedestrians FHWACVO MPOsAVCSATMS

ATMS

Non-IVHS Systems Emergency Response:NWS PoliceNational DBs Fire

Figure 2-1. Support System Overview

In this section, illustrations will be provided that show the Support Systems and their associatedsubsystems. The functionality of each Support Subsystem will be discussed. Functional requirements,operator interaction, and interfaces to other Support Subsystems will be addressed. The mechanisms forconveying the functionality of each subsystem will be text descriptions and Input Process Output (IPO)charts.

Each IPO graphic summarizes the major functional requirements for the subsystem. Top Level Data flowsare indicated for each subsystem-to-subsystem interface.

For the actual functional, interface, data, and performance requirements reference Appendix A, whichcontains the full set of requirements and specifications for each Support Subsytem.

For simplification purposes, Support Subsystem abbreviations are used commonly throughout thisdocument. The algorithm for abbreviations is as follows: the first letter of the abbreviation indicates theSupport System, and the last 3 indicate the first letter in the title of the Support System. For example theSupport Subsystem Input Stream Processing that is encompassed in the Communications subsystem has anabbreviation CISP. Table 2-1 provides a mapping of letter assignments to Support Systems. Table 2-2provides a complete list of support Subsystem acronyms.

Monitoring TrafficManagement

Analysisand

Modeling

SystemManagement

DataManagement

ComputerServices

Communications


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Table 2-1. Support System/Identifier Mapping

Table 2-2. Support Subsystem Acronyms




2.1 Communications

The External Communications Support System receives data from external electronicsystems and agencies. This system, depicted in Figure 2-2, is composed of the followingthree subsystems:

a. I/O Manager.b. Input Stream Processing.C. Output Stream Processing.

Figure 2-2. The External Communications Support System

Basically, this system receives and transmits all types of data that are not inherentlybundled with the Traffic Control Subsystem. The Traffic Control Subsystem isresponsible, for instance, for receiving loop detector data from the controllers that itmanages. This sets the foundation so that existing and new Traffic Control Systems canfit into the ATMS architecture with minimal design modifications.

2.1.1 I/O Manager Subsystem DescriptionThe I/O Manager (CIOM) Subsystem (see Figure 2-3) handles the scheduling of data thatneeds to be transmitted to other systems. This subsystem receives electronic requests toschedule output data. A request consists of an event identification and a time. Each newincoming request is inserted into a time-sorted schedule or queue. This subsystemprocesses the sorted queue and at the appropriate time activates the appropriate system,providing an Event ID as a key. The Event ID is referenced in the TMC DBMS to informthe individual applications of the specific type of activity that needs to be performed. Inmost cases, the Event ID will correspond to a set of data that needs to be transmitted toother systems. In other cases, the Event ID will be used to activate some specificprocessing.

I/OManager

OutputStream

Processing

InputStream

Processing

External DataProbe DataImage Data

911 Dispatch DataTransit Data

Weather DataATIS Data

CVO Routing RequestsOutgoing Agency

Reports


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b. Traffic Control. Scheduling its own implementation of tactics, or plans.

c. Event Planning and Scheduling. Scheduling strategies, tactics, or plansthat will need to be implemented by Wide-Area Traffic Management andTraffic Control for planned events.

The CIOM Subsystem provides notifications of scheduled events to either theOutput Stream Processing Subsystem or directly to the appropriate internalsubsystem (i.e., Wide-Area Traffic Management, Traffic Control, or HistoricalData Analysis). In both cases, the Event ID is transmitted. The Event ID maps toa specific activity that is configurable in the TMC DBMS. For example, when theOutput Stream Processing Subsystem receives Event ID 25, it will use this ID toobtain the appropriate data from the TMC DBMS (real-time traffic surveillance ornetwork state data, incident locations, etc.) and to transmit this data to ATIS.

Finally, this subsystem provides a user interface to display and update thecontents of the event schedule.

2.1.2 Input Stream ProcessingSubsystem Description

The Input Stream Processing (CISP) Subsystem (see Figure 2-4) is responsible forcollecting data from sources external to ATMS, this includes:

a. IVHS Systems - ATIS, CVO, APTS, AVCS, other ATMS.

b. Non-IVHS Systems (e.g., National Weather Service).

C. Organizational Users [e.g., Metropolitan Planning Organizations(MPO)] .

d. Users (e.g., the travelling public).

e. Emergency Services (e.g., police).

The role that each of these sources plays in IVHS is largely in the formative stage.Because of this the exact format, data content, and frequency of transmission arebeing defined. Evolving data formats constitute a risk to the CIOM Subsystemdevelopment because they could impact software design. To mitigate this risk,commercially available communications protocols and media will be used, and amodular approach will be taken to isolate evolving components.

The CISP Subsystem will receive analog, digital, and video data. It performs thefollowing processing on these data streams:

a. Communications protocol handling.

b. Data formatting and database loading.

C. Alert generation and data routing to other ATMS subsystems.


l Reads channel inputsl Processes status codes

and bit error rates. Loads DBMSl Routes non-persistent

datal Notifies maintenance and

Repairs scheduler ofanomalies

I

LAS-ATMS-0001ATMS Functional Requirementsand Specifications

Weather data, 911 dispatch,Transit schedules.Event schedules.

ATIS data (e.g. OD).All Data (Transit Schedules, equip.

Figure 2-4. The Input Stream Processing Subsystem

The communications protocol handling that this subsystem performs includes:

a. Reading the appropriate communications channel.

b. Capturing and buffering the input data.

C. Performing communications integrity checks, such as sequencechecking, CRC error checking, and acknowledgements.

d. Removing communication artifacts (e.g., packet headers and trailers).

In the event that errors are detected while performing this process, appropriatemessages will be generated. These error messages will be stored for the purposeof performing analysis of the communications system performance.

The CISP Subsystem is also responsible for formatting and loading the data itreceives into the ATMS database. This will be done by:

a. Extracting data from the communications packet.

b. Translating that data into the database-defined format (e.g., an integer is32 bits).

C. Tagging the data value with a database-supplied identifier.

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d. Generating the Structured Query Language (SQL) call for loading thedata into the database.

e. Generating error messages in the event of a database load error.

The CISP Subsystem also generates messages that alert other ATMS subsystemsthat the data the other subsystem requires has been received. An example of thistype of message is an alert to to the Incident Management subsystem that arequest for generating a route for an emergency vehicle has been received.

2.1.3 Output Stream ProcessingSubsystem Description

The Output Stream Processing (COSP) Subsystem (see Figure 2-5) is responsiblefor transmitting data to the following sources external to ATMS:

a. IVHS Systems - ATIS, CVO, APTS, AVCS, other ATMS.

b. Non-IVHS Systems (e.g., National Weather Service).

C. Organizational Users (e.g., MPOs).

d. Users (e.g., the travelling public).

e. Emergency Services (e.g., police).

Event ID > l Receives event ids R/T Traffic Data,ATIS routes

l Reads TMC DBMS,extracts event details

Status DisplaysCommon

and transmitsequests

GUI > l Communications I/F Individual VehicleRoutes

1 Event detail8 with externals (ATIS,CVO, APTS, externalsystems and agencies)

l Transmission ofevents to externals

Reports

C0mmU

niCati0n

Figure 2-5. The Output Stream Processing Subsystem



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As in the case of Input Stream Processing, exact format, data content, andfrequency of transmission are being defined. The use of commercially availablecommunications protocols and media will mitigate this risk.

The COSP Subsystem will transmit analog, digital, and video data. It performsthe following processing on these data streams:

a. Communications protocol handling.

b. Data formatting and transmission.

The communications protocol handling that this subsystem performs includes:

a. Writing to the appropriate communications channel.

b. Performing communications integrity checks, such as sequencechecking, CRC error checking, and acknowledgements.

If errors are detected while performing this process, appropriate messages will begenerated. These error messages will be stored for performing analysis of thecommunications system performance.

2.2 Monitoring

The Monitoring Support System is responsible for data processing and trafficnetwork monitoring. This system, depicted in Figure 2-6, is composed of thefollowing three subsystems:

a. Surveillance Image Processing.

b. Traffic and Environmental Monitoring.

C. Vehicle Tracking.

Figure 2-6. The Monitoring Support System



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2.2.1 Surveillance Image ProcessingSubsystem Description

The Surveillance Image Processing (MSIP) Subsystem (see Figure 2-7) receivesraw image data for processing from Closed-Circuit Television (CCTV) cameras inthe field through the Input Stream Processing Subsystem. The primaryfunctionality of the MSIP Subsystem includes processing the raw image from theCCTV system to perform the following:

a. Compute the traffic data (volume, density, speed, queue-length, delay,traffic classifications).

b. Detect incidents.

Extraction of traffic data fromcamera imagesDetermination of potential

Raw incidents from camera

speed, density, volumeControl of cameras(including detection zone) isdone in TEM

Detected Incidents,Stored Image

IncidentNotification

Figure 2-7. The Surveillance Image Processing Subsystem

Unlike the Traffic and Environmental Monitoring Subsystem which is used formonitoring, the MSIP Subsystem uses the raw image data only to detect incidentsand calculate traffic data.

To calculate the traffic data, the MSIP Subsystem performs image analysis toemulate the inductive loop detector outputs. A detection zone for each camera isestablished by the Traffic and Environmental Monitoring System. This detectionzone is used by the MSIP Subsystem to emulate a detector loop. The MSIPSubsystem will surpass the loop detector functions for determining the queue-length, by determining queue-length beyond the detection zone (which is missingin the loop detector outputs) as well as vehicle delays. Vehicle classification willalso be provided. The MSIP Subsystem will extract the traffic data at thenecessary level of details such as by lane, approach, vehicle etc. This subsystemwill store the extracted data in the TMC DBMS through the Data ValidationSubsystem.



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The MSIP Subsystem provides a suite of Artificial intelligence (AI) techniquesthat will be used to detect an incident and classify it from the raw image data andthe numerical data from the TMC DBMS. When an incident has been detected,the MSIP Subsystem will be able to store the raw images in the TMC database.The stored raw image will provide a base for future retrieval, and comparison forfuture detection and classification of accidents. The incident detection techniqueswill result from processing the images on a wide-area basis. The term “wide-area” implies full camera view. This is within and beyond the defmed detectionzones. In case of a detected incident, the MSIP Subsystem shall support aninterface with the Traffic and Environmental Monitoring Subsystem to providenotification. The Surveillance Image Processing Subsystem shall have thecapability to interface with the Data Validation Subsystem to provide it with thedetected incident data.

The MSIP Subsystem will perform under variable conditions. It will providesatisfactory performance under restricted visibility conditions such as low-light oradverse weather. The MSIP Subsystem will also perform under traffic conditionsranging from under-saturated to over-saturated. It will be able to distinguishindividual vehicles when they closely follow each other during over-saturatedconditions.

The MSIP Subsystem shall have the capability to process any digitized videoimage, and the flexibility for using this subsystem within the existing CCTVsystems. The same camera could be used for automated image processing andoccasional manual incident verification and monitoring.

The MSIP Subsystem shall have the capability to detect vehicles with 95 percentaccuracy under normal conditions,conditions.

and 90 percent accuracy under adverse

2.2.2 Traffic and EnvironmentalMonitoring SubsystemDescription

The primary processing functions of the Traffic and Environmental Monitoring(MTEM) Subsystem (see Figure 2-8) are:

a.

b.

C.

d.

e.

f.

Loral AeroSys

Process multiple traffic and environmental sensor measurements togenerate link-based estimates of traffic and environmental variables foruse by all TMC Support Systems.

Generate network-wide estimates of traffic and environmentalconditions.

Detect and verify incidents on both freeways and surface streets.

Fuse additional sources of information on incident occurrences.

Detect and verify surveillance equipment failures.

Provide operator control of CCTV cameras (pan, tilt, zoom).

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Probe data.Link traffic,Environmentaldata. Incidentdetected fromimages.Detectionthresh& orsensitivity,Failures, Current

l Provide CCTV SubsystemControl

. Estimate Traffic Statel Estimate Env. Statel Detect Incidents andVerify Incidents

l Generate Summaries/Logs

Traffic,environmental

transaction,Traffic andenv. stateestimates(indices).

Incident

Verication

Figure 2-8. The Traffic and Environmental Monitoring Subsystem

2.2.2.1 Processing Traffic and Environmental Sensor Measurements

The MTEM Subsystem will process traffic measurements provided by traditionaltraffic sensors (e.g., inductive loops), and by emerging sensor technologies (sonar,image-based sensors, and vehicle probes) to produce estimates of traffic statesvariables such as link densities, speeds, queues, and volumes. In the course ofthis processing, data i s fused and abnormalites in the measurements may bedetected by comparisons to expected values based on the local traffic state. Theseabnormal measurements are flagged and eventually logged, and removed iromfurther processing.

Incident detection algorithms process the traffic state measurements to produceindications of the presence of incidents and estimates of the location, severity,and duration. Where incidents are not detected, estimates of the likelihood offuture incidents (e.g., in the next hour) are computed based on current traffic andenvironmental conditions.

Reports of incidents, received via cellular phone calls, police Computer-Aided-Dispatch systems, imaging sensors, or “May Day” requests from an ATIS-equipped vehicle, are converted and stored in a common format for later retrieval.

MTEM also processes the raw environmental data to produce a current estimate ofthe temperature, precipitation, and roadway surface condition of each link. Thelink-based environmental estimates are processed to produce a single, commonenvironmental network estimate. This data is used to set the context in whichfurther validation of traffic data can be performed.



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Finally, MTEM processes the raw air-quality data to produce current estimates oflevels of selected pollutants.

2.2.2.2 Preparing Summaries Which Characterize the Current State of theNetwork, and Highlight Abnormalities

The traffic state estimates are processed to produce current summary measures oftraffic densities, queues, speeds, and volumes of each link, and to identify areas ofsevere congestion. Likewise, the current environmental and air quality stateestimates are processed to produce current summaries of the environmentalparameters, and to highlight areas with non-normal conditions.

This common user interface shall also support the operator by providingappropriate displays of current traffic, environmental or air-quality variables, intextual and/or graphical form (i.e., shown on a network map). Abnormal values ofany of these current state variables may be suitably highlighted, for example, bythe use of color text or icons superimposed on the map.

CCTV equipment and associated software shall provide for remote control andlocal display. The CCTV equipment consists of field equipment, high bandwidthcommunications, and video switching and display equipment in the TMC.Functions provided through the Common GUI provide remote control of the fieldcameras (i.e., pan, zoom, tilt), selection of field cameras to display inside theTraffic Management Center, and specification of detection zones (to be utilized bythe Surveillance and Image Processing Subsystem). A default detection zone forthe camera view will be provided; however, the operator will be able tocreate/modify a detection zone. The MTEM Subsystem will provide self-calibration and self-referencing capabilities whenever the camera setting ischanged.

Control of displays requires video switching hardware and software providinguser-friendly assignment of images to multiple displays (e.g., monitors,workstations), including one or more large screen displays.

2.2.3 Vehicle Tracking SubsystemDescription

The Vehicle Tracking (MVTR) Subsystem (see Figure 2-9) tracks the location ofvehicles equipped with Automatic Vehicle Identification/Automatic VehicleLocation (AVI/AVL) by displaying them on a GUI superimposed on a map grid.Registered vehicles equipped with AVI/AVL will send probe data (e.g., location,speed data, and environmental data) to the ATMS system via the Input StreamProcessing subsystem (which will load the DBMS with the data). The MVTRSubsystem is used for the following:

a. Tracking individual vehicles.

b. Tracking groups (or classes) of vehicles.

C. Emergency vehicle response coordination.



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The user may request the display of AVI/AVL vehicles in the following ways:

a. Providing the vehicle identification.

b. Selecting a vehicle from a system-provided list.

C. Providing a vehicle class.

d. Selecting a vehicle class from a system-provided list.

e. Selecting an accident from a system-provided list of current incidents totrack vehicles assigned to that incident.

l Retrieves current tracking data

Probe location + Probe Data

Figure 2-9 The Vehicle Tracking Subsystem

The tracking system retrieves current probe data from the TMC DBMS anddisplays an appropriate symbol (based on its class or vehicle type) on the correctlocation on the map display. The position is updated in real time. Tbe user may,at his/her discretion, select new vehicles to be tracked simultaneously or obtainadditional probe data for selected vehicles. Finally, this subsystem supports aninterface with the Incident Management Subsystem to receive updates to vehiclesthat have been assigned to an accident scene.

2.3 Data Management

The Data Management Support System is responsible for the management of dataused by ATMS. This includes not only alphanumeric data that is stored in aDBMS, but also files and documents. This system, depicted in Figure 2-10, iscomposed of the following four subsystems:

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a. Data Validation.

b. Inter-TMC Data Exchange.

C. Document and File Management.

d. TMC Database.

Figure 2-10.. The Data Management Support System

2.3.1 Data Validation SubsystemDescription

The Data Validation (DDVA) Subsystem (see Figure 2- 11) provides an interfacelayer between all application software and the TMC database for updatetransactions. It is a library of data validation routines that are automaticallyexercised prior to the data being stored in the database, and can be called byapplications for optional validation. The subsystem contains functions andprocedures used to automatically derive the limits that determine data elementvalidity from context-based parameters.

Specific capabilities for the user interface and support for defining the parametersused in validation routines are expressed in the requirements specified inAppendix A. The key features of the subsystem are the following:

a. Various validation levels ranging from format checks to context-determined limits.

b. Detection of equipment failures (this requirement is co-allocated to theTraffic and Environmental Monitoring Subsystem).



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C. Restricted user access control and Application Program Interface (API).

d. Automatic derivation of context-based limits on data values usingfunctional evaluations and rule-based procedures with the capability toprocess user/application input parameters.

e. User input value deactivation after a user-specified time limit.

f. ANSI standard SQL DBMS interface.

L Common

’ Probe Data

Application Generated

4

. Library of validationroutines

l Validation of applicationenerated data

. 8imple Filtersl Context-Based Filtersl Loads DBMS

FailureNotification

> Maintenance

alues for

Figure 2-11. The Data Validationn Subsystem

2.3.2 Document and FileManagement SubsystemDescription

The Document and File Management (DDFM) Subsystem (see Figure 2-12) isresponsible for providing online access to all files and documents used in theATMS. Although any file may be part of the DDFM library, it is intended toprovide storage for the following types of files and documents:

a. Manuals for local and regional policies.

b. Jurisdictional polices and objectives.

C. ATMS budgets.

d. ATMS plans.

e. Traffic control contingency plans.

f. Executable object code, source Code for ATMS subsystems.



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hardware and data resources. In such an environment, data must be shared in atimely fashion by the cooperating agents to effect control.

The DIDE Subsystem resides at both ends of the two-way exchange: at thesending end, it captures the data to be exchanged, reformats, and sends; at thereceiving end, the DIDE Subsystem pulls the data, reformats, and loads theDBMS. This type of exchange assumes a “replication architecture.” Replicationarchitectures work well in a homogeneous distributed database configuration.However, due to the unlikelihood of homogeneous environments, this architecturecan accommodate heterogeneous environments as well.

l Provide a 2-way exchan e of data(push not pull) between T MCsmanaging a subnetwork and theTMC with area-wide managementresponsibility

-Translate the TMC to commonformat for exchange

-Configuration management ofexchange standards

l Flexibility in setting data transferfrequency for different types ofdata

UPDATE

Exchange formatexchange frequency

Figure 2-13. The Inter-TMC Data Exchange Subsystem

The DIDE Subsystem will support the translation of data from non-standarddatabases in cases where local TMCs have non-SQL databases and file structures.This situation is likely to arise as ATMS is deployed; it will definitely arise duringthe testing phase of this project, since not all state-of-the-practice TMCs userelational DBMS with ANSI Standard SQL. To meet this requirement, the DIDESubsystem will provide custom interfaces to such databases.

2.3.4 TMC Database ManagementSubsystem Description

The TMC Database Management (DTDB) Subsystem (see Figure 2- 14) managesthe storage and retrieval of all data needed by the TMC to perform its primarycontrol and internal support functions. Three primary classes of data areconsidered the responsibility of the DBMS: alphanumeric structured data(including text fields), map data, and geo-referenced data. Presently, TMCdocuments and knowledge bases are contained within separate support systems.



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The configuration of the database is a design consideration which is subject to thedata and performance requirements imposed on the DBMS. These requirementsreflect the various processing needs of applications, ranging from real-time tooffline, and the data needs. Key operational requirements of the DBMS are thefollowing:

a. Access to all data needed by the TMC for its operation within anintegrated IVHS environment.

b. Transparent interface to the Inter-TMC Data Exchange Subsystem forreceiving and sending data needed for area-wide management of traffic.

C. Flexibility of the DBMS in supporting online modifications to the datastructures.

d. Quick response.

e. Integrity and security maintenance.

f. Procedures for backup, archiving, recovering, and other offline datamanagement support.

g. Support for minimizing the effects on application source code forevolving data structures.

Database transactionprocessingDBMS access securityLocal Data dictionary/directory managementManagement of replicatedATMS dataRepository for Map dataOffline support (e.g.,backup, recovery)

n

Data

HData Set

Figure 2-14. The TMC Database Management Subsystem

These features of the DTDB Subsystem reflect an overall data-centered approachto TMC support system design and are essential to accomplish the goal ofmodularity and openness. The benefits resulting from this approach include:

a. All subsystems have straight-forward, uniform access to any portion (orall, if appropriate) of the data maintained by ATMS.

b. A “data sharing” environment is encouraged, thus reducing dataredundancy. Data is not duplicated by many subsystems. Theadvantages to reducing data redundancy are:



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1. Physical storage requirements are minimized.

2. Data integrity is increased. Data modifications will requireupdating a single copy of the data. The risk of data corruptionresulting from multiple copies of data not being updated iseliminated.

3. System resources are conserved since duplicate data is notprocessed and maintained.

C. The use of a commercial relational database provides a proven facilityfor maintaining data. Each individual subsystem will not be required tocreate its own “custom data management facility” to maintain andretrieve data.

d. Performance tuning issues (such as indexes and memory management)are addressed using the COTS relational database rather than relying oneach individual subsystem to properly structure, maintain, and optimizeits data. As a result, performance issues are addressed at a system-widelevel to balance the overall operation of the ATMS environment.

e. Ad hoc/new queries and reports that access data utilized by anysubsystem can be easily created using the facilities provided by theCOTS relational database. Each individual TMC is able to create thesequeries and reports to meet their individual needs and requirementswithout impact to the existing subsystems.

Since the DTDB Subsystem provides a data-centered approach to datamanagement, special attention to hardware and software configurations isnecessary to optimize performance and minimize the risk of a major systemfailure. Reliability of the DTDB Subsystem is dependent on the following items:

a. The COTS relational database will be configured in a client-serverarchitecture within a network of UNIX workstations. The subsystemsutilized by ATMS users working on individual workstations willfunction as clients to the database server. A specific machine will bedesignated as the database server machine, but operational control willbe provided so that the database server may reside on alternate machineswithin the network. In the event of a database server machine failure,the database server may be started on another machine.

b. To minimize the impact of disk failures, ATMS will mirror criticaldatabase data on secondary disks. In the event of a single disk failure,the database server will continue to operate without interruption. Whenthe failed disk is replaced and brought online, the data will be restoredwithout the need to stop processes. The DTDB Subsystem will notexperience a system failure due to disk failure unless a primary and itscorresponding secondary disk fail.

Data mirroring may be implemented using facilities provided by theCOTS database or by the operating system. These two alternativesimplement the functionality in different ways:



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1. The COTS database alternative will mirror the data by writingsequentially to the two disks. The time required to completedatabase updates is essentially equivalent to twice the timerequired in a non-mirrored environment.

2. Provided the primary and mirrored data is configured on separatedisks and disk controllers, the operating system alternative willwrite the data to both disks nearly simultaneously. In addition,data will be read from the disk that has the shortest “seek time”(time required to move disk head to proper disk location).

Using the operating system to mirror the data is the preferred mechanismsince it is more efficient than the COTS database alternative.

C. The COTS relational database maintains a log of all transactions. In theevent of a system failure, such as power loss, the COTS relationaldatabase will utilize the transaction log to restore the database to aconsistent state. Committed transactions are maintained anduncommitted transactions are rolled back (deleted) to bring the systemback online without data loss. This transaction log is also used toperform routine backups and recoveries of the data.

As a described above, the data management facilities of the DTDB Subsystemallow uniform data access, performance optimization, and data consistency. Faulttolerance requirements are satisfied through the client-server architecture and diskmirroring. With these capabilities, the risk of a single point of failure isdramatically minimized. The reliability of such an arrangement is essentially 100percent.

2.4 Traffic Management

The Traffic Management Support System is responsible for the traffic control andmanagement of the traffic network. All traffic control is performed by the TrafficControl System. Wide-Area Traffic Management is proactive and coordinateswith the various Traffic Control Systems at each TMC for network-wideoptimization, not necessarily subnetwork optimization. Wide-area Traffic controlnotifies the Traffic Control System of optimizations to be implemented. TheTraffic Control system is responsible for implementing the optimization bydirectly communicating with signal and control equipment. The TrafficManagement Support System, depicted in Figure 2-15, is composed of thefollowing four subsystems:

a. Wide-Area Traffic Management.

b. Traffic Control (for Freeways and Surface Streets).

C. Incident Management.

d. Individual Vehicle Routing.



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Figure 2-15. The Traffic Management Support System

2.4.1 Incident ManagementSubsystem Description

The Incident Management (TIMS) Subsystem (see Figure 2-16) providesassistance in the management of major incidents by supporting the followingfunctions:

a. Classification of incidents.

b. Determination of severity and expected duration.

C. Monitoring the status of incidents until they are cleared.

d. Identification of appropriate agencies and resources to handle theincident site.

e. Provision of detailed procedures for coordination with these agencies.

f. Notification to the Traffic Control subsystem that an incident requiresmanagement.

g. Notification to the Individual Vehicle Routing Subsystem thatemergency vehicles have been assigned to an incident.



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I Common

I Documand File

Management

I

incident statel Accepts operator incident data. Manages planned and

’ Traffic

unplanned incidents. Retrieves/revises emergency

response and contingency

. Supports emergency incident

I l Notifies Traffic Control

Control Traffic Control

. Notifies Probe Vehicle Trackingand Vehicle Routing of vehiclesassigned to an accident

. Logs all decisions

. Monitors incident clearance

ehicleRouting

Figure 2-16.. The Incident Management Subsvstem

The Incident Management Subsystem is supported by the Event Planning andScheduling Subsystem through which contingency plans are developed forresponse to indicents of various types. The contingency plans developed offlineare stored in the TMC database where they are available for retrieval whenresponding to incidents. They reflect the policy and procedures of the variousemergency response agencies and the agreements between the TMCs and thoseagencies. The initial response and the real-time monitoring of the incidentclearance is the responsibility of TIMS, which cooperates with the Traffic ControlSubsystem through data interchange to manage the traffic conditions resultingfrom the incident.

Execution of incident site management plans also entails routing of emergencyvehicles. The Incident Management Subsystem provides information to theIndividual Vehicle Routing Subsystem to initiate a coordinated response (signalpreemption on surface streets and metering or closure of freeways). Thesevehicles are also identified to the Individual Vehicle Routing Subsystem.

2.4.2 Traffic Control SubsystemDescription

The Traffic Control (TTCS) Subsystem (see Figure 2- 17) supports the trafficcontrol function for a single intersection, a sub-network, or a control region. Itperforms real-time, traffic adaptive signal control. It also supports the use ofother control modes, such as those used in the traditional Urban Traffic ControlSystem (UTCS) and those that will be developed within the emerging IVHSinformation rich environment.

The primary functions of the TICS Subsystem are: to effect the control of trafficflow within its jurisdiction, to manage the equipment resources including



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surveillance sensors, the controllers, other access control equipment, and thecommunication system, and to participate in region-level coordination with otherTraffic Control Systems (TTCS) through interaction with the Wide-Area TrafficManagement (TWTM) Subsystem.

The primary physical subsystems of a traffic control system are: surveillance,including all detectors and sensors which are considered to be organic to thecontrol system; the internal communication system to manage communicationwithin all elements of the control architecture; the controllers and associatedsignal equipment, traffic signs and associated equipment; access controlequipment such as gates and moveable lane markers; and control and equipmentmonitoring software within and outside the TMC. Other support software such assection or network level traffic monitoring, database, user interface, and supportfor offline analysis of timing plans, (which would normally constitute additional‘ITCS subsystems) are considered for the purpose of this specification to beATMS Support Systems which will serve the TTCS.

Traffic andEnvlronmental

Monitoring

Traffic StateEstimates Incident

Surveilliance

. H/W and S/W traffic controlcomponents both in TMC andfield

l Control elements includesignals, ramps meters, CMS,lane useage controls (HOV)

l Monitors effectiveness of trafficcontrol

l Performs short-term linkvolume forecasts

l Generates network, sectionlevel, and individualintersection control plan in realtime

. Implements control strategy,tactic or plan

l Verification of control systemimplementation

. Accepts and implements WATMstrategies and tactics

Figure 2-17. The Traffic Control Subsystem

It is assumed that the TTCS Subsystem can control freeways, surface streets,and/or a combination of both in a corridor. As shown in Figure 2-18, thecoordination between two or more traffic control subsystems is achieved throughthe regional strategy selection performed by the Wide-Area Traffic ManagementSubsystem. This is implemented by the effected TCSs through the exchange ofdata with the Wide-Area Traffic Management Subsystem node via the Inter-TMCData Exchange Subsystem and the ATMS Communication Network. If acommunication link is down, then the data will be routed via another TMC.



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In optimizing traffic flow, the TTCS Subsystem shall use its organic surveillancedata supplemented by additional information received from the Wide-Area TrafficManagement Subsystem to select an appropriate control strategy/tactic and toproduce the signal timing parameters (e.g., cycle length, split, offset, phasesequence) that are “optimal” for the selected strategy. The definition of“optimality” is in part determined by the strategy selection and in part by theoverall control configuration of the system. For example, a congestion strategywill define optimality in terms of queue lengths rather than vehicular delay.Optimality in a centralized configuration consists of network delays; in adistributed configuration, optimality conditions are determined at the local level.

Inter-TMCData

ExchangeSystem

I

Inter-TMCData

ExchangeSystem

I

Figure 2-18. Traffic Control Subsystem Interfaces

The control architecture also has a significant impact on other requirements,foremost among which are the communication system requirements and the dataprocessing requirements at the TMC. With multi-level architectures and non-central plan generation, data loading requirements at the TMC are minimized atthe expense of system optimal solutions. For the purpose of this specification, theTTCS control architecture is not salient because the communication with otherTCSs and TMCs is assumed to occur between top-level controllers only.Furthermore, the communication between traffic control and individual vehiclesfor the purpose of route selection and probe data exchange has been assumed tooccur outside the immediate scope of the TTCS and has been allocated to othersupport systems within the TMC.



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2.4.3 Wide-Area TrafficManagement SubsystemDescription

The Wide-Area Traffic Management (TWTM) Subsystem (see Figure 2-19) isresponsible for providing support for the following:

a. Proactive traffic management over a large traffic network consisting ofone or more traffic control subsystems, either surface street, freewayand/or corridor.

b. Implementing demand management policies and strategies that includethe control of High Occupancy Vehicle (HOV) facilities, reversiblelanes, and coordination with public transportation systems.

control and routing) for

*Level of Intrusivenessto intervention,

Traffic Plan

Figure 2-19. The Wide-Area Traffic Management Subsystem

It is assumed that a single TWTM Subsystem exists within an ATMS region.This TWTM Subsystem may be implemented in any of the Traffic ManagementCenters within the ATMS region, and will be accessible from each of the TrafficManagement Centers within the ATMS region. The TWTM Subsystem willcommunicate with TWTM Subsystems in other ATMS regions.

Coordination between individual traffic control systems can be accomplishedthrough:



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a. The formulation of individual control objectives and control constraintsthat will support coordinated operation.

b. The development of demand forecasts that anticipate traffic conditionsin one control area based on observed demand and control strategies inother control areas and information from dynamic assignment andvehicle routing systems.

C. The prediction of local and area wide congestion and congestionpropagation in response to detected incidents and incident managementplans.

The formulation of control objectives and control constraints to supportcoordinated operation are strategic traffic management functions and must includeconsideration for individual jurisdictional policies and practices, demandmanagement considerations, incident management strategies, and current trafficconditions and demand. The current traffic conditions and demand includesrouting considerations for individual vehicles, through the Dynamic TrafficAssignment Subsystem or through travel demand information. Strategic controlobjectives may include minimization of delay, stops and/or queue length, ormaximization of throughput, or a weighted combination of these. During periodsof congestion in one control area, signal control may be used for metering theflow of traffic into the congested area. Control constraints may consist ofmaximum fixed cycle lengths, limiting ramp meter rates to improve freeway flow(upper metering rate limit) or reduce queue spillback (lower metering rate limit)as well as constraining the signal timing associated with the interchangeapproaches that are feeding the congested freeway off ramp.

The TWTM Subsystem will generate specific tactics (ramp metering rates, signaltimings, etc.) in the case of incidents or when the Traffic Control Subsystems failor are not capable of generating the necessary tactics. Although the TWTM isresponsible for the generation of the tactic, the traffic control subsystem isresponsible for its implementation. The traffic control subsystem is responsiblefor communicating directly with signal and control equipment to implement thetactic.

Demand forecasting provides the proactive responsiveness of the TWTMSubsystem. Demand forecasts are based on historical travel patterns, observedorigin-destination pairs from probe vehicles, assigned vehicle routes from theDynamic Traffic Assignment Subsystem, and current traffic conditions andcontrols. It is important to recognize that TWTM does not depend on the use ofprobe data, however, the TWTM algorithm needs to be able to receive probe data,when available.

The prediction of local and wide area congestion, and congestion propagation inresponse to detected incidents and incident management plans, provides thereactive responsiveness of the TWTM Subsystem as well as information essentialto the responsive coordination across several individual traffic control systems.The evolution of congestion after an incident begins with increased congestion inthe area immediately surrounding the incident. The level of congestion dependson traffic conditions and how much roadway capacity is restricted by the incident.The local area effected by the incident may include local side streets, frontageroads, and adjacent arterials. Local area traffic control considerations, such asphase skipping, movement blocking and preemption for emergency vehicles may



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be required to improve traffic flow as well as increase the safety considerations ofthe on-site incident management team. The geographic size of this local area willincrease for a period following the incident. As travelers observe increased trafficcongestion and are advised of the incident and impending delays, they will beginto select alternative routes. This route diversion will effect traffic demand in awider area and hence the need for management and coordination considerations.

Another important function of the TWTM Subsystem is to provide monitoring,prediction, and control consideration as a result of environmental conditions suchas rain, snow, and ice. Anticipation of increased risk associated withenvironmental conditions can be translated into control objective and constraintsformulations to increase safety through traffic control.

Support for the implementation of demand management policies and strategiesincludes the control of HOV facilities, reversible lanes, and coordination withpublic transportation systems. As part of a demand management policy, an HOVlane may be allocated to encourage ride sharing. In the event of an incident orspecial event, the HOV lane could be reallocated for general use to relievecongestion. Similar considerations can be made for reversible lanes and HOVpriority ramp metering. Signal control priority and coordination for publictransportation vehicles (buses, light rail, etc.) and allocation of lanes and facilitiesfor exclusive use are other possible demand management strategy implementationmethods.

The TWTM Subsystem will support operator decision making through the GUIwhere the processed surveillance and detection information, as well as thestrategic and tactical controls, are presented to the operator in a format that isconsistent with their view of the network operating conditions. The GUI will beused to allow operators to implement management decisions.

2.4.4 Individual Vehicle RoutingDescription

The Individual Vehicle Routing (TIVR) Subsystem (see Figure 2-20) developsoptimal routes for specific trips upon requests received by the TMC from a varietyof sources. Since the trip can extend over a significant period of time, it will benecessary to “roll” the optimal trip path determination as conditions change duringthe course of the vehicle’s travel. Each of these requests for special routingguidance should be analyzed either by the software or by the operator todetermine its urgency and validity.

Assuming that the request is accepted, the trip is assigned a priority classificationas a basis for determining the kinds of response that the TMC should provide.This response may be limited to information given to the vehicle (e.g., the nextsegment of path) or may involve a control and wide area guidance response toprovide an extremely favored treatment for the vehicle of interest. If a controlresponse is to be provided, then the vehicle’s position, projected path segmentover the coming time period, and the vehicle’s desired speed will be provided tothe traffic control policy so that action can be taken to provide expedited servicefor the vehicle. If, in addition, it is desired to divert other traffic from the path ofthis vehicle, then the wide area control support system must be alerted to thatrequirement to take the appropriate action.



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I TMCDBMS

. Develops routes forindividual vehicles

Figure 2-20. The Individual Vehicle Routing Subsystem

In any case, the status of the vehicle will be updated at rather short intervals (e.g.,every minute or two) with a new path segment computed based upon the changingconditions defining the traffic environment. Furthermore, if an incident shoulddevelop which would impact the path of this vehicle over the current segment,then this support system will be activated to perform an immediate recalculationof the optimal path to contend with the sudden change in the traffic environment.

The TIVR Subsystem will interact with the operator through the GUI keepinghim/her informed of the current state of the trip and accepting any instructionsfrom the operator that will influence the path determination.

2.5 System Management

The System Management Support System monitors, configures, and managesATMS assets. Support for planning and scheduling of construction and specialevents is also provided in this system, This system, depicted in Figure 2-2 1, iscomposed of the following five subsystems:

a. Maintenance Management.

b. Configuration and Inventory Management.

C. TMC Hardware and Software Monitoring.

d. Automated Control Software Downloading.

e. Event Planning and Scheduling.



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Figure 2-21.. The System Management Support System

2.5.1 Automated Control SoftwareDownloading SubsystemDescription

The Automated Control Software Downloading (SACS) Subsystem (see Figure2-22) is a support tool that allows electronic transmission of software to selectedfield equipment in a remote site. The types of software transmitted to controllersor processors in the field includes the following:

a. Executable.

b. Data Files.

C. Diagnostic Procedures.

This subsystem will display the current configuration of controllers andprocessors in the field from data obtained in the TMC DBMS. Included in thedisplay are details to reveal the version of software executing, the executablename, the date revised, etc. Also included is the communication network for eachcontroller selected (an assumption is being made that controllers have a dynamiccommunication wireless network that is reconfigurable). Support will then beprovided to allow the user to select various controllers (all for a particularsubnetwork, by kind, or individual ones) that are to be sent software.

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Executable,Diagnostic Procedures

l Retrieves executablel Transmits executable to

selected field processorsl Verifies remote image

> l Remote Diagnostic

Figure 2-22. The Automated Control Software Downloading Subsystem

The user, through the user interface, will be able to do the following:

a. See displays of the current configuration.

b. See details for a particular component in the configuration.

C. Select components (controllers, processors) to receive software(executables, data files, diagnostics) by individually selectingcomponents by subnetwork, network, or type.

d. Trigger the retrieval the appropriate software from the Document andFile Management subsystem.

e. Transmit the software to the field.

f. Start or restart software in the field.

g. See verification from the field that the software was instituted.

When executables are sent, they are to replace existing control softwareexecutables. When data files are sent they are to replace existing data files thatprovide data to the system at initialization or run-time. The data files can includeany type of data file the control software uses (e.g., data to reconfigure thedynamic communication network). In either of the two previous cases, supportwill be provided to remotely restart the control software. When diagnosticprocedures are sent, they will be executed and results will be electronically sentback to the TMC.

After verification is received from the field equipment that the new controlsoftware is successfully in place, the Configuration and Inventory ManagementSubsystem will be electronically invoked and supplied with the updatedconfiguration.



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The subsystem accommodates a GUI that will: accept requests for configurationor inventory updates; provide display capabilities for current configuration andinventory data from the TMC DBMS; and facilitate report capabilities.

2.5.3 Event Planning and SchedulingSubsystem Description

The Event Planning and Scheduling (SEPS) Subsystem (see Figure 2-24) isresponsible for the offline planning and scheduling of three types of activities:

Accepts requests (manual andautomated) and tracks plannedevents

.

Develops scenario? for use incontingency planning for nonplanned

Develops event/contingency plans forplanned events and incidentsSchedules implementation andexternal system outputs

Figure 2-24. The Event Planning & Scheduling Subsystem

a. Planned Construction Events.

b. Planned Special Events.

C. Incidents (contingency planning only).

For planned events the SEPS Subsystem assists the operator by providing supportfor the following:

a. Manually entering requests.

b. Automatically accepting requests through an external communicationsystem interface.

C. Placement of requests on the event calendar (schedule) or theidentification and resolution of conflicts.

d. Generation of the planned event scenario (e.g., for a special event, suchas a football game, scenario generation entails determining eventattendance and spectator profiles, and emergency service needs, such aspolice, fire, rescue, etc.).



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e. Retrieval of event plans (traffic and logistic) for past similar events.

f. Generation of traffic control plans through interaction with theIntegrated Modeling Environment.

g. Storing of new event plans.

h. Scheduling of control plan implementation with the I/O ManagerSubsystem.

i. Scheduling of outputs to external systems and agencies with the I/OManager Subsystem.

The SEPS Subsystem also supports contingency planning for unplanned events(e.g., incidents such as an overturned HAZMAT on freeway 495). Contingencyplanning for unplanned events is supported in the same way as planned events.However, requests for resources are not automatically received, and the activitiesof the plan are not scheduled until the time of the emergency.

2.5.4 Maintenance ManagementSubsystem Description

The Maintenance Management (SMMS) Subsystem (see Figure 2-25) isresponsible for the logging and scheduling of reported failures or preventivemaintenance requests. These requests will consist of various types, including:

a. Field Surveillance Equipment.

1. Loop Detector Malfunction or Service Request.

2. Controller Malfunction or Service Request.

3. CCTV Malfunction or Service Request.

b. Failures of Field Control and Signal Equipment.

1. Traffic Light Malfunction or Service Request.

2. 170 Controller Malfunction or Service Request.

3. CMS Malfunction or Service Request.

4. Ramp Meter Malfunction or Service Request.

C. Failures of Communications Interfaces between the Field and TMC.

1. Cable Connectivity Malfunction.

2. Noisy Line Malfunction Plan.



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d. Roadway Problems.

1. Potholes.

2. Road Resurfacing Request.

3. Preventive Maintenance Request.

e. Failures of TMC Hardware and Software.

1. Front-End Communication Interface Malfunction.

2. Hardware Node Malfunction.

3. Software Process Malfunction.

4. DBMS Malfunction.

Failure Log.

TMC Hardwareand Software l Reads failure log

l Schedules Repairsl Recommends and

Schedules PMl Report Processing

OperatorInputs (repair

. Ingests requests forrepairs

. Recommendspreventivemaintenance

I

Validation1

l/OManager

(external output)

Figure 2-25. The Maintenance Management Subsystem

Requests received by this subsystem will be either a failure or a request forpreventive maintenance. As identified above, failures will include all assets of theATMS, those within the TMC and those in the field.

Reported failures and preventive maintenance requests will come electronically orfrom human-entered events. Electronically reported requests will come mainlyfrom other subsystems in the System Management Support System performingmonitoring functions; although, subsystems in other Support Systems whoperform ancillary monitoring functions as a side-effect may report failures (e.g.,the Input Stream Processing Subsystem). Human-entered events will come fromthe operator who has received a failure report or maintenance request from anexternal source.



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The logging process will consist of taking all reported failures and requests andwriting them to a disk file sorted by time and type, The logging process willsupport the overall system management process in providing information tooperators that will allow them to quickly identify and resolve anomalies in theATMS.

The automated scheduling process will take a particular type of failure, assign apriority, and generate a new schedule for that type of request. This subsystemwill provide support for high-level and detailed-level automatic and manualscheduling. Additional support will be provided for conflict resolution, resourcemanagement, temporal constraint management, and graphical and hard copyrepresentations of scheduled activities, resource allocations, and availability. It isenvisioned that daily schedules will be used both internal to the TMC as well asfor input for other agencies. For instance, the daily output of the schedule mightbe electronically transmitted to the local Public Works Department.

An important part of the scheduler is a specification for a standard requestnotation that allows various entities to electronically request a maintenance orrepair activity. The request is then parsed by the scheduler and incorporated intoeither a new or existing schedule. The scheduler will manage any constraintsexpressed and resources required in the request. If the request can be successfullyplaced on the schedule, the scheduler will do so; otherwise, the scheduler willreport conflicts both to a log tile and to the operator interface.

2.5.5 TMC Hardware and SoftwareMonitoring Description

The TMC Hardware and Software Monitoring (STHS) Subsystem (see Figure2-26) is responsible for monitoring the assets within the TMC to detect failures.Once a failure is detected, it is reported to the TMC DBMS, Configuration andInventory Management Subsystem, and depending on the level of priorityassociated with the failure to the user interface and Maintenance ManagementSubsystem. For the most critical failures a pager will be automatically invoked.

The assets monitored (and detectable failures) within the TMC include:

a. Hardware. Down nodes, CPU, memory, disk, peripheral.

b. Software. O/S problems, swapped out process and down process.

C. Communication. Links between hardware nodes and interfaces toexternal systems.

d. DBMS. Database usage (table access counts, number of joins, etc.) anddatabase sizing (database size, table size, etc.).

The monitoring of assets is done to essentially verify that the system is healthyand behaving correctly. It also is proactive in that it could potentially preventadditional malfunctions from occurring by identifying them early.



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I Display Data

l Monitors Hardwareand Networks insideTMC

l Monitors Softwareinside TMC

. Monitors DBMS insideTMC

l Report Failures

l Pager Calls

Figure 2-26. The TMC Hardware and Software Monitoring Subsystem

2.6 Analysis and Modeling

The Analysis and Modeling Support System is responsible for providing thecapabilities for analyzing and modeling all aspects of the traffic network. ThisSupport System, depicted in Figure 2-27, is composed of the following sevensubsystems:

a. ATMS Component Simulation Models.

b. Traffic Simulation Models.

C. Signal and Control Optimization Models.

d. Dynamic Traffic Assignment Models.

e. Integrated Modeling Manager.

f. Historical Data Analysis.

g. Origin-Destination (O-D) Processing.



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Figure 2-27. The Analysis and Modeling Support System

2.6.1 ATMS Component SimulationModels Description

The ATMS Component Simulation Models Subsystem (AACS) (see Figure 2-28)is a repository of models that simulate data streams for all of the various ATMSinputs. This includes all external data to the TMC [data from surveillanceequipment, Organizational Users (MPOs), Individual Users (the traveling public),Online External Systems, Emergency Response, and IVHS external systems].Specific data types include:

a. Video Data.

b. Traffic Surveillance Data. Loop detectors, area-wide detectors, queuelength detectors, acoustic detectors, optical/infra-red (image processing)detectors, bus detector, sonic, radar, light emission, etc.

C. Weather and Environmental Surveillance Data. Visibility detectors, fogdetectors, ice detectors, precipitation (sleet, snow, rain) detectors,temperature detectors (road and air), pollution detectors.

d. Trip planning data or O-D data.

e. Parking Surveillance Data.

f. Ground vehicle probe data.

g. AVI priority data.

h. Inter-regional traffic information from other ATMS.



i. HAZMAT and emergency vehicle routing requests.

MAYDAY messages.j .

k.

1.

m.

n.

0 .

p .

q.

r.

Requests for historical information.

The operational status of external systems.

Environmental data including weather and pollution levels.

Data from external systems or databases (e.g., HAZMAT).

Signal preemption data such as vehicle location and speed.

Incident status reports.

Special event plans and requests for support.

Transit data (e.g., bus schedules: routes, headways, stops).

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Display Data

. Scenario Generationl Simulation of all sensor

types (non-image andimage)

l Simulation of Probe Data

l User Input Simulationl Ingest of control strategies

for state update (responsive)

. Manual Fault Inducement

Simulated Data

Figure 2-28. The ATMS Component Simulation Models Subsystem

As noted simulated data encompasses synchronous and asynchronous data. Inaddition to providing models that simulate the outputs of each of the above datatypes, this support subsystem will provide mechanisms to control the behavior ofthe simulation, such as variable simulation speed control and the capability tomanually introduce changes in the simulated data.

The simulation of each of the above input types will be accomplished throughseparate simulation models for each type of data stream. The componentsimulation models will microscopically replicate, to the same level of detail as thedevices themselves, their output data, structure, and protocol information. Someof the less sophisticated models function more like data generators than models(e.g., the simulation of a routing request), while other more sophisticated modelsare active and responsive. The more sophisticated models are similar to Finite



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State Automata (FSA); they model 1 or more states; in each state a differentbehavior is modeled; the models receive information that transition them to a newstate.

The accuracy and meaningfulness of the simulated data is a function of the levelof sophistication for each model. For instance, the speed output from a loopdetector might be generated a number of ways.

a. Data Generation. Based on historic data under similar conditions.

b. Nominal Model. Simulated based on a flow model given set link inputvolumes.

C. Sophistication Model. Simulated using a fully capable microscopicsimulation, which can simulate the vehicle flows as well as the controlsystem.

2.6.2 Dynamic Traffic AssignmentSubsystem Description

The Dynamic Traffic Assignment (ADTA) Subsystem (see Figure 2-29) performsseveral key functions within the context of wide-area proactive traffic control.These functions include:

a. Developing 15-minute forecasts of network loads at interface pointsbetween Traffic Control Systems, based on a time-dependent regionalO-D. The required assignment interval is a function of the size of thenetwork. For small networks, a 15-minute interval is probablysufficient; for large networks, 30 minutes or longer may be required.

b. Developing 5-minute forecasts of network link volumes using thenetwork loads previously developed and specific control strategies beingemployed by the Traffic Control System.

C. In cooperation with a detailed traffic simulation program, generatingMeasures of Effectiveness (MOE) for evaluating regional and localcontrol strategies being considered by the Wide-Area TrafficManagement Subsystem and the Traffic Control Systems.

d. Developing optimized routes in support of Wide-Area TrafficManagement Subsystem’s route diversion strategies and ATIS routedeterminations.

As shown in Figure 2-29, the primary interfaces of the ADTA Subsystem are withthe Integrated Modeling Manager (AIMM) Subsystem. The Integrated ModelingManager Subsystem serves as the data manager for ADTA Subsystem, providingboth DBMS and GUI interfaces, as well as managing the API with othermodels/simulations.



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Historical5-minute -

data

LegendAIMM - Integrated Modeling ManagerAODP - Origin-Destination ProcessingADTA - Dynamic Traffic AssignmentTCS - Traffic Control SystemTWTM - Wide-Area Traffic Management

Figure 230. Dynamic Traffic Assignment Subsystem Interfaces

The meeting of the last objective (item d in the preceeding list) has additional andmore global implications in terms of the overall ATMS and IVHS architecturessince it potentially involves individual vehicle route selection. For the purpose ofthe ATMS Support System Contract, it has been assumed that ATMS is notresponsible for individual vehicle route calculations; rather, ATMS will provideATIS with suggested routes. Thus, the ADTA Subsystem computes “best” routesbetween “zonal pairs” which can be disseminated to ATIS for its use in selectingthe vehicle route. If vehicles, in turn, communicate the route decision to theATMS, that data can be used during the next time period to develop the newassignments. This is a partial coupling mode that is one of the architecturalalternatives for coupling traffic control and route selection.

2.6.3 Historical Data AnalysisSubsystem Description

The Historical Data Analysis (AHDA) Subsystem (see Figure 2-3 1) is responsiblefor providing the operator with a transparent interface to the TMC DBMS andwill primarily generate necessary reports, calculate growth trends and project



LAS-ATMS-0001

future data. The reports include both routine and ad hoc requests. The routinereports are the reports such as weekly summary traffic volume data for specificlocations that undergo routine review. The ad hoc request for reports mayoriginate whenever a need for summary data arises, especially for offline planningpurposes. The AHDA Subsystem will schedule the routine reports automatically.The ad hoc requests for reports will be entered manually by an operator throughan interactive GUI. The subsystem will translate the manual information requestinto a script file readable by the system to generate reports. The operator shouldbe able to save the information query in a file for future retrieval and use. Thesubsystem will also store the reports in the TMC DBMS for future retrieval anduse.

The AHDA Subsystem retrieves the data from the TMC DBMS and generates thereport in a specified format. The report may be reviewed electronically and/or ona hardcopy printout. The subsystem will have a library of various predefinedreport formats for the routine reports.modify a report format through the GUI.

In addition, the operator may create or

It is anticipated that the AHDA-provided reports will vary in complexity. Simplereports will just involve providing report format of the necessary data from theTMC DBMS without performing any kind of mathematical/statistical operation.The operator will have access to this statistical toolset through the interface.

TMCDBMS

I All TMC data(historic andcurrent)-traffic data, l Predict growth trends for

short-term and long-term evaluationl Statistical analysis tool setl Evaluate system performancel Generate Reports

Figure 2-31.. The Historical Data Analysis Subsystem

The AHDA Subsystem will provide a system interface to the I/O ManagerSubsystem for scheduling dissemination of the report to the appropriate entity.An event entity and a time will be provided to the I/O Manager Subsystem. Theevent ID will later be used to recall the corresponding report to be generated andtransmitted to the appropriate locations at the requested time.

Loral AeroSys 2-44 March i994


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To accomplish these functions, the AIMM Subsystem must collect and format theinputs obtained from the TMC DBMS and from the operator (via the GUI) so thatthey are ingestible by the various models. The opposite is likewise true. TheAIMM Subsystem must collect and format the outputs obtained from the variousmodels so that they are displayable and storable to the operator and the TMCDBMS, respectively. To do this, this system must obtain interface controldocuments and specifications that will describe the connectivity of the variousmodels to the AIMM Subsytem and potentially with each other.

2.6.5 Origin-Destination ProcessingSubsystem Description

The Origin-Destination Processing (AODP) Subsystem (see Figure 2-33)performs a key function, along with the Dynamic Traffic Assignment Subsystemin meeting the essential ATMS requirement for proactive traffic management andcontrol. The AODP Subsystem’s function is to synthesize and forecast an origin-destination matrix from observed traffic information including: real-time linkvolumes computed by the Traffic and Environmental Monitoring Subsystem,origin-destination information (current and forecasted) collected from ATISsources such as ATIS equipped vehicles, historical origin-destination data, andtraffic information. The AODP Subsystem will have the capability to develop apartial origin-destination matrix.

TimePeriod(i-l)

TimePeriod i

AssignmentPeriod i+l

O-D> Synthesis <

I

ObservedLink Vols

I

> Assign.

predictiolerrors

--------- Simulation StateEstimation

n

I

Figure 2-33. The Origin-Destination Processing Subsystem

DynamicAssignment

The AODP Subsystem will interface with the Integrated Modeling Manager totransfer data to other TMC support systems. The interface shall support both thestandalone use of this subsystem, as well as the transfer of data to and from othersubsystems.

Loral AeroS ys 2-46 March 1994


LAS-ATMS-01

This subsystem will have the capability to forecast the synthesized origin-destination matrix over the assignment period required by the Dynamic TrafficAssignment and Wide-Area Traffic Management Subsystems (currently assumedto be 15 minutes). Real-time and offline evaluation support will be provided.

The origin-destination synthesis process will be self-calibrating. Short-termcalibration, if it is possible, will be a real-time activity; long-term calibration canbe performed offline. The AODP Subsystem will evaluate the accuracy of theforecasts developed by the Dynamic Traffic Assignment Subsystem and use theseresults to modify (calibrate) the origin-destination model behavior throughparameter adjustment.

2.6.6 Signal and ControlOptimization ModelsSubsystem Description

The Signal and Control Optimization Models (ASCO) Subsystem (see Figure2-34) contains a repository of all Signal and Control Optimization Modelsavailable for use in the ATMS. This subsystem is a library of traffic simulationprograms under the control of the Integrated Modeling Manager. This includesboth microscopic and macroscopic level models such as TRANSYT, PASSER II,SIGOP III, SOAP, MAXBAND, etc. This also includes second-generationmodels that will be available through the “Models to Simulate IVHS Operations”Contract.

SIgnal and Control l Optimization of signalModel Input control at arterial,

subnetwork or networklevel

l Computation of individualintersection or rampcontrol parameters

Figure 2-34. The Signal & Control Optimization Models Subsystem

This Support Subsystem shall be used to evaluate the efficacy of candidate ATMScontrol strategies online prior to the deployment of the “best” candidate strategy.It will also be used “offline” to evaluate new strategies to determine whether theyshould be introduced into the ATMS library of candidate control strategies.

It is important to understand that each of the models available for simulation andanalysis is accessible only through the Integrated Modeling Manager Subsystem.The Integrated Modeling Manager Subsystem manages all inputs and outputs toeach of the respective models; it is a “server” that interacts with the variousmodels. It provides a common interface to both the operator and other supportsubsystems that wish to use the models available.

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The inputs that are made available to the ASCO Subsystem through the IntegratedModeling Manager Subsystem include the following:

a. Data directly from the TMC DBMS Static network data (i.e.,geometries), incident data, real-time surveillance or traffic state data(link speeds/volumes, link turning volumes, parking capacities bylocation, etc.), suggested routing information, O-D data or tables, transitschedules and data, environmental data (rain, snow, fog, icy pavements,temperature, pollution varying both spatially and temporally), vehicleclasses and composition.

b. Data from the User Interface. Scenario definition data (size and scope ofthe analysis network, the surveillance input data, traffic flow input data,traffic composition, etc. ), run control data, events (modify trafficdemand on any entry link, modify turning movements on internal links,failure inputs for any specified component such as a detector, acontroller or communication line, change control tactics/plans ), etc.This data may come initially at startup (scenario configuration) ordynamically during run-time.

The main functions of the models available in this subsystem are the following:

a. Determine optimal control strategies/tactics/plans.

b. Rank order of control strategies/tactics/plans based on MOE.

The outputs that are made available to the Integrated Modeling ManagerSubsystem(and ultimately to the operator or other support subsystems) include:

a. Optimal control strategies/tactics/plans.

b. MOE (statistics describing traffic operations at a high level of detail) oneach network link and for each network node.

C. Summary statistics and aggregates of these statistics, in accordance withuser specifications, over subnetworks and network-wide.

It is also important to realize that the models that are available in this subsystemare used in real time, online and offline.

Real-time mode operation: In this mode, information is received in real time fromthe real world. That is, the simulation models are “plugged in” to the real-timesystem accessing the data that is received from the field via the surveillance andcommunication system. For instance, Traffic Control will request in real time (orhyper real time) for the evaluation of a strategy. The simulation analysis will beexecuted many times faster than for online purposes to fulfill the real-timeperformance requirements. In most cases, a user is left outside of the loop.

Online mode operation: This mode is similar to the real-time mode in that thesimulation models are “plugged in” to the real-time system accessing the data thatis received from the field via the surveillance and communication; and thesimulation analysis may be executing in hyper real time. The major difference inthe online mode is that there is human intervention. The human may perform



“what-if” analysis to be usedevaluation/determination.

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in contingency planning or strategy

Offline mode: In this mode, the component simulation models operate in amanner which is separate and distinct from the online or real-time system. Here,the patterns of traffic demand have been archived in one of two ways:

a. From a prior application of these models in the real-time mode.

b. By specifying data from the Integrated Modeling Manager subsystem tocreate a traffic environment for study. This may involve local, historicdata available through the TMC DBMS.

2.6.7 Traffic Simulation ModelsSubsystem Description

The Traffic Simulation Models (ATSM) Subsystem (see Figure 2-35) contains arepository of all traffic simulation models available for use in the ATMS. Thissubsystem is a library of traffic simulation programs under the control of theIntegrated Modeling Manager Subsystem. This includes both microscopic andmacroscopic level models such as NETSIM, NETFLO, FREFLO, FRESIM,CORFLO, TRAF, LINKOD, etc. These models also include second-generationmodels that will be becoming available through the “Models to Simulate IVHSOperations” Contract.

. Simulation of traffic flow atsubnetwork, network orregional level Simulation

. Simulates flows on a Output Datasubnetwork or network for animations

levell Yields MOE. Simulations may be

microscopic, macroscopic,or mesoscopic

Figure 2-35. The Traffic Simulation Models Subsystem

It is important to understand that each of the models available for simulation andanalysis is accessible only through the Integrated Modeling Manager Subsystem.The Integrated Modeling Manager Subsystem manages all inputs and outputs toeach of the respective models; it is a “server” that interacts with the variousmodels. It provides a common interface to both the operator and other supportsubsystems that wish to use the models available.

As is the case for the Signal and Control Optimization Models Subsystem, allinterfaces to the models are via the Integrated Modeling Manager. Also, the dataavailable to and used by ATSM is similar to that used by ASLO.



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The main functions of the models available in this subsystem are the following:

a . Optionally macroscopically simulate the traffic flow at t h e subnetwork,network, or regional level in accordance with the run control options andthe selected model.

b. Optionally microscopically simulate the traffic flow at the subnetwork,network, or regional level in accordance with the run control options andthe selected model.

The outputs that are made available to the Integrated Modeling ManagerSubsystem (and ultimately to the operator or other support subsystems) includethe following:

a. MOE (statistics describing traffic operations at a high level of detail) oneach network link and for each network node.

b. Vehicle trajectory data at one-second intervals for animation displays.

C. History of control actions (e.g., phase durations and sequences, cyclelength, offset) over time.

d. Summary statistics and aggregates of these statistics, in accordance withuser specifications, over subnetworks and network-wide.

It is also important to realize that the models that are available in this subsystemare used in real time, online and offline.

Real-time mode operation: In this mode, the simulation models are “plugged in”to the real-time system accessing the data that is received from the field via thesurveillance and communication system. For instance, Traffic Control willrequest in real time (or hyper real time) or the evaluation of a strategy. Thesimulation analysis will be executed many times faster than for online purposes tofulfill the real-time performance requirements. In most cases, a user is left outsideof the loop.

Online mode operation: In this mode, the operator may perform interactive“what-if” analysis to be used in contingency planning or strategyevaluation/determination.

Following an operator intervention, the simulated state of the traffic environmentwill depart from the real-world state as a consequence of the action taken by theoperator. The simulation analysis can still proceed in real time by accessinginformation from the surveillance system which describes the movement of trafficinto the analysis section. Furthermore, the simulation models themselves willcontinue operating in simulated real time; that is, the information presented to theoperator would be in the same format as though it were provided in the real-timesystem and at the same rate.

The internal network links of the analysis network will, of/course be experiencingtraffic conditions which reflect the action taken by the user. (It is theresponsibility of the user to identify the “entry links” of the analysis networkwhich would not be effected by the action taken.) The operator can also requestthe simulation model to continue to archive surveillance information in real time,



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in addition to performing the simulation activities. This feature will allow theuser to compare the MOE generated by the simulation model reflecting the actiontaken by the operator, with the MOE generated at a later time in the absence of thesuch action by the operator, or in response to another action taken by the operator.

This process can be repeated with different operator actions taken at differenttimes in accordance with the operator’s judgment. For each such action,simulation components will provide MOE which assess the outcome of theactions taken by the operator. An analysis of these alternative actions can bemade offline (see below) so as to compile a list of actions which are known to beeffective under conditions reflective of the simulated real-world conditions.

Offline mode: In this mode, the component simulation models operate in amanner separate and distinct from the online or real-time system. Here, thepatterns of traffic demand have been archived in one of two ways:

a. From a prior application of these models in the real-time mode.

b. By specifying data from the Integrated Modeling Manager Subsystem tocreate a traffic environment for study. This may involve local, historicdata that is available through the TMC DBMS.

Even in the offline mode, the simulation model should execute at a speed which iscommensurate with real-time operation. This is necessary for the displaysproduced by the simulation model to be presented at a real-time rate. Once again,the operator can intervene by incorporating some change to the trafficenvironment and the system will respond to that change in the offline mode at alevel of responsiveness which represents the real-time system. Finally, under amore controlled environment, the user can rerun the same scenarios, incorporatingdifferent actions at different times based upon his/her judgment, to generate theinformation needed to evaluate these actions. From this evaluation, the engineercan establish a hierarchy of strategies which have a high prospect of beingeffective at future times.

2.7 Common Services

The Common Services Support System provides capabilities required by all of theATMS Support Systems, most notably the Graphical User Interface (GUI). Withthe exception of the GUI and Operator Training, all of the other subsystems in thisSupport System are development by-products and are available through COTSproducts. The Common Services Support System, depicted in Figure 2-36,consists of the following six subsystems:

a.

b.

C.

d.

e.

f.

Inter-Process Communications.

Operating System.

Network Backbone.

Operator Training.

GUI.

Security.

2-51Loral AeroSys March 1994


LAS-ATMS-000

II Process II

NetworkBackbone

II GUI

Operating

Figure 2-36. The Common Services Support System

The Operator Training function within the Common Services Support System isimportant for maximizing the performance and effectiveness of operator actions.It is currently envisioned that operator training will take the following forms:

a. Development of User Guides for each Support System.

b. Classroom Instruction/Training for each major activity (IncidentManagement, Traffic Management, Analysis and Modeling, EventPlanning, etc.).

c. Simulation and On-the-Job Training (OJT).

Additional Operator Training functions are provided in other subsystems:

a. Document and File Management subsystem (online documentation,electronic versions or user guides, tutorials) with hyper-text.

b. All Support System applications that have a user interface will providecontext sensitive help (provided via the Common GUI).

Finally, operator performance assistance and monitoring may be required in keysubsystems (e.g., Real-Time Traffic Control).



LAS-ATMS-COO

SECTION 3

SYSTEM-LEVEL REQUIREMENTS

This section describes the system-level requirements for the ATMS SupportSystems. The system-level requirements are those requirements that areapplicable to the system as a whole, to which each support system shall becompliant.

System-level requirements are defined for the following categories:

a. Hardware.

b. Software.

C. Operator Interface.

d. Facility.

e. System Architecture.

f. Fault Tolerance.

g . Performance.

Each of these requirement categories will be discussed in detail in succeedingparagraphs.

3.1 System-Level Hardware Requirements

The system-level requirements for the hardware to be used for the development ofATMS Support Systems are presented in the following paragraphs. FaultTolerance requirements are addressed in paragraph 3.6.

HW 1

HW 2

HW 3

HW 4

HW 5

The system shall use standard, commercially available hardware.This includes all computer-related hardware (CPUs, peripherals, largescreen displays, CCTV monitors, CCTV video import cards, etc.).

The hardware platform shall be capable of meeting the software,facility, operator interface, and fault tolerance requirements for theATMS.

The hardware for the operator workstations shall be capable ofaccommodating interfaces for video inputs.

The hardware for the operator workstations shall be capable ofallowing a configuration of multiple monitors, each controlled by asingle keyboard.

The hardware for video switching to TV monitors shall be capable ofselecting any camera in the configuration and displaying its outputs.



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HW 6 The hardware for the front-end communications system shall becapable of interfacing with various types of communication links to

receive both digital and analog information.

It is important to recognize that the actual number of workstations,communication links, and the characteristics of the hardware in general aresubject to change based on the following:

a.

b.

C.

d.

e.

f.

g.

Size of the Traffic Network (surveillance and control scope).

System Performance Requirements.

Functional Specifications.

Customer/Site Requirements (external interfaces, type and quantity ofincoming and outgoing data at each site -- e.g., AVI/AVL vehicles,required staffing profiles).

Size of the ATMS Region (e.g., number of participating nodes,communication load requirements).

Technological Advances (e.g., hardware performance).

Deployment Considerations.

1. Characteristics/Configuration of Existing System.

2. Upgrade/Migration Path.

3. Policies and Procedures.

4. Budgets.

5. Available Space.

These issues will be addressed during the design considerations of Task D.

3.2 System-Level Software Requirements

The system-level requirements for the software used in the development of ATMSSupport Systems are presented in the following paragraphs. The system-levelrequirements for the software are driven by the need to perform the following:

a. Execute applications on any vendor’s platform (hardware independence).

b. Produce a maintainable and modular system.

To accomplish this, ATMS Support Systems shall be compliant with establishedand mature open system standards. Two of the biggest requirements enforced willbe the following:



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a. POSIX-compliant operating systems with ANSI- and POSIX-compliantsource code.

b. SQL-compliant database and source code level APIs.

These requirements are levied so that the functionality needed to provideinteroperability, portability, and scalability of software across hardware platformsand networks of heterogeneous types is achieved. These standards and othersidentified in formal requirements in the following paragraphs, will specifystandard services, interfaces, data formats, and protocols that are available on avariety of hardware platforms and network configurations.

3.2.1 Operating System

SW1 The operating system shall be multi-tasking and multi-user.

SW2 The operating system shall support distributed file systems, directoryservices, and remote procedure calls.

SW3 The operating system used shall be a POSIX-compliant Unix (FIBSPUB 15 l-2). POSIX 1003.1 (a.k.a. POSIX.1 - System ApplicationProgram Interface [C Language]), POSIX 1003.2 (a.k.a. POSIX.2 -Shell and Utility Interface), and POSIX 1003.4 (a.k.a. POSIX.4 -Real-Time Services)’ at minimum shall be met. No proprietaryoperating system shall be used.

SW 4 The operating system shall provide real-time extensions (referencePOSIX.4) for process priorities and preemptive scheduling.

3.2.2 Programming Languages

SW 5 The programming language for all newly developed source code shallbe ANSI-compliant C or C++2. Utilization of extensions toprogramming languages provided by specific vendors is to beavoided.

3.2.3 Communications

Communications includes the services necessary for reliable, transparent, end-to-end data transmission across communication networks.

1 As of this date 1003.4 is in draft 12, however, implementations with major API functionality are nowavailable on most commercially available operating systems.

2 As of this date an ANSI C++ language definition does not exist., however, the Stroustrup’s SecondEdition of the C++ Programming Language manual is the base document for the ANSI C++standardization effort.



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SW 6 The inter-process communication standard for point-to-point andbroadcast communication shall be either POSIX message queues(specified in POSlX.4) or TCP/lP sockets/datagrams.

SW 7 Access to the system shall be provided from a remote node via aTelnet or rlogin connection.

SW 8 File transfer from a remote node shall be available via the FileTransfer Protocol (FTP). This will allow a file to be obtainedanywhere in the network.

SW 9 The extension of local procedure calls to a distributed environmentshall be achieved via the Remote Procedure Call specification.

3.2.4 Database

This section will address high-level database (including map database) and GISrequirements.

For a complete listing of Database (including map database) and GISrequirements, reference Appendix A, the DTDB Subsystem. In addition, mapdisplay requirements are addressed in paragraph 3.3.2.

SW 10 The system shall use a commercially available Structured QueryLanguage (SQL)-compliant Relational Database Management System(RDBMS) for the storage and retrieval of all alphanumeric data. AnSQL C preprocessor will also be necessary.

SW 11 The system shall use a commercial GlS/Map Database for thestorage/retrieval of digitized maps and other forms of spatial data(subject to performance and design trade-off analysis). The GIS mustprovide native mode SQL calls to a relational database, other than thevendors database. The GIS/Map database requirements are extensive,however, there are several key areas that need to be addressed. Theseare addressed below:

a. The map database needs to have the capability to store in DXFstandard format.

b. The GIS needs to support the editing and maintaining of spatialdata. Additionally, the GIS needs to have a feature editor.

C. The GIS needs to support the import and export of the followingdata formats: ARC, DIME, TIGER, ETAK, ERDAS,LANDSAT, SPOT, DEM, and Digital Orthophotography.

d. The GIS needs to support a seemless spatial data model.

e. The GIS needs to support and maintain topological spatial dataand relationships as defined in FIPS 173.



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f. The map/GlS displays need to support the display of CAD,raster, and vector data.

g. The map/GlS database needs to support a network topology withconnectivity so that streets have relationships with each other.Low-level support for maintaining links, nodes, and polygonswill be supported.

h. The map database needs to contain current (updated within 6months) and accurate (both geometric and positional, within 100feet) data.

i. The map/GIS needs to have at least a 90 percent hit rate for geo-coding.

SW 12 The DBMS, GIS, and map display components shall be compliantwith the OSF/Motif style guide.

3.2.5 Software DesignCharacteristics

The ATMS Support Systems must be designed to be modular, maintainable, andflexible so that they are adaptable to existing TMCs and flexible to accommodatenew technologies as they become available. The following requirements areactually design goals, however, they are delivered as part of the formalrequirements to ensure that they will be met in each Support System.

SW 13 ATMS Support Systems shall be modular, maintainable, and flexible.

SW 13.1 ATMS Support Systems shall be modular. Modularity ischaracterized by the ability to add, change, or replace moduleswithout affecting other modules. To achieve modularity, the inter-dependencies (coupling) between the Support Systems will beminimized and the cohesion of functions within a Support Systemwill be maximized. The extent to which Support Systems orsubsystems within a Support System can function as standaloneentities will be maximized.

SW 13.1.1 High module cohesion is achieved by the grouping of relatedfunctions into one complete package. A package, for instance, couldbe a file or a class. The module should not contain more than 60 linesof source code instructions (Page-Jones, 1988). Object-orienteddesign practices (e.g., data abstraction, encapsulation, and informationhiding) shall be used where feasible and practical.

SW 13.1.2 Low coupling between modules is achieved by removing unnecessaryrelationships between modules and by reducing the number ofnecessary relationships between modules. Where coupling isnecessary, the passing of parameters shall be maximized and themapping to common data areas shall be minimized. The DBMS shallbe used where possible to store persistent data (e.g., data that isrequired by other applications).



LAS-ATMS-0001

SW 13.2 ATMS Support Systems shall be maintainable. Maintainability willbe Supported through well-defined system interfaces, modularity(reference SW 14.1), high-level programming languages (referenceSW 4), software layering, up-to-date system documentation, andthrough the mandatory use of industry standards (reference SW I-9).

SW 13.2.1 Well-defined system interfaces are established by providing access tothe services (functions, methods, etc.) provided by a given module orsubsystem, specifying only the essential data that is to be input to themodule and that which is to be output by the module. The passing ofonly essential data is emphasized to limit the dependencies betweenmodules and to limit the exposure of unnecessary implementationdetails that are unique to the design of the module.

SW 13.2.2 Software layering is mandatory in cases where coupling to a non-standard component is required. Software layering is achieved byadding a separate Application Program Interface (API) to the system.It is the responsibility of the application program to call the APIroutine, not to directly call the non-standard component. Non-standard protocols, data formats and function calls are in the APIonly, not spread throughout application code. In this way,minimization of interaction with non-standard components isachieved.

SW 13.3 ATMS shall be flexible. Flexibility is the ability to adapt the softwarefor different environments and domains, while minimizing codechanges and recompilations. Flexibility shall be supported throughparameterization and data-driven approaches. Parameterization shallto the extent possible, capture possible variations in the system asinput parameters, compilation parameters/instantations (e.g., C++templates or # DEFINES), module parameters, and tables.

Flexibility is also achieved by designing for interoperability andportability. Interoperability will be supported to minimize changes tosoftware systems communicating with each other in a heterogeneousenvironment (i.e., data communications). Portability shall besupported by mandatory compliance of software to ANSI and POSIXstandards.

SW 14 All application software with access (both read and write) to acommercial DBMS shall contain ANSI-compliant SQL.

SW 15 The extent to which software interfaces directly to Map databases orGIS databases shall be limited. In cases where this is deemednecessary a separate API (not provided by the vendor) shall be used tominimize the impact of porting to a new map/GlS database (reference“software layering”).

3.2.6 Software -Style

SW 16 ATMS Support Systems software shall be developed in accordancewith the FHWA C Programming Language Style Guide. Any C++



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Software shall be developed in accordance with the Loral C++Programming Language Style Guide. Of particular significance is theadherence to documentation guidelines, which are outlined in thestyle guide.

3.3 System-Level Operator Interface Requirements

The system-level Operator Interface Requirements for Support Subsystems arepresented below. The requirements are driven by the need to:

a. Establish a common, consistent interface between users and applicationsto reduce training and increase operator productivity and performance.

b. Limit modifications to operator interface code when porting to a newhardware platform by adopting a common API that is stable for all ormany platforms.

3.3.1 User Interface

The interface between the operator and applications is important since it providesthe framework for interactions necessary for the effective and efficient operationof the system. To ensure that all user interfaces are well designed and easy to use,all user interface development will conform to the OSF/Motif Style Guide3.

The OSF/Motif Style Guide strives to accomplish the following [OSF/Motif '91]:

a.

b.

C.

d.

e.

f.

g.

OI 1

Adopt the user’s point of view.

Give control to the user.

Use real-world metaphors.

Keep interfaces natural (intuitive).

Keep interfaces consistent.

Communicate application actions to the user.

Avoid common design pitfalls.

The User Interface to all Support Subsystems shall be a graphical,direct manipulation icon, menu, and windows-based user interface.The system will be mouse and keyboard driven.

3 The OSF/Motif Style Guide is closely consistent with Microsoft Windows, Presentation Manager,and Common User Access (CUA).



LAS-ATMS-0001

01 1.1 The GUI shall conform to OSF Motif and the X Window SystemProtocol standards.4

012 The development of the GUI shall conform to the OSF/Motif StyleGuide.

01 3 The GUI shall accommodate the input and display of all data,including system login, map displays, request for services (reports,application invocations/terminations, etc.), and all data obtained fromthe DBMS (real-time and historical traffic, failures, incidents, etc.).Reference the individual Support Subsystems in the Appendix A forGUI requirements relevant to each support subsystem).

3.3.2 Map Displays

This section will address the user-interface portion of the map-based display. Fordetailed requirements for the map database, reference Appendix A, the DTDBSubsystem.

A salient feature of a well-designed ATMS is to provide the tools necessary toeffectively monitor traffic conditions. A key ingredient to fulfilling thisrequirement is the implementation of an effective Geographic Information System(GIS) and Map-based user-interface for the monitoring activities. The GIS andMap-based user-interface shall be capable of fulfilling the following requirements.

O14

015

The base map display shall provide zoom and pan capabilities for thetraffic network of interest; display of coordinates; and display of userselected features/attributes; This could include a surface street/arterialnetwork, or a freeway network, or some combination thereof (citymaps with superimposed freeway maps).

The map display shall provide tool-kit level APIs or interfaces for acommercial GIS product to facilitate geo-coding and referencing, mapcustomization and color-coding, feature association, spatial queries,and the superimposing of images and icons on the display.

016 The map display shall provide the capability of displaying street mapsfor cities and freeways at the highest level and network geometries(e.g., number of lanes, intersection layouts) at the lowest level for theanalysis network of interest. The lowest level is likely to require theuse of imported CAD files.

017 The map display must be able to display CAD, raster, and vector data.

01 8 The map display must support the ability to annotate maps withtransportation symbols and text.

01 9 The DBMS, GIS, and map display components shall be compliantwith the OSF/Motif style guide.

4 Since OSFs Motif is built on top of the X Window System, Motif implementations by default complywith the X Window System de-facto standard. Motif is available on most RISC workstations and PCs.



3.3.3 Event Logging

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The GUI shall facilitate the display of events that are generated from variousapplications of the system. Events by definition are any action conducted byeither the system or tbe operator.

01 10

0111

0112 Each event shall contain data that describes the following:

01 13

01 14

d. Any length message describing the event.

e An event priority.

All events shall be logged to a separate system file.

The events display shall be capable, at user request, to filter and/orsort events being displayed.

01 14.1 Events can be sorted by time, priority, source, and type. The defaultsetting, which shall also be user definable, will be to sort by time.

01 14.2 Events can be filtered by time, priority, source, and type. The defaultsetting, which shall also be user definable, is to receive all events.

01 15 The event system shall provide the capability to display either real-time events or archived events.

0116

01 17

The event display shall be scrollable.

The event system shall permit the display of multiple event windows,each configured (sorts, filters) to tbe user’s specification.


The GUI shall accept different event types simultaneously (e.g.,application events, operator events). The design of this subsystemwill manage concurrecy issues.

Events shall include at minimum the following:

Operator Events. User logs in/out, user starts/quits application, userdatabase updates, user changes traffic control strategy, tactic, plan, orassociated parameters.

Application Events. Incident detected, user input required,application error, node down, database storage capacity, performanceproblem, or any other monitoring abnormality. Each application isresponsible for generating events and depositing them into theDBMS.

a. Event source (e.g., a tag of the application that generated theevent message).

b. Event type.

C. Time/date the event was generated.


LAS-ATMS-0001

01 18 All events shall be displayable, at user request, to the GUI or to aprinter.

0 1 1 9 Events can be printed from the log file (all events) or from the GUI(with current user settings for filters and type of sort).

01 20 Color-coded events shall be associated with the highest priorityevents. The priority of each event as well as the priority rangesassociated with the color codes shall be user-definable. The colorsassociated with the events (for consistency purposes) are not user-definable.

01 21 For high priority events, the system shall be capable of requiringacknowledgements and/or providing audible queues. The user willhave the capability to define and change the priority ranges that are togenerate acknowledgements and/or audio queues. It is not requiredthat the user utilize this function. Aside from the user being able todefine the ranges for acknowledgements and audio queues, the usershall also be provided the option to enable/disable this activity forexisting definitions.

3.3.4 Software Access and Security

01 22

01 22.1

0122.2

01 23

01 23.1

0123.2

01 23.3

01 24

Loral AeroSys

The system shall prevent unauthorized users from logging into thesystem. The system will use a login name/password combination totrack authorized users.

All attempts (either by a valid or invalid user) to login to the systemwill be logged.

After three unsuccessful attempts by a user to login to the system, thelogin prompt will be deactivated for 30 seconds.

The system shall support security levels. Security levels preventauthorized users, without the correct security level, from using certainapplications (e.g., Traffic Control, Database Updates).

A user with security level in shall be permitted to execute any supportsystem application, such that the required security level of thatapplication is < n.

The login name/password combinations and associated security levelsfor all users and applications shall be reconfigurable (add, delete,change). The configuration or reconfiguration of this data ispermitted only by the System Administrator.

Special security levels shall be provided that allow certain users tohave access to operating system-level commands and to direct SQLlevel interfaces provided by the DBMS.

The system shall not permit the user to start new applications on anode that will cause it to exceed peak utilization of available

3-10 March 1994


LAS-ATMS-0001

resources (CPU, Disk, I/O). This requirement works in conjunctionwith the operating system requirements that establish high prioritiesfor real-time or time critical software processes (reference SW 4).

Software configuration management and Quality Assurance measures will beaddressed in a Programmers Maintenance Document.

3.4 System-Level Facility Requirements

The system-level facility requirements for the ATMS are presented in thefollowing paragraphs. It is important to understand that more specific facilityrequirements will be necessary pending design outcomes determined in upcomingwork (e.g., type and number of workstations, number of consoles/operators,number of monitors, etc.). In addition, many of these decisions will be driven bythe following:

a.

b.

C.

d.

e.

f.

Selected Hardware to meet Functional Specifications and associatedHardware requirements impacting Facility requirements.

Size of the Traffic Network (surveillance and control scope).

Customer/Site Requirements (external interfaces, type and quantity ofincoming and outgoing data at each site, e.g., AVI/AVL vehicles,required staffing profiles).

Size of the ATMS Region (e.g., number of participating nodes,communication load requirements).

Technological Advances (e.g., hardware performance).

Deployment Considerations.

1. Characteristics/configuration of existing system.

2. Upgrade/migration path.

3. Policies and procedures.

4. Budgets.

5. Available space.

In general, however, it is our belief that the facility should be designed inaccordance with Human Factors guidelines to leverage efficiency andeffectiveness of operations.

FAC 1 The facility to house the TMC hardware, software, and operationscrew shall be an office environment. The use of raised floors shallnot be required.



FAC 2 The facility shall be capable of maintaining a temperature of 68”. Theuse of special air conditioning systems is obviously dependent on thetype and quantity of hardware components, but it is not currentlyenvisioned that special a/c systems will be necessary.

FAC 3

FAC 4 Power outlets should be Uninterruptible Power Supply (UPS)compliant.

FAC 5

FAC 6

Surge protectors shall be required for processors.

The facility shall provide the infrastructure for network backbones fora LAN/WAN installations and incoming/outing communication linesand connections.

FAC 7 The facility shall provide sufficient lighting controls to minimizeglare and eye strain.

FAC 8 The facility shall provide ample space for the storage of onlinehardware components and redundant components. This includescomputers, printers, backup devices, telex and facsimile machines,etc. Space should also be provided for the storage of printedmaterials, such as system manuals and operation procedures. Theactual square footage requirement is dependent on many factors,including type and number of consoles, staffing profiles, monitors,size of network, etc.

FAC 9 The facility shall provide ample wall space for the wall monitors andoverhead projections. The wall space shall be easily viewable inentirety by all operator consoles.

FAC 10 The operator consoles shall be designed to accommodate ergonomicand operational demands. Ergonomic features shall conform toHuman Factors guidelines (e.g., adjustable chairs, footrests).Operational demands include access from the console to thetelephone, workstation components, camera controls, video switchingmonitors, and radio communications.

FAC 11 The physical access of the facility will be controlled. Access shallonly be provided to authorized employees only. The use of card keys,cipher locks, or similar mechanisms will be required on all doorentrances.

LAS-ATMS-0001

There shall be sufficient power outlets and resources for the necessaryand redundant hardware components (e.g., computers, peripherals,large screen displays, banks of monitors, etc.). The number of outletsis dependent on design and deployment considerations.

Illustrated in Figure 3-l is a typical configuration for a TMC facility.

L.oral AeroSys 3-12 March 1994


LAS-ATMS-0001

3.5 System Level Architecture Requirements

The System Level Architecture requirements address the candidate softwarearchitecture to be used for development of Support Systems. Not included hereare ATMS Architectural Issues (e.g., coupling between routing and control,roadway beacon versus satellite). Current assumptions, however, for these typesof architectural issues are summarized in Appendix D.

Candidate TMC Facility Layout

Operator Consoles

Figure 3-1. Candidate Facility Layout

The ATMS Support Systems will use client/server computing to distribute andshare processing capabilities. The client/server model, an extension of shareddevice processing, offers several unique advantages well suited to the TMCsoftware environment (Berson ‘92, see paragraph 1.6, item b) including thefollowing:

a. Distribution/division of processing between clients and servers.



b.

C.

d.

e.

f.

g.

ARC 1

Server-based arbitration of multiple, simultaneous client requests.

Client/server cooperative interactions, that are initiated by a client.

Services or data provided to many clients by request.

Lower network traffic, response time, network bandwidth requirements,and costs.

Client/server model is scaleable in terms of hardware.

Lower lifecycle maintenance costs.

The implementation of Support Subsystems shall use a client-servertechnology where feasible (see Figure 3-2).

It is currently envisioned that there will be at least the followingservers:

Svstem Servers

a. Database Server.

b. File Server.

C. Communications Server.

Application Servers

Most Support Subsystem applications will be application servers.However, there are application servers that may require specialhardware requirements (parallel processing, extended memory, i/o) tomeet the functional specifications. An example of this may be aparallel processor for image analysis.

3.6 System-Level Fault Tolerant Requirements

The system-level fault tolerance requirements are presented below.

FT l The configuration of the software (including databases) shall notpermit a single point of failure.

FT 2 The configuration of the hardware (including networks) shall notpermit a single point of failure to the system.

FT 3 The database shall support mirroring for online recovery of databasefailures (reference paragraph 2.3.4). Mirroring will be used only forthe critical part of the database; it is not currently envisioned thatmirroring of the whole database will be necessary.



LAS-ATMS-0001

F T 4 The system shall not permit the user to start new applications on anode that will cause it to exceed peak utilization of availableresources (CPU, Disk, I/O).

ATMS Support System ArchitectureUtilizing Client/Server Technology

Sewers

Clients

Appliiatnm Client A

Application Client B

Interactions

TCP/IP.POSIX vfork

IAN Backbone - 10 Base F “Fast Ethernet”Client Platforms - X terminal or Low Power Unix RISC W/S, e.g. SPARCclassicSewer Platforms - Multi-CPU, scaleable Unix box, with configurations availablefor I/O intense servers (e.g. higher bandwidth, SPARCserver)Protocols - TCP/IP and POSIX message queues and vforkWindowing System - X Window System running OSF/Motif softwareGIS/Map Database - Temporal and spatial relationships/queries, plugs to DBMSDatabase - SQL compliant RDBMS

Figure 3-2. Client/Server Architecture

FT5 The design of the system (both hardware and software) shall permitthe configuration of redundant components (e.g., dual rail ethernet,redundant platforms running critical applications, backup powersources etc.).



LAS-ATMS-0001

FT 6 In the event of a communication link failure between TMC nodesparticipating in the ATMS region, a rerouting capability shall beprovided through other communication paths.

FT 7 The hardware platforms and associated software for time-critical andreal-time applications shall have an availability rate of 99 percent.Provisions for recovery from failures will be provided throughredundancy. The time to recovery from a hardware or softwarefailure should take no longer than 5 minutes. This assumes redundantworkstations already booted with. the necessary software loaded andconfigured.

3.7 System-Level Performance Requirements

This section identifies system-level performance-related requirements for ATMS.Specific subsystem-level performance requirements are contained in therequirements/specifications in Appendix A.

PERF 1 The system shall provide sufficient CPU, memory, disk, and networkresources to simultaneously accomplish the following types ofactivities without severe degradation of system performance orresponse times:

a. Receive, validate, and load the DBMS for the real-time data(both synchronous and asynchronous) entering the system(vehicle probes, image-based, fixed location surveillance, ATISO-D, Inter-Regional ATMS, etc.).

b. Retrieve from the DBMS and transmit real-time data (bothsynchronous and asynchronous) to external sources. Thisincludes static network data, real-time traffic state data, incidentdata, routing information, traffic control, etc.

C. Satisfy the requests of Support Subsystem applications[including real-time (e.g., Traffic Control System), time-criticalonline (e.g., Traffic and Environmental Monitoring), online(e.g., Integrated Modeling Manager), and offline (e.g., EventPlanning and Scheduling)] and their respective users (referenceDTDB).

PERF 2 No system activity shall impair the performance of real-time or time-critical functions, such as real-time traffic control, surveillance inputprocessing, or user display updates.

PERF 3 The system shall not use more than 75 percent of its primaryresources (CPU, Disk, Memory, I/O Network) during normaloperations; and not more than 90 percent during emergencysituations. A subsequent analysis of primary function versus demandon primary system resources will be necessary on a subsystem-by-subsystem basis. This analysis will be conducted in Task D (design),



LAS-ATMS-0001

and will serve as a driver for the number and type of workstationsrequired.

PERF 4 User input via a keyboard or mouse should be accepted (notnecessarily responded to) within .2 seconds.

PERF 5 The update of displays for real-time data shall occur at user-definableintervals with a minimum resolution of twice per second accurate tol/l0 of a second.



LAS-ATMS-0001

SECTION 4

DESIGN/DEPLOYMENT CONSIDERATIONS

This section addresses topics that are critical to the successful design,implementation, and eventual deployment of Support Systems. These topics are:a) issues with field integration, b) prototyping, c) coordination with the GeorgiaTech Research Institute (GTRI) Human Factors contractor, and d) coordinationwith other relevant contracts.

4.1 Issues with Field Integration

This section addresses some of the significant deployment considerations prior toselecting the field site and prior to the prototyping and subsequent fielding of theSupport Systems. Although most of the deployment considerations in this sectionare specific to the testing of prototypes to be developed under this contract, it isanticipated that many of the same types of issues need to be addressed whenupgrading from state-of-the-practice technology.

In terms of desirable qualifications, candidate sites should have the capability toperform integrated freeway and surface street control. There should beinstrumented (cameras, loop detectors, or acoustic detectors, etc.) roadways for asubstantial portion of the traffic network, with some form of automatedmonitoring such as incident detection. Interfaces for probe data should beprovided to accomodate the data when available. Roadways should be outfittedwith with other types of control such as CMS and HAR. There should existinterfaces to external systems and agencies (e.g., Police CAD, MPOs, ATIS). TheTMC itself should have ample facility space for the integration of selectedSupport Systems. Access to infrastructure services, such as communication lines,wall monitors, surveillance data, databases, policies, and procedures shall beprovided.

The development and integration of Support Systems need to facilitate amigration path to accommodate all of the various types of existing TMCs withvarying levels of sophistication. The migration path should provide the capabilityto deploy new Support Systems in phases, such that existing TMCs may retaincurrent functionality (or at least major portions of the most critical components)initially and then in later phases slowly replace pieces as desired. The design ofthe Support Systems should be generic and modular enough to interface to manytypes of TMCs irrespective of the types of surveillance and control equipment.The Traffic and Environmental Monitoring subsystem, for instance, should workwhether or not a particular TMC has CCTV capability. There are, however,several areas that have already been identified that will require in most casescustom interface and translation code.identified in Table 4- 1.

The most significant interfaces are

Loral AeroSys 4-l March 1994


LAS-ATMS-0001

Interface

Database

Table 4-1. InterfacesFunction

To interface to existing databases ormemory (i.e., UTCS) to obtainsurveillance data.

Support Subsystem

Inter-TMC Data Exchange

Database To translate data from the currentformat to that of the ATMS DBMS.

Inter-TMC Data Exchange

Traffic ControlSystem

To interface to the IncidentManagement subsystem for incidentnotification.

Traffic Control System/Incident Management

Traffic ControlSystem

To interface to the Wide Area TraffkManagement subsystem for thepurpose of proactive traffic control.

Traffic Control System/Wide-Area Traffic Control

Front-EndCommunications

To interface to the real-time systemfor the purpose of receiving certaintypes of data (e.g., image, probe).

Input Stream Processing

Front-EndCommunications

To interface to external systems forthe purpose of informationdissemination of both real-time andnon-real-time data.

Output Stream Processing

A final issue with field integration involves interfaces to other systems, where theinterface is either currently non-existent or evolving. The interface to ATIS andprobe vehicles, for instance, is currently evolving. In these cases, risk mitigationtechniques (modular design, adoption of appropriate standards, coordination withIVHS community) must be employed to limit impacts to other systemcomponents.

4.2 Prototyping

The use of prototyping prior or in parallel to upcoming design is an integral partof the approach to the design of the Support Systems. Upfront user andcommunity involvement is critical to the acceptance and ultimately to the successof the system. To this end, our approach will be to prototype the GUI for keycomponents of this system. The Traffic and Environmental Monitoring, IncidentManagement, Wide-Area Traffic Management, Event Planning and Schedulingand the Integrated Modeling Manager will require prototyping due to theimportance and complexity of potential interactions between the user and thesystem. In addition, the overall framework (menus, pulldowns, event displaysystem, map display system, database forms, etc.) will need to be prototyped.



LAS-ATMS-0001

4.3 Coordination with GTRI Human Factors Contract

Prior to the prototyping and design efforts, close coordination with the GTRIHuman Factors contractor will be required to recommend/modify solutions forfacility layout, console layout, wall maps, video banks, map displays, datapresentation techniques, screen layouts, event notifications, levels of user control,and human versus automated functions. In addition, there are a few key issuesthat have been identified through the course of requirements analysis that willrequire human factors analysis to ensure an effective and efficient solution. Thoseissues are summarized in Table 4-2.

Table 4-2. IssuesIssue

IResponsible Support

System

Automated camera allocation to a selected subset ofavailable monitors for the purposes of verifying aprioritized list of probable incidents. If the list is largerthan the number of available monitors, then poll selectcameras and display them for intervals of x seconds.

Traffic and EnvironmentalMonitoring

Display of surveillance data from multiple TMCs on the Wide Area TrafficATMS network. Management

Optimum CMS message lengths and display durations. Traffic Control System

4.4 Coordination with Other Relevant Contracts

In addition to coordination with the GTRI Human Factors team, there are severalother ongoing contracts that will require coordination for successfulimplementation of a full-scale, IVHS-era ATMS. Those contracts that we art:aware of, and whose products could be (assuming coordination), and in somecases must be, integrated are identified in Table 4-3.



LAS-ATMS-0001

Table 4-3 Contract Products- -

ATMS Support Subsystem(prioritized)

ATMS Support System FHWA Contract

Traffic Control System Traffic Management RT-TRACS, Farradyne

ATMS Component Simulation Analysis and Modeling TML-2Models

Dynamic Traffic Assignment Analysis and Modeling DTA Contract/Uoft, and newDTA contract

O-D Processing Analysis and Modeling DTA Contract/Uoft, and newDTA contract

Signal and Control Optimization Analysis and Modeling Network Opti. ContractModels

Traffic Simulation Models Analysis and Modeling TML-2, Models to SimulateIVHS Operations, Modificationsto Traffic Models for TestingReal-Time Control Study

GUI (Map/GIS) Common Services Map Database and Link IDSystems/ORNL

Traffic and EnvironmentalAonitoring

Monitoring Incident Detection Issues/BallSystems

I



LAS-ATMS-0001

SECTION 5

FUTURE DIRECTIONS

This document identified candidate Support Systems and Support Subsystems.Requirements and specifications for the ATMS System and for the individualSupport Subsystems were developed. The next step is to design and thenimplement those Support Subsystems which will be built under the scope of thiscontract. In the design, hardware and software alternatives and solutions will bepresented for Support Subsystems to be built. The design will also entailcoordination with those entities identified in paragraphs 4.3 and 4.4.

Loral AeroSys 5-1/5-2 March 1994


LAS-ATMS-0001

APPENDIX A

FUNCTIONAL REQUIREMENTS AND SPECIFICATIONS FORSUPPORT SUBSYSTEMS


AP

PE

ND

IX A

FU

NC

TIO

NA

L R

EQ

UIR

EM

EN

TS

AN

D S

PE

CIF

ICA

TIO

NS

FO

R S

UP

PO

RT

S

UB

SY

ST

EM

S

In th

is a

ppen

dix,

fun

ctio

nal

requ

irem

ents

and

spe

cific

atio

ns f

or a

ll su

ppor

t su

bsys

tem

s ar

e id

entif

ied.

Req

uire

men

ts w

ith

an

aste

risk

afte

r the

requ

irem

ent i

dent

ifier

are

long

-term

requ

irem

ents

(e.g

., 20

02).

For s

impl

ifica

tion

purp

oses

Sup

port

Sub

syst

em a

bbre

viat

ions

are

use

d co

mm

only

thro

ugho

ut th

is d

ocum

ent.

The

algo

rithm

for

abbr

evia

tions

is

as f

ollo

ws:

the

first

lette

r of t

he a

bbre

viat

ion

indi

cate

s th

e Su

ppor

t Sys

tem

, and

the

last

thre

e in

dica

te th

e fir

stle

tter o

f eac

h w

ord

in th

e tit

le o

f the

subs

yste

m (r

efer

to T

able

A-l)

.

Tabl

e A

-l. A

bbre

viat

ions

Fir

stL

ette

r I

Supp

ort

Syst

em

M D T S A C

Mon

itorin

gDa

ta M

anag

emen

tTr

affic

Man

agem

ent

Syste

m M

anag

emen

tAn

alysis

and

Mod

eling

Exter

nal

Com

mun

icatio

ns

For e

xam

ple,

the

Supp

ort S

ubsy

stem

Inpu

t Stre

am P

roce

ssin

g en

com

pass

ed b

y th

e C

omm

unic

atio

ns S

uppo

rt Sy

stem

has

an

abbr

evia

tion

CISP

.

In T

able

A-2

, a g

uide

of t

he a

cron

yms

used

for t

he S

uppo

rt Su

bsys

tem

s is

pro

vide

d. T

he re

quire

men

ts a

nd s

peci

ficat

ions

are

liste

d in

Tab

le A

-3.

Tabl

e A

-2. S

uppo

rt S

ubsy

stem

Acr

onym

sA

cron

ym

Supp

ort

Subs

yste

m

AA

CS

A

TMS

Com

pone

nt S

imul

atio

n M

odel

sA

DTA

D

ynam

ic T

raffi

c A

ssig

nmen

t

AI-ID

A H

istor

ical

Dat

a A

naly

sis

AIM

M

Inte

grat

ed M

odel

ing

Man

ager

AO

DP

Orig

in-D

estin

atio

n Pr

oces

sing

ASC

O

Sign

al a

nd C

ontro

l Opt

imiz

atio

n M

odel

s

ATS

M

Traf

fic S

imul

atio

n M

odel

s

CIO

M

I/O M

anag

er

CIS

P In

put

Stre

am P

roce

ssin

g

CO

SPD

DFM

DD

VA

DID

ED

TDB

Out

put

Stre

am P

roce

ssin

gD

ocum

ent a

nd F

ile M

anag

emen

tD

ata

Val

idat

ion

Inte

r-TM

C D

ata

Exch

ange

TMC

Dat

abas

e

Supp

ort

Syst

em

Ana

lysis

and

Mod

elin

gA

naly

sis a

nd M

odel

ing

Ana

lysis

and

Mod

elin

gA

naly

sis a

nd M

odel

ing

Ana

lysis

and

Mod

elin

g A

naly

sis

and

Mod

elin

gA

naly

sis a

nd M

odel

ing

Exte

rnal

Com

mun

icat

ions

Exte

rnal

Com

mun

icat

ions

Exte

rnal

Com

mun

icat

ions

Dat

a M

anag

emen

tD

ata

Man

agem

ent

Data

Man

agem

ent

Dat

a M

anag

emen

t

MSI

PM

TEM

Surv

eilla

nce

Imag

e Pr

oces

sing

Traf

fic a

nd E

nviro

nmen

tal M

onito

ring

Mon

itorin

gM

onito

ring

MV

TR

Veh

icle

Tra

ckin

g M

onito

ring

ISA

CS

SCIM

SEPS

SMM

SST

HS

TIM

S

Aut

omat

ed C

ontro

l Sof

twar

e D

ownl

oadi

ngCo

nfig

urat

ion

and

Inve

ntor

y M

anag

emen

tEv

ent P

lanni

ng an

d Sc

hedu

ling

Mai

nten

ance

Man

agem

ent

TMC

Har

dwar

e an

d So

ftwar

e M

onito

ring

Inci

dent

Man

agem

ent

Syst

em M

anag

emen

tTr

affic

Man

agem

ent

Syst

em M

anag

emen

tTr

affic

Man

agem

ent

Syst

em M

anag

emen

tTr

affic

Man

agem

ent

TIV

R

In

divi

dual

Veh

icle

Rou

ting

Tra

ffic

Man

agem

ent

ITr

affic

Con

trol S

yste

m (F

rwys

, SS)

Wid

e-A

rea T

raffi

c Man

agem

ent

Traf

fic M

anag

emen

tTr

affic

Man

agem

ent

Tabl

e A-

3.Re

quire

men

ts a

nd S

peci

ficat

ions

I/O M

AN

AG

ER S

UB

SYST

EM (

CIO

M)

ID

RE

QU

IRE

ME

NT

AN

D F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

SC

IOM

T

he C

IOM

sub

syst

em s

hall

inge

st s

ched

ulin

g re

ques

ts t

hrou

ghRe

ques

ts m

ay b

e re

ceiv

ed fo

r var

ious

func

tions

:10

0an

API

with

var

ious

TM

C a

pplic

atio

ns.

Req

uest

s m

ay b

ere

ceiv

ed

from

th

e fo

llow

ing:

a. In

put p

roce

ssin

g.b.

Out

put d

isse

min

atio

n to

traf

fic c

ontro

l or t

o ex

tern

al sy

stem

s.

a. H

isto

rical

Dat

a A

naly

sis.

b. T

raff

ic C

ontro

l Sys

tem

.c.

Wid

e-ar

ea T

raff

ic M

anag

emen

t.d.

Indi

vidu

al V

ehic

le R

outin

g.e.

Eve

nt P

lann

ing

and

Sche

dulin

g.

c. Ex

ecut

ion

of a

noth

er n

on-I/

O p

roce

ss.

The A

PI sh

all i

dent

ify th

e pro

cess

to b

e sch

edul

ed, t

he sc

hedu

led

time

and,

in so

me

case

s, a

poin

ter t

o th

e in

put d

ata

for t

hepr

oces

s.

CIO

MTh

e CI

OM

sha

ll su

ppor

t req

uests

for

bot

h sy

nchr

onou

s an

d as

ynch

rono

us I

/O

Sync

hron

ous r

eque

sts w

ill sp

ecify

the

inte

rval

at w

hich

the

100.

1ev

ents

. pr

oces

s is t

o be

exec

uted

.C

IOM

The

CIO

M s

ubsy

stem

sha

ll sc

hedu

le n

on-D

BM

S pr

oces

ses

or

DB

MS

proc

ess s

ched

ulin

g ha

s bee

n al

loca

ted

to th

e D

BM

S (i.

e.10

1fu

nctio

ns (

com

pute

r pr

ogra

ms)

to

be e

xecu

ted

with

in t

he

DID

E em

ploy

s DB

MS

sche

dulin

g). P

roce

ss sc

hedu

ling

in U

NIX

TM

C.

can

be im

plem

ente

d us

ing

UN

IX u

tiliti

es. I

t is t

o be

det

erm

ined

if th

e ent

ire fu

nctio

nalit

y ca

n be

mad

e OS

inde

pend

ent.

CIO

M10

1.1

CIO

M10

1.2

CIO

M10

1.3

CIO

M10

1.3.

1

Sche

dulin

g ca

n be

sync

hron

ous (

e.g.

, out

put d

isse

min

atio

n of

real

-tim

e tra

ffic

dat

a to

ATI

S) o

r asy

nchr

onou

s (sp

ecia

l eve

nt).

I/O M

anag

er w

ill in

tern

ally

mai

ntai

n a

next

eve

nt lo

g.Th

e CI

OM

sha

ll ac

tivat

e ou

tput

app

licat

ion

proc

esse

s in

the

Out

put S

tream

O

utpu

t stre

am p

rogr

ams c

ompr

ise

two

gene

ral t

ypes

: dat

aPr

oces

sing

Sub

syst

em.

retri

eval

and

repo

rting

app

licat

ion.

In th

e fir

st c

ase,

the

only

proc

essi

ng in

volv

ed is

the

file

acce

ss a

nd d

isse

min

atio

n. In

the

seco

nd c

ase,

an a

pplic

atio

n is

exec

uted

to g

ener

ate

the

data

whi

chis

then

dis

sem

inat

ed. S

oftw

are

impl

emen

tatio

n op

tions

incl

ude

the

stor

ing

of th

e pr

ogra

m it

self

(e.g

., SQ

L sc

ript)

in th

e D

BM

San

d co

mpi

le a

t run

tim

e or

stor

e th

e ob

ject

cod

e as

an

OS

file.

The

CIOM

shal

l act

ivat

e a

softw

are

appl

icat

ion

at a

sche

dule

d tim

e th

roug

h an

Th

e API

shal

l ide

ntify

the p

roce

ss to

be s

ched

uled

, the

sche

dule

dA

PI, w

hich

pas

ses

the

need

ed in

form

atio

n to

the

sche

dule

d pr

oces

s. tim

e an

d, in

som

e ca

ses,

a po

inte

r to

the

inpu

t dat

a fo

r the

proc

ess.

The

CIO

M sh

all a

ctiv

ate

a U

ser I

nter

face

ala

rm if

the

sche

dule

d pr

oces

sre

quire

s op

erat

or i

nput

.Th

e CI

OM

sha

ll in

terfa

ce w

ith th

e Ev

ent S

ched

uler

of t

he T

raffi

c Co

ntro

l D

epen

ding

on

the

arch

itect

ure

of th

e co

ntro

l sys

tem

softw

are,

the

syst

em to

impl

emen

t a c

ontro

l stra

tegy

. in

terf

ace

may

be

with

the

Even

t Sch

edul

er o

r dire

ctly

with

the

cont

rol

softw

are.

CIO

M10

2

CIO

M10

2.1

CIO

M10

2.2

The

CIO

M s

ubsy

stem

sha

ll pr

ovid

e a

Use

r In

terf

ace

thro

ugh

The

even

t spe

cific

atio

n in

clud

es th

e sa

me

data

as i

n C

IOM

100

.w

hich

one

can

sch

edul

e ne

w e

vent

s as

wel

l as

cha

nge

or d

elet

eV

ario

us d

ispl

ay o

ptio

ns a

re in

clud

ed fo

r vie

win

g th

e ev

ent l

ogal

read

y sc

hedu

led

even

ts.

(e.g

., so

rting

by

proc

ess

and

time,

mas

king

cer

tain

type

s of

Tbe U

ser I

nter

face

shal

l inc

lude

the d

ispl

ay o

f the

even

t log

incl

udin

g sc

rolli

ng

even

ts).

thro

ugh

the

list.

The

Even

t Log

Dis

play

shal

l inc

lude

the f

ollo

win

g da

ta:

a.Ev

ent I

D- u

niqu

e sys

tem

iden

tifie

r.b.

Even

t Nam

e - p

roce

ss n

ame.

c. E

vent

Typ

e.d.

Sch

edul

ed ti

me.

e.Po

inte

r to

inpu

t dat

a in

the

DBM

S- o

ptio

nal.

f. O

rigin

atin

g ap

plic

atio

n.g.

Use

r N

ame.

h.D

ate/

time

even

t req

uest

rece

ived

.

Impl

emen

tatio

n Is

sues

:

a.Pr

ogra

mm

ing

Lan

guag

e Se

lect

ion.

Lang

uage

cho

ice

will

hav

e an

impa

ct (A

da, C

++ ta

skin

g ve

rsus

C o

r FO

RTR

AN

inte

rrup

ts)

on w

heth

er C

IOM

can

be

mad

e O

S in

depe

nden

t.

INPU

T S

TREA

M P

RO

CES

SIN

G (

CIS

P)

ID

RE

QU

IRE

ME

NT

AN

D F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

S’.

CIS

P C

ISP

shal

l pr

ovid

e an

int

erfa

ce f

or r

ecei

ving

dig

ital

and

anal

og10

0 da

ta f

rom

:Co

mm

unic

atio

n in

terf

ace

shal

l sup

port

mul

tiple

pro

toco

ls(T

CP/IP

, C

DPD

, etc

.).a.

IVH

S Sy

stem

s - A

TIS,

CV

O, A

PTS,

AV

CS,

oth

er A

TMS.

b.N

on-I

VH

S Sy

stem

s (e.

g., N

atio

nal W

eath

er S e

rvice

).Ut

ilize

s IV

HS s

tand

ard

prot

ocol

s. St

anda

rd p

roto

cols

for I

VH

S

c. O

rgan

izat

iona

l Use

rs (e

.g.,

MPO

s).

have

not

yet

bee

n de

velo

ped

and

are

pend

ing

the

IVH

Sar

chite

ctur

e stu

dy r

esul

ts.d.

Use

rs (e

.g.,

the

trave

lling

pub

lic).

e. E

mer

genc

y Se

rvic

es (e

.g.,

polic

e).

f. In

tern

al in

terf

ace

to A

TMS

Com

pone

nt S

imul

atio

ns

CISP

100.1

CISP

sha

ll pr

ovid

e a

digi

tal (

in s

ome

case

s an

alog

mig

ht b

e re

quire

d) in

terfa

ceto

rece

ive

the

follo

win

g ty

pes o

f dat

a:a.

Trip

pla

nnin

g da

ta (O

-D).

b. G

roun

d ve

hicl

e pr

obe

data

.

Dep

endi

ng o

n th

e ov

eral

l arc

hite

ctur

e: I)

pro

be d

ata

mig

ht b

eco

ncen

trate

d pr

ior t

o co

mm

unic

atin

g w

ith T

MC,

2) D

irect

vehi

cle

to T

MC

com

mun

icat

ions

.

c. In

terr

egio

nal t

raff

ic in

form

atio

n fr

om o

ther

ATM

S.d.

HA

ZMA

T an

d Em

erge

ncy

vehi

cle r

outin

g re

ques

ts.

e. M

AY

DA

Y m

essa

ges.

f. Pa

rkin

g da

ta.

g. T

he o

pera

tiona

l sta

tus

of e

xter

nal s

yste

ms.

h. E

nviro

nmen

tal d

ata

incl

udin

g w

eath

er a

nd p

ollu

tion

leve

ls.

i. D

ata

from

TB

D d

atab

ases

(e.g

., H

AZM

AT)

.j.

AV

I dat

a --

veh

icle

loca

tion

and

spee

d.k.

Inc

iden

t Sta

tus

repo

rts1.

Pol

icy

and

budg

et d

ata.

Ded

icat

ed, m

ultip

le p

roce

ssor

s (sc

alea

ble)

are l

ikel

y to

be

requ

ired.

Spec

ific

data

rate

s w

ill b

e de

term

ined

dur

ing

Task

D.

m. S

peci

al e

vent

pla

ns a

nd r

eque

sts f

or s

uppo

rt.

CISP

l00.

2CI

SP sh

all s

uppo

rt re

ceiv

ing

digi

tal d

ata

usin

g m

ultip

le tr

ansm

issi

on m

edia

incl

udin

g:a.

Rad

io.

b. M

icro

wav

e.

CIS

P10

0.3

c. Tw

iste

d pa

ir an

d co

axia

l cab

le.

d. F

iber

-opt

ic c

able

.CI

SP sh

all s

uppo

rt in

put d

ata

rate

s of T

BD m

inim

um ra

te a

nd T

BD m

axim

umra

te.

CIS

P C

ISP

shal

l pr

ovid

e an

int

erfa

ce f

or r

ecei

ving

ana

log

data

fro

m:

101

a. I

VH

S Sy

stem

s - A

TIS,

CV

O, A

PTS,

AV

CS,

oth

er A

TMS.

b. N

on-I

VH

S Sy

stem

s (e.

g., N

atio

nal W

eath

er S

ervi

ce).

c. O

rgan

izat

iona

l Use

rs (e

.g.,

MPO

s).

d. U

sers

(e.g

., th

e tra

velli

ng p

ublic

).e.

Em

erge

ncy

Serv

ices

(e.g

., po

lice)

.C

ISP

CISP

sha

ll pr

ovid

e a

voic

e in

terfa

ce re

ceiv

ing

the

follo

win

g ty

pes

of d

ata:

100.

1 a.

HA

ZMA

T an

d Em

erge

ncy

vehi

cle r

outin

g re

ques

ts.

b. M

AY

DA

Y m

essa

ges.

c. R

eque

sts

for h

isto

rical

info

rmat

ion.

d. T

he o

pera

tiona

l sta

tus o

f ext

erna

l sys

tem

s.e.

Env

ironm

enta

l dat

a in

clud

ing

wea

ther

and

pol

lutio

n le

vels

.f.

Sign

al p

reem

ptio

n da

ta su

ch a

s veh

icle

loca

tion

and

spee

d.g.

Inci

dent

Sta

tus

repo

rtsh.

Pol

icy

and

budg

et d

ata.

CISP

100.2

i. Sp

ecia

l eve

nt p

lans

and

requ

ests

for s

uppo

rt.C

ISP

shal

l sup

port

rece

ivin

g an

alog

dat

a usi

ng m

ultip

le tr

ansm

issi

on m

edia

incl

udin

g:a.

Rad

io.

b. T

elep

hone

.C

ISP

CIS

P sh

all

prov

ide

an i

nter

face

for

rec

eivi

ng v

ideo

sur

veill

ance

Th

e in

terf

ace

depe

nds o

n th

e co

mm

unic

atio

n lin

ks b

etw

een

the

101

data

for

as

man

y as

100

0 un

its.

field

uni

ts a

nd th

e TM

C. V

ario

us o

ptio

ns a

re p

ossi

ble:

11) s

ingl

elin

e pe

r uni

t 2) m

ultip

lexi

ng se

vera

l cam

eras

ont

o a

sing

le fi

ber-

optic

line

3) s

elec

tive

trans

mis

sion

.C

ISP

102

CISP

102.1

CISP

102.

2

CIS

P sh

all

proc

ess

rece

ived

dat

a to

det

erm

ine

com

mun

icat

ion

Use

s m

ultip

le c

omm

erci

ally

ava

ilabl

e pr

otoc

ols.

Prot

ocol

s ca

ner

rors

. m

eet m

ost o

f the

se re

quire

men

ts (e

.g.,

TCP/

IP).

CISP

sha

ll ex

tract

com

mun

icat

ions

ove

rhea

d bi

ts fro

m re

ceiv

ed d

ata.

CISP

shal

l ver

ify th

e int

egrit

y of

rece

ived

dat

a thr

ough

the u

se o

f com

mer

cial

lyav

aila

ble

algo

rithm

s suc

h as

sequ

ence

che

ckin

g an

d Cy

clic

Red

unda

ncy

Chec

king

(CRC

).CI

SPCI

SP s

hall

gene

rate

erro

r sta

tistic

s fo

r all

dete

cted

dat

a re

ceip

t erro

rs.

102.

3C

ISP

CISP

shal

l sto

re g

ener

ated

err

or st

atis

tics.

102.

4 C

ISP

CISP

sha

ll pr

ovid

e th

resh

olds

for a

ccep

tabl

e da

ta re

ceip

t erro

rs.

102.

5C

ISP

CISP

sha

ll pr

ovid

e a

met

hod

for m

odify

ing

erro

r thr

esho

lds

at o

pera

tor r

eque

st.10

2.6

CIS

PCI

SP s

hall

prov

ide

met

hods

for

gen

erat

ing

com

mun

icat

ions

erro

r re

ports

.10

2.7

CIS

PC

ISP

shal

l ex

trac

t, fo

rmat

, an

d lo

ad t

he A

TM

S da

taba

se w

ith10

3re

ceiv

ed d

igita

l an

d an

alog

dat

a.C

ISP

CISP

sha

ll ex

tract

dig

ital d

ata

from

rece

ived

dat

a pa

cket

s.

Requ

ired

form

ats r

efle

ct th

e D

BM

S da

ta sc

hem

a. D

BM

Sin

terfa

ce is

pro

vide

d vi

a a

SQL

API

.

103.

1C

ISP

103.

2C

ISP

103.

3C

ISP

103.

4C

ISP

104

CIS

P10

4.1

CIS

P10

4.2

CIS

P10

4.3

CIS

P

CISP

shal

l con

vert

the

digi

tal d

ata

into

the

pros

crib

ed fo

rmat

.

CISP

sha

ll ge

nera

te a

sta

ndar

d St

ruct

ured

Que

ry L

angu

age

(SQ

L) d

atab

ase

for

popu

latin

g re

ceiv

ed d

ata

into

the

ATM

S da

taba

se.

CISP

shal

l con

vert

anal

og si

gnal

inpu

ts to

dig

ital f

orm

ats f

or fu

rther

proc

essin

g.C

ISP

shal

l ge

nera

te m

essa

ges

aler

ting

othe

r A

TM

S pr

oces

ses

that

dat

a th

ey r

equi

re h

as b

een

rece

ived

or

rout

e th

e da

tadi

rect

ly.

An

inte

rface

sha

ll be

pro

vide

d w

ith th

e In

divi

dual

Veh

icle

Rou

ting

subs

yste

mfo

r inc

omin

g ro

ute r

eque

sts.

An

inte

rface

sha

ll be

pro

vide

d w

ith th

e Tr

affic

and

Env

ironm

enta

l Mon

itorin

gsu

bsys

tem

for C

CTV

dat

a.A

n in

terf

ace s

hall

be p

rovi

ded

with

the S

urve

illan

ce Im

age P

roce

ssin

gsu

bsys

tem

to re

ceiv

e fo

rked

imag

e da

ta fo

r im

age

anal

ysis.

An

inte

rface

sha

ll be

pro

vide

d w

ith th

e V

ehic

le T

rack

ing

syste

m fo

r AV

I

SQL

impl

emen

tatio

n is

tent

ativ

ely

assu

med

. Non

-rel

atio

nal

data

base

s w

ill b

e ev

alua

ted

durin

g th

e de

sign

proc

ess.

ISP

shal

l act

ivat

e pr

oces

ses v

ia c

lient

/ser

ver m

odel

(e.g

., m

ake

are

ques

t to

the

rout

ing

serv

er w

hen

a re

ques

t is

rece

ived

) or s

end

mes

sage

s usi

ng T

CP/IP

sock

ets o

r PO

SIX

mes

sage

que

ues.

104.

4 in

com

ing

data

. I

OU

TPU

T S

TR

EA

M P

RO

CE

SSIN

G (

CO

SP)

ID

RE

QU

IRE

ME

NT

& F

UN

CTI

ON

AL

SPE

CIF

ICA

TIO

NS

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

CO

SP10

0C

OSP

sha

ll pr

ovid

e an

int

erfa

ce f

or t

rans

mit

ting

dig

ital a

ndan

alog

dat

a to

:Co

mm

unic

atio

n in

terf

ace

shal

l sup

port

mul

tiple

pro

toco

ls

a. IV

HS

Syst

ems

- ATI

S, C

VO

, APT

S, A

VC

S, o

ther

ATM

S.(T

CP/IP

, PC

M, e

tc.).

b. N

on-I

VH

S Sy

stem

s

COSP

100.

1

c. O

rgan

izat

iona

l Use

rs (e

.g.,

MPO

s).

d. U

sers

(e.g

., th

e tra

velli

ng p

ublic

).e.

Em

erge

ncy

Serv

ices

(e.g

., po

lice)

.C

OSP

shal

l pro

vide

a d

igita

l int

erfa

ce to

tran

smit

the

follo

win

g ty

pes o

f dat

a:a.

Rea

l-tim

e tra

ffic

dat

a (A

TIS

traff

ic in

form

atio

n).

b. In

terr

egio

nal t

raff

ic in

form

atio

n to

oth

er A

TMS.

c. R

espo

nses

to H

AZM

AT

and

Emer

genc

y ve

hicl

e rou

ting

requ

ests

.d.

Res

pons

es fo

r his

toric

al in

form

atio

n re

ques

ts.

e. T

he o

pera

tiona

l sta

tus

of th

e A

TMS.

f. In

cide

nt S

tatu

s re

ports

g Sp

ecia

l Ev

ent/C

onst

ruct

ion

data

.CO

SP

*CO

SP sh

all s

uppo

rt tra

nsm

ittin

g di

gita

l dat

a us

ing

mul

tiple

tran

smis

sion

med

ia10

0.2

incl

udin

g:a.

Rad

io.

b. M

icro

wav

e.c.

Tw

iste

d pa

ir an

d co

axia

l cab

le.

d. F

iber

-opt

ic c

able

.CO

SP. C

OSP

shal

l sup

port

outp

ut d

ata

rate

s of T

BD

min

imum

rate

and

TB

D m

axim

um10

0.3

rate

.CO

SPCO

SP sh

all p

rovi

de a

voi

ce in

terf

ace

for t

rans

mitt

ing

the

follo

win

g ty

pes o

f10

0.4

data:

a. In

terr

egio

nal t

raff

ic in

form

atio

n fr

om to

oth

er A

TMS.

b. R

espo

nses

to H

AZM

AT

and

Emer

genc

y ve

hicl

e ro

utin

g re

ques

ts.

c. Re

spon

ses

to fo

r his

toric

al in

form

atio

n.d.

The

ope

ratio

nal s

tatu

s of

the

ATM

S sy

stem

s.e.

Dat

a up

date

s to

TBD

dat

abas

es (e

.g.,

HA

ZMA

T).

f. In

cide

nt S

tatu

s re

ports

gCO

SP

*Sp

ecia

l eve

nt p

lans

and

requ

ests

for s

uppo

rt.CO

SP sh

all t

rans

mit

voic

e da

ta u

sing

mul

tiple

tran

smis

sion

med

ia in

clud

ing:

100.

5a.

Rad

io.

b. T

elep

hone

.

CO

SPC

OSP

sha

ll pr

ovid

e an

int

erfa

ce f

or t

rans

mitt

ing

vide

oV

ideo

sur

veill

ance

can

be

re-ro

uted

to e

xter

nal s

yste

ms.

101

surv

eilla

nce

data

.C

OSP

CO

SP s

hall

tran

smit

data

usi

ng c

omm

erci

ally

ava

ilabl

e U

tiliz

es IV

HS

stan

dard

pro

toco

ls. S

tand

ard

prot

ocol

s for

IVH

S10

2 pr

otoc

ols.

ha

ve n

ot y

et b

een

deve

lope

d an

d ar

e pe

ndin

g th

e IV

HS

arch

itect

ure

study

res

ults.

CO

SPC

OSP

sha

ll ex

trac

t, fo

rmat

, an

d tr

ansm

it da

ta f

rom

the

AT

MS

Util

izes

a D

BM

S SQ

L A

PI.

103

data

base

.C

OSP

COSP

sha

ll pa

ckag

e th

e da

ta a

nd tr

ansm

it in

acc

orda

nce

with

pre

scrib

ed o

utpu

t10

3.1

form

at r

equi

rem

ents.

.C

OSP

CO

SP s

hall

prov

ide

an i

nter

face

with

the

I/O

Man

ager

to

The

inte

rfac

e to

the

I/O M

anag

er sh

all b

c pro

vide

d vi

a th

e10

4ac

com

mod

ate

the

tran

smis

sion

of

regu

lar

data

to

exte

rnal

sys

tem

s cl

ient

/ser

ver

mod

el,

Uni

x pr

oces

s sc

hedu

ling

com

man

ds, o

r a

or a

genc

ies,

The

I/O

Man

ager

can

cal

l on

CO

SP t

o tr

ansm

it a

TCP/

IP so

cket

or P

OSI

X m

essa

ge q

ueue

.se

t of

dat

a at

a p

rede

term

ined

tim

e or

to

invo

ke a

noth

erap

plic

atio

n to

gen

erat

e th

e da

ta a

nd t

hen

tran

smit

that

dat

a to

the

prop

er d

estin

atio

n ac

ross

the

com

mun

icat

ion

chan

nel

man

aged

by

SUR

VEI

LLA

NC

E IM

AG

E PR

OC

ESSI

NG

(M

SIP)

ID

REQ

UIR

EMEN

T A

ND

FU

NC

TIO

NA

L S

PEC

IFIC

AT

ION

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

MSI

P10

0T

he M

SIP

sub

syst

em s

hall

prov

ide

a sy

stem

int

erfa

ce w

ith t

heIn

put

Stre

am P

roce

ssin

g su

bsys

tem

to

rece

ive

raw

im

age

data

for

The

inter

face

will

tran

smit

the

imag

e da

ta to

the

MSI

P pr

oces

s.

proc

essi

ng f

rom

CC

TV

cam

eras

in

the

field

.A

har

dwar

e in

terfa

ce (v

ideo

car

d, fi

ber-o

ptic

com

m lin

ks) a

ndso

ftwar

e int

erfa

ces w

ill b

e ne

cess

ary.

Pro

cess

ing

coul

d be

don

ein

the

field

or i

n th

e TM

C. C

omm

unic

atio

n ba

ndw

idth

is

MSI

P T

he M

SIP

subs

yste

m s

hall

have

the

cap

abili

ty t

o ex

trac

t tr

affic

min

imiz

ed if

pro

cess

ing

is d

one

in th

e fie

ld.

101

para

met

ers

from

the

im

age

data

.Ex

istin

g sy

stem

s whi

ch p

rovi

de m

ost o

f the

se fu

nctio

ns in

clud

e

MSI

P Th

e M

SIP

subs

yste

m sh

all h

ave

the

capa

bilit

y to

pro

cess

the

imag

e da

ta a

ndA

utoS

cope

.

01.1

ca

lcul

ate

volu

me,

den

sity

, spe

ed, a

nd q

ueue

-leng

th o

f the

traf

fic fl

ow. I

t will

als

oca

lcul

ate

the

vehi

cle

dela

ys. T

he o

utpu

t res

ults

shal

l be

brok

en d

own

to a

nap

prop

riate

leve

l (e.g

., by

lane

, app

roac

h et

c.) a

nd s

tore

d in

the

TMC

DBM

S.M

SIP

102*

The

MSI

P su

bsys

tem

sha

ll ha

ve t

he c

apab

ility

to

clas

sify

vehi

cles

. T

he c

lass

ifica

tion

of v

ehic

les

shou

ld b

e 95

per

cent

Cas

e hi

stor

ies s

hall

be st

ored

in a

dat

abas

e th

at su

ppor

ts th

e

accu

rate

and

tak

e le

ss t

han

30 s

econ

ds.

anal

ysis

pro

cess

by

allo

win

g at

tribu

tes o

f veh

icle

s to

be

MSI

Pca

talo

gued

for l

ater

reca

ll fo

r com

paris

on.

103

The

MSI

P su

bsys

tem

sha

ll ha

ve t

he c

apab

ility

to

supp

ort

any

dete

ctio

n zo

ne c

onfig

urat

ion

man

ually

ent

ered

thr

ough

the

The

GU

I for

CC

TV c

ontro

l (zo

om, p

an, t

ilt, d

etec

tion

zone

s) is

oper

ator

int

erfa

ce i

n th

e T

raff

ic M

onito

ring

and

Env

iron

men

tal

in th

e Tr

affic

and

Env

ironm

enta

l Mon

itorin

g su

bsys

tem

; tha

t

Mon

itor

ing

subs

yste

m.

GU

I has

the

capa

bilit

y to

pro

vide

the

plac

emen

t of t

he d

etec

tion

zone

any

whe

re w

ithin

the

view

of t

he c

amer

a an

d at

any

orie

ntat

ion.

The

ope

rato

r int

erfa

ce a

lso s

uppo

rts th

e cr

eatio

n an

dm

odifi

catio

n of

det

ectio

n zo

nes b

y us

ing

the

mou

se to

dra

w th

ede

tect

ion

lines

and

box

es o

n th

e m

onito

r. D

efau

lt de

tect

ion

MSI

PTh

e M

SIP

subs

yste

m sh

all h

ave

a de

faul

t det

ectio

n zo

ne th

at w

ill b

e us

ed if

azo

nes a

re u

sed i

f non

e ar

e pr

ovid

ed.

103.

1de

tect

ion

zone

is n

ot sp

ecifi

ed.

MSI

P10

3.2

The

MSI

P su

bsys

tem

shal

l hav

e th

e ca

pabi

lity

to c

alib

rate

itse

lf w

hen

the

setti

ng, o

f the

cam

era i

s alte

red.

MSI

PT

he M

SIP

subs

yste

m s

hall

have

the

cap

abili

ty t

o de

tect

inc

iden

ts10

4*fr

om t

he r

aw i

mag

es (

aide

d by

the

num

eric

al d

ata,

e.g

., lo

opTh

is is

don

e by

per

form

ing

imag

e an

alys

is. A

can

dida

te

dete

ctor

dat

a or

tra

ffic

dat

a ex

trac

ted

from

im

ages

). In

cide

nts

tech

niqu

e is

the

train

ing

of a

neu

ral n

etw

ork

to d

etec

t inc

iden

ts

shou

ld b

e de

tect

able

with

in 3

0 se

cond

s of

the

ir o

ccur

renc

e:an

d cl

assi

fy v

ehic

les f

rom

raw

imag

es.

< 1%

fal

se a

larm

s99

% d

etec

tion

frac

tion.

MSI

P10

4.1

The M

SIP

subs

yste

m sh

all h

ave t

he ca

pabi

lity

to id

entif

y an

d cl

assi

fy tr

affic

cond

ition

s fro

m ra

w im

ages

.C

ase

hist

orie

s sha

ll be

stor

ed in

a d

atab

ase

that

supp

orts

the

anal

ysis

pro

cess

by

allo

win

g at

tribu

tes o

f ver

ified

inci

dent

s to

beca

talog

ued

for l

ater

reca

ll fo

r com

paris

on.

MSI

P10

4.2

MSI

P10

5

MSI

P10

6

MSI

P10

7

im

age,

and

sha

ll ha

ve a

n in

terf

ace

wit

h th

e T

MC

DB

MS.

The

stor

age

of a

raw

im

age

shou

ld o

ccur

whe

n an

inc

iden

t is

det

ecte

d.St

orag

e al

low

s fo

r la

ter

reca

ll by

ope

rato

rs f

or t

heir

ana

lysi

s of

perf

orm

ance

and

fur

ther

mon

itori

ng (

co-a

lloca

ted

with

TM

CD

BM

S an

d T

MC

Har

dwar

e an

d So

ftw

are

Mon

itori

ng).

The

MSI

P su

bsys

tem

sha

ll ha

ve t

he c

apab

ility

to

retr

ieve

any

prev

ious

ly s

tore

d ra

w i

mag

e da

ta f

rom

the

TM

C D

BM

S (T

his

requ

irem

ent

is s

ubje

ct t

o th

e ne

eds

of t

he i

ncid

ent

dete

ctio

nal

gori

thm

).

Inte

rfac

e re

quire

men

ts a

re d

epen

dent

on

the

loca

tion

of th

e MSI

PIf

MSI

P is

loca

ted

in fi

eld

proc

esso

rs, t

he in

terf

ace

is lo

cal,

othe

rwis

e co

mm

unic

atio

n an

d re

mot

e acc

ess t

o D

BM

S is

nece

ssar

y. In

bot

h ca

ses,

the

acce

ss to

a D

BM

S is

pro

vide

d vi

aan

SQ

L A

PI.

MSI

PT

he M

SIP

subs

yste

m s

hall

have

the

cap

abili

ty t

o in

terf

ace

with

A

ssum

ing

valid

atio

n fu

nctio

nalit

y is

allo

cate

d to

the

DB

MS,

this

108

the

Dat

a V

alid

atio

n an

d D

eriv

atio

n su

bsys

tem

to

prov

ide

it w

ith

inte

rfac

e is

via

an

SQL

API.

If v

alid

atio

n pe

rfor

med

usin

gth

e de

rive

d tr

affic

dat

a an

d de

tect

ed i

ncid

ents

. cu

stom

cod

e, th

is in

terf

ace

shal

l be

prov

ided

via

a T

CP/IP

or

POSI

X m

essa

ge q

ueue

.M

SIP

The

MSI

P su

bsys

tem

sha

ll ha

ve t

he c

apab

ility

to

perf

orm

und

er

The s

peci

fic re

quire

men

ts fo

r per

form

ance

und

er lo

w v

isib

ility

109

rest

rict

ed

visi

bilit

y co

nditi

ons

such

as

lo

w-li

ght

or

adve

rse

cond

ition

s will

be d

eter

min

ed d

urin

g de

sign

.w

eath

er,

e.g.

, ra

in,

fop,

sno

w,

etc.

MSI

PT

he M

SIP

subs

yste

m

shal

l ha

ve t

he c

apab

ility

to

perf

orm

und

er

(sam

e as

abo

ve)

110

traf

fic c

ondi

tions

ran

ging

fro

m u

nder

-sat

urat

ed t

o ov

er-s

atur

ated

cond

itio

ns.

MSI

PT

he M

SIP

sub

syst

em s

hall

have

the

cap

abili

ty t

o us

e an

y vi

deo

Inde

pend

ent c

amer

as fo

r the

purp

ose

of p

erfo

rmin

g im

age

111*

imag

e so

tha

t th

is s

ubsy

stem

cou

ld b

e ut

ilize

d w

ithin

the

an

alys

is sh

all b

c avo

ided

.ex

isti

ng C

CT

V (

clos

ed-c

ircu

it t

elev

isio

n) s

yste

ms

wit

hin

the

The

MSI

P su

bsys

tem

shal

l hav

e th

e ca

pabi

lity

to p

roce

ss th

e im

ages

on

a w

ide-

area

bas

is. T

he te

rm “

wid

e-ar

ea”

appl

ies t

o fu

ll ca

mer

a vie

w (i

.e.,

with

in an

dbe

yond

the

defin

ed d

etec

tion

zone

s) a

nd c

orre

latin

g th

e im

age

data

rece

ived

from

vario

us c

amer

a lo

catio

ns b

y un

ders

tand

ing

thei

r rel

ativ

e po

sitio

ns. (

This

requ

irem

ent i

s su

bjec

t to

the

need

s of

the

inci

dent

det

ectio

n al

gorit

hm)

The

MSI

P su

bsys

tem

sha

ll su

ppor

t an

d in

terf

ace

with

the

Tra

ffic

and

Env

iron

men

tal

Mon

itori

ng

subs

yste

m

to

prov

ide

notif

icat

ion

-w

hen

an i

ncid

ent

has

been

det

ecte

d fr

om a

raw

im

age.

The

MSI

P su

bsvs

tem

sha

ll ha

ve t

he c

apab

ility

to

stor

e th

e ra

w

This

inte

rfac

e w

ill b

e so

rted

by a

TCP

/IP so

cket

or P

OSI

XM

essa

ge q

ueue

.

The

inte

rfac

e to

the

DB

MS

is p

rovi

ded

via

a SQ

L A

PI. T

his

func

tion

is in

tend

ed to

supp

ort t

he m

onito

ring

of th

e so

ftwar

epe

rfor

man

ce. O

ne m

ay a

lso

wan

t to

have

1 -m

inut

e pr

e-ac

cide

ntvi

deo

arch

ive r

eadi

ly av

aila

ble s

o th

at w

hen

inci

dent

s are

auto

mat

ical

ly d

etec

ted

they

can

be

anal

yzed

or r

econ

struc

ted

for

verif

icat

ion

or a

naly

sis p

urpo

ses.

Tra

ffic

an

d E

nvir

onm

enta

l M

onito

ring

su

bsys

tem

.M

SIP

In th

e ca

se w

hen

an in

cide

nt h

as b

een

dete

cted

, the

cam

era

can

be p

oint

ed to

the

111.

1in

cide

nt fo

r man

ual v

erifi

catio

n of

mon

itorin

g of

the

inci

dent

. Dur

ing

this

per

iod

of ti

me,

the

SIP

imag

e pr

oces

sing

alg

orith

m sh

all r

emai

n of

f.

ISSU

ES:

We

antic

ipat

e a

cam

era

will

be

used

for t

wo

purp

oses

:

a.

Imag

e pr

oces

sing.

2b.

O

ccas

iona

l man

ual m

onito

ring.

Dur

ing

the p

erio

d w

hen

the

cam

era

is us

ed fo

r-man

ual i

ncid

ent v

erifi

catio

n an

d m

onito

ring,

aut

omat

ed im

age

anal

ysis

will

not

be

perf

orm

ed. I

f thi

s ass

umpt

ion

prov

es to

be

inva

lid, e

ither

red

unda

nt c

amer

as a

re r

equi

red

or th

e re

qu

ired

dat

a ha

s to

be

synt

hesiz

ed b

y an

othe

r sub

syste

m.

ID

STEM

100

ITEM

100.1

MTE

M10

0.2

ITEM

10

0.2

.1IT

EM10

0.2.

2IT

EM10

0.3

MTE

M10

0.3.

1

100.

3.2

MTE

M10

0.3.

3

TRA

FFIC

AN

D E

NV

IRO

NM

ENTA

L M

ON

ITO

RIN

G (

MTE

M)

FUN

CT

ION

AL

RE

QU

IRE

ME

NT

S &

SPE

CIF

ICA

TIO

NS

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

MT

EM

sha

ll pr

ovid

e ac

cess

to

all

data

nee

ded

for

the

mon

itori

ngD

ata

Prev

ious

ly st

ored

in th

e TM

C D

BM

S w

ould

hav

e be

enof

tr

affic

an

d en

viro

nmen

tal

cond

ition

s.pr

evio

usly

val

idat

ed w

ith re

spec

t to

leve

l 1 a

nd le

vel 2

val

idat

ion

inde

pend

ent o

f the

allo

catio

n of

the D

DV

A su

bsys

tem

.M

TEM

sha

ll re

triev

e pr

e-va

lidat

ed tr

affic

and

env

ironm

enta

l mea

sure

men

t dat

afro

m th

e TM

C D

BMS.

The

dat

a be

ing

retri

eved

incl

udes

:a.

Loop

det

ecto

r da

ta (

indi

vidu

al o

r pr

evio

usly

agg

rega

ted)

.b.

Tra

ffic d

ata f

rom

imag

e-ba

sed

surv

eilla

nce (

e.g.

, Aut

osco

pe).

c. T

raff

ic d

ata

from

veh

icle

pro

bes.

d. In

cide

nt d

etec

tion

data

pre

viou

sly

com

pute

d by

the I

mag

e Pro

cess

ing

Subs

yste

m.

e. E

nviro

nmen

tal s

enso

r dat

a (o

rgan

ic to

ATT

RC).

f. Ex

tern

al au

tom

ated

sour

ce d

ata (

e.g.

, wea

ther

fore

cast

s).

It is

not

like

ly th

at c

onte

xt-b

ased

val

idat

ion

wou

ld b

e pr

evio

usly

perfo

rmed

.

We

disti

ngui

sh b

etw

een

traffi

c m

easu

rem

ent a

nd tr

affic

sta

te d

ata.

Mea

sure

men

ts re

pres

ent t

he m

easu

red

valu

es; s

tate

dat

a re

pres

ent

a m

odel

-bas

ed e

stim

ate

of th

e tra

ffic

stat

e. F

or e

xam

ple,

the

inpu

tto

a K

alm

an fi

lter i

s the

mea

sure

men

t, th

e ou

tput

is th

e st

ate.

g. A

ny p

re-lo

aded

non

-aut

omat

ed d

ata

(i.e.,

a p

revi

ously

repo

rted

acci

dent

).M

TEM

sha

ll ac

cept

and

pro

cess

man

ual i

nput

s of

pot

entia

l inc

iden

ts th

roug

h th

e In

cide

nt re

ports

rece

ived

via

pho

ne o

r oth

er n

on-a

utom

ated

mea

nsCo

mm

on G

UI a

nd/o

r di

rect

inte

rface

to e

xter

nal s

ourc

es (e

.g.,

911

disp

atch

log)

. ar

e en

tere

d by

the

Ope

rato

r via

the

Use

r Int

erfa

ceM

TEM

sha

ll ha

ve th

e ca

pabi

lity

to p

roce

ss b

oth

form

atte

d an

d un

form

atte

d U

nfor

mat

ted

inpu

ts m

ay in

clud

e voi

ce d

ata n

eces

sita

ting

voic

ein

puts

. re

cogn

ition

sof

twar

e.M

TEM

sha

ll tra

nspa

rent

ly in

terfa

ce w

ith th

e D

DV

A to

alte

r the

con

text

-bas

ed

Cont

ext-b

ased

par

amet

ers

are

store

d in

the

DBM

S. U

pdat

es to

para

met

ers u

sed

in d

ata v

alid

atio

n.

para

met

er v

alue

s ar

e re

ceiv

ed f

rom

the

MTE

M U

ser

Inte

rface

.M

TEM

sha

ll pr

ovid

e ac

cess

to a

ny v

ideo

sur

veill

ance

cam

era

sele

cted

by

the

Ope

rato

r or t

he a

pplic

atio

n.M

TEM

shal

l pro

vide

the

capa

bilit

y fo

r the

Ope

rato

r to

spec

ify se

vera

l CCT

Vdi

spla

y de

faul

t op

tions

:a.

Aut

omat

ic d

ispl

ay o

f hig

hest

pro

babi

lity

inci

dent

loca

tion

cam

era(

s).

b. A

utom

atic

cyc

ling

of th

e di

spla

y of

the

n m

ost l

ikel

y in

cide

nt lo

catio

nsth

roug

h m

TM

C m

onito

rs (

n>m

).c.

Man

ual o

pera

tor s

elec

tion

of c

amer

a(S)

.

MTE

M sh

all r

ank

the d

etec

ted

inci

dent

s (m

aybe

a pr

iorit

y qu

eue

algo

rithm

) and

dep

endi

ng o

n th

e nu

mbe

r of a

vaila

ble

mon

itors

inth

e TM

C, c

ycle

thro

ugh

the

mos

t lik

ely

inci

dent

loca

tions

.Th

e op

timum

num

ber o

f mon

itors

dep

ends

on

the

trade

off

betw

een

the

hum

an fa

ctor

s iss

ue, d

ealin

g w

ith th

e nu

mbe

r of

simul

tane

ous

mon

itors

to b

e vi

ewed

, ver

sus

the

pote

ntia

l tim

elo

st in

det

ectin

g an

inci

dent

.Th

e Ope

rato

r sha

ll ha

ve th

e ca

pabi

lity

to c

ontro

l the

pos

ition

al p

aram

eter

s of t

he

Thes

e ca

pabi

litie

s are

ava

ilabl

e in

cur

rent

CC

TV sy

stem

s.ca

mer

a (z

oom

, pan

, tilt

).Th

e M

TEM

sub

syste

m s

hall

have

the

capa

bilit

y to

sup

port

the

oper

ator

to d

efin

ean

d m

odif

y det

ectio

n zo

nes f

rom

the w

orks

tatio

n. T

he d

etec

tion

zone

s are

use

d to

conf

igur

e th

e ar

ea to

per

form

aut

omat

ed in

cide

nt d

etec

tion

by th

e Su

rvei

llanc

eIm

age

Proc

ess s

ubsy

stem

.M

TEM

subs

yste

m sh

all h

ave

the

capa

bilit

y to

pro

vide

pla

cem

ent o

f the

dete

ctio

n zo

ne u

sed

by th

e Su

rvei

llanc

e Im

age

Proc

essin

g su

bsys

tem

any

whe

rew

ithin

the

view

of t

he c

amer

a an

d at

any

orie

ntat

ion.

The

oper

ator

inte

rfac

e sh

all h

ave

the

capa

bilit

y to

supp

ort t

hecr

eatio

n an

d m

odifi

catio

n of

det

ectio

n zo

nes b

y us

ing

the

mou

seto

dra

w th

e de

tect

ion

lines

and

box

es o

n th

e m

onito

r.

103.

3.1

MTE

M10

0.3.

4M

TEM

shal

l hav

e th

e ca

pabi

lity

to d

irect

the

vide

o ou

tput

from

any

cam

era

to e

ither

am

onito

r or a

wor

ksta

tion.

MT

EM

101

MT

EM

shal

l pro

cess

traf

fic m

easu

rem

ent d

ata

to y

ield

cur

rent

stat

e es

timat

es o

ftr

affic

den

sitie

s, qu

eues

, spe

eds,

and

volu

mes

for

each

net

wor

k lin

k.M

TEM

101.

1M

TEM

shal

l pro

cess

the

vehi

cle

prob

e tra

ffic

mea

sure

men

ts to

ext

ract

(if n

eces

sary

)th

e da

ta n

eede

d by

the

traff

ic st

ate

estim

atio

n m

odel

(allo

cate

d to

the

Inpu

t Pro

cess

ing

Subs

yste

m-c

ited

here

for r

efer

ence

).M

TEM

101.

2M

TEM

shal

l be

capa

bilit

y to

der

ive

sing

le a

nd a

ggre

gate

traf

fic m

easu

res n

eede

d fo

res

timat

ing

traff

ic st

ates

and

stor

e th

em in

the

TMC

dat

abas

eM

TEM

101.

2.1

MTE

M sh

all h

ave

the

capa

bilit

y to

der

ive

sing

le a

nd a

ggre

gate

traf

fic m

easu

res

need

ed fo

r est

imat

ing

traff

ic st

ates

and

stor

e th

em in

the

TMC

dat

abas

e.

The

defin

ition

of a

link

is d

riven

by

the

inpu

t dat

a re

quire

men

ts o

f the

vario

us tr

affic

mod

els.

MTE

M sh

all p

erfo

rm n

omin

al v

alue

repl

acem

ent i

n ca

ses w

here

dat

a is

unav

aila

ble

due

to fa

iled

dete

ctor

s. In

cas

es w

here

a c

ontro

ller o

r an

entir

esu

bsec

tion

is d

own,

nom

inal

val

ue re

plac

emen

t may

invo

lve

sim

ulat

ion.

This

func

tion

may

invo

lve

seve

ral o

ther

sup

port

syst

ems

incl

udin

g th

eC

ompo

nent

Sim

ulat

ion

Mod

el S

ubsy

stem

.

The

need

to st

ore

deriv

ed m

easu

res d

epen

ds o

n w

heth

er th

ere

exis

ts a

requ

irem

ent f

or th

e de

rived

dat

a el

emen

ts b

y ot

her a

pplic

atio

n. D

epen

ding

on p

erfo

rman

ce, t

he d

eriv

atio

n re

quire

men

t may

be

allo

cate

d to

thos

eap

plic

atio

ns.

MT

EM

102*

MT

EM

shal

l aut

omat

ical

ly fu

se th

e tr

affic

stat

e es

timat

es, t

he m

anua

l inp

uts a

ndth

e in

cide

nt li

kelih

ood

estim

ates

from

the

Imag

e Pr

oces

sing

Sub

syst

em in

to a

nov

eral

l est

imat

e of

the

inci

dent

stat

e an

d lik

elih

ood

for

each

link

. E

stim

ates

are

prov

ided

for

all l

inks

and

inte

rsec

ting

node

s inc

ludi

ng fr

eew

ays a

nd a

rter

ials

.M

TEM

102.

1In

det

erm

inin

g th

e in

cide

nt st

ate,

MTE

M sh

all m

ake

an in

itial

ass

essm

ent o

f the

seve

rity

and

capa

city

redu

ctio

n as

soci

ated

with

the

inci

dent

, and

the

expe

cted

dur

atio

n(th

is re

quire

men

t is f

or a

n in

itial

det

erm

inat

ion

only

-the

Inci

dent

Man

agem

ent

Subs

yste

m w

ill m

onito

r the

inci

dent

.M

TEM

102.

2TE

MD

sha

ll ha

ve th

e ca

pabi

lity

to a

utom

atic

ally

det

ect i

ncid

ents

with

in 3

0 se

cond

s of

thei

r occ

urre

nce

from

traf

fic s

urve

illan

ce d

ata,

diff

eren

tiate

d by

type

and

sev

erity

, for

each

net

wor

k lin

k. A

utom

ated

inci

dent

det

ectio

n is

als

o al

loca

ted

to th

e Im

age

Proc

essi

ng S

ubsy

stem

for d

irect

pro

cess

ing

of C

CTV

out

puts

.M

TEM

102.

2.1

MTE

M sh

all h

ave

the

capa

bilit

y to

adj

ust t

o se

nsiti

vity

leve

l of t

he a

utom

ated

inci

dent

algo

rithm

with

in th

e fo

llow

ing

rang

es:

a.

Fals

e al

arm

rate

< 1

0%b.

D

etec

tion

frac

tion

> 95

%M

TEM

102.

3M

TEM

shal

l pro

vide

inci

dent

stat

e es

timat

es u

nder

all

traff

ic a

nd e

nviro

nmen

tal s

tate

cond

ition

s, i.e

., un

der l

ow, m

oder

ate,

and

hig

h vo

lum

e, a

s wel

l as g

ood

and

bad

wea

ther

con

ditio

ns.

The

fusi

on a

lgor

ithm

yie

lds a

like

lihoo

d es

timat

e fo

r an

inci

dent

. Th

eal

gorit

hm m

ay b

e nu

mer

ical

(a w

eigh

ted

sum

of l

ikel

ihoo

ds a

s de

term

ined

by in

depe

nden

t dat

a so

urce

s) o

r pro

cedu

ral (

rule

-bas

ed sy

stem

).

(see

TIM

S 10

0)

In th

is c

onte

xt, s

urve

illan

ce d

ata

incl

udes

raw

mea

sure

men

ts fr

om lo

opde

tect

ors a

nd se

nsor

s tha

t em

ulat

e lo

op d

etec

tors

, as w

ell a

s der

ived

mea

sure

s and

est

imat

es, d

epen

ding

on

the

dete

ctio

n al

gorit

hm.

Det

ectio

n of

sev

erity

requ

ires

imag

e pr

oces

sing

, alth

ough

som

e m

easu

re o

fse

verit

y m

ay b

e in

ferr

ed fr

om th

e im

pact

of t

he in

cide

nt o

n tra

ffic

flow

.A

t eac

h se

nsiti

vity

leve

l the

re e

xist

s a tr

ade-

off b

etw

een

the

fals

e al

arm

and

dete

ctio

n fr

actio

n. A

utom

atic

ver

ifica

tion

invo

lvin

g au

tom

ated

pro

cedu

res

is c

onsi

dere

d pa

rt of

the

dete

ctio

n al

gorit

hm.

Diff

eren

t det

ectio

n al

gorit

hms

(Cal

iforn

ia, A

PID

, McM

aste

r, N

eura

lN

etw

orks

) may

be

nece

ssar

y fo

r diff

eren

t tra

ffic

and

env

ironm

enta

lco

nditi

ons.

Thi

s cap

abili

ty is

rela

ted

to c

onte

xt-b

ased

val

idat

ion.

MTE

M

MTE

M s

hall

be c

apab

le o

f det

ectin

g in

cide

nts

on a

ll ro

adw

ay ty

pes:

freew

ays

and

Inci

dent

det

ectio

n at

inte

rsec

tions

can

be im

plem

ente

d us

ing

102.

4

surfa

ce s

treet

s. im

age

proc

essin

g.M

TE

M

MT

EM

sha

ll ha

ve t

he c

apab

ility

to

veri

fy t

he o

ccur

renc

e of

V

erifi

catio

n is

supp

orte

d by

CCT

V m

onito

ring.

In c

ases

whe

re10

3in

cide

nts

once

id

entif

ied

by

auto

mat

ed

dete

ctio

n.CC

TV c

over

age

is n

ot a

vaila

ble

and

whe

re p

olic

e ve

rific

atio

n ha

sno

t occ

urre

d, s

ever

al d

etec

tion

cycl

es h

ave

to b

e ob

serv

ed.

MTE

MM

TEM

sha

ll pr

epar

e an

d iss

ue re

ques

ts fo

r inc

iden

t ver

ifica

tion

to th

e Re

mot

ely

. .

103.

1C

ontro

lled

Surv

eilla

nce

Uni

t.M

TEM

MTE

M sh

all i

ssue

a n

otifi

catio

n to

the

Inci

dent

Man

agem

ent S

ubsy

stem

whe

nO

nce a

n in

cide

nt is

ver

ified

and

the D

BM

S lo

aded

with

initi

al10

3.2

each

new

inci

dent

is v

erifi

ed.

data

, TIM

S is

activ

ated

.M

TEM

MT

EM

sha

ll pr

oces

s en

viro

nmen

tal

mea

sure

men

t da

ta t

opr

oduc

e cu

rren

t es

timat

es o

f w

eath

er v

aria

bles

, te

mpe

ratu

re,

type

This

pro

cess

may

invo

lve

data

fusi

on o

f mul

tiple

sour

ces:

104

ATM

S en

viro

nmen

tal s

enso

rs, a

nd e

xter

nal w

eath

er in

form

atio

nof

cur

rent

pre

cipi

tatio

n, a

nd r

oadw

ay s

urfa

ce c

ondi

tions

. fr

om N

WS,

radi

o st

atio

ns o

r priv

ate

wea

ther

info

rmat

ion

prov

ider

s.M

TEM

MTE

M sh

all p

rodu

ce c

urre

nt lo

cal e

stim

ates

of e

mis

sion

s for

sele

cted

air

Surv

eilla

nce

syst

em a

lso

incl

udes

pol

lutio

n se

nsor

s tha

t can

104.

1 po

lluta

nts.

dete

ct ve

hicl

e em

issi

ons.

MT

EM

MT

EM

sha

ll de

tect

tra

ffic

and

env

iron

men

tal

surv

eilla

nce

and

As

part

of it

s da

ta p

roce

ssin

g, M

TEM

may

dire

ctly

acc

ess t

he10

5ex

tern

al s

yste

m e

quip

men

t fa

ults

bas

ed o

n th

e pr

oces

sing

va

lidat

ion

rout

ines

in th

e D

ata

Val

idat

ion

subs

yste

m.

invo

lved

in

stat

e es

tim

atio

n. S

enso

r ty

pes

incl

ude:

a. L

oop

dete

ctor

s and

oth

er tr

affic

sens

ors (

IR, a

cous

tic).

b. En

viro

nmen

tal s

enso

rs.

c. V

ideo

cam

eras

.d.

Veh

icle

pro

bes.

e. E

xter

nal s

yste

ms.

MTE

MM

TEM

shal

l pro

vide

info

rmat

ion

on eq

uipm

ent f

ault

dete

ctio

n to

the

105.

1M

aint

enan

ce M

anag

emen

t Sch

edul

ing S

ubsy

stem

.M

TEM

MTE

M sh

all e

nter

a fa

ilure

log

trans

actio

n in

the

TMC

DB

MS.

105.1

.1M

TEM

MTE

M sh

all v

erify

det

ecte

d fa

ults

of A

TMS

equi

pmen

t. V

isua

l or m

anua

l fau

lt ve

rific

atio

n m

ay n

ot b

e tim

ely

enou

gh,

105.

2an

d is

not

pos

sibl

e fo

r man

y se

nsor

type

s.M

TEM

MTE

M sh

all e

nter

a c

onte

xt c

hang

e si

gnify

ing

the

faul

t A

utom

atic

ver

ifica

tion

is a

TBD

requ

irem

ent.

105.

2.1

to b

e us

ed in

the

valid

atio

n pr

oces

s (sa

me

as M

TEM

102

.2.2

).M

TEM

MTE

M sh

all r

epor

t pot

entia

l fau

lts to

ext

erna

l sys

tem

s fro

m w

hich

dat

a is

bei

ng

MTE

M sh

all s

ched

ule

a fa

ilure

log

entry

repo

rt w

ith th

e I/O

105.

3 re

ceiv

ed.

Man

ager

for o

utpu

t dis

sem

inat

ion.

MTE

MM

TEM

sha

ll pr

oces

s th

e lin

k-ba

sed

traf

fic a

nd e

nvir

onm

enta

l Ch

arac

teriz

atio

n of

traf

fic c

ondi

tions

may

be

in te

rms o

f LO

S fo

r10

6st

ates

to

prep

are

sum

mar

ies

whi

ch c

hara

cter

ize

the

curr

ent

stat

e in

divi

dual

link

s. C

hara

cter

izat

ion

at se

ctio

n/su

bsec

tion

leve

lof

the

net

wor

k, a

nd h

ighl

ight

tra

ffic

and

env

iron

men

tal

need

s to

be d

eter

min

ed.

abno

rmal

itie

s.M

TEM

MTE

M s

hall

have

the

cap

abili

ty t

o co

mpu

te t

he l

ikel

ihoo

d of

In

cide

nt li

kelih

oods

bas

ed o

n hi

storic

al a

ccid

ent r

ates

fac

tore

d by

107

inci

dent

s on

net

wor

k lin

ks b

ased

on

traf

fic

and

envi

ronm

enta

l cu

rrent

env

ironm

enta

l an

d tra

ffic

cond

ition

s.co

ndit

ions

.

MTE

M10

8M

TEM

sha

ll in

terf

ace

with

the

TMC

DB

MS

to s

tore

the

com

pute

d lin

k-ba

sed

and

sum

mar

y tra

ffic

and

env

ironm

enta

l sta

te e

stim

ates

as

wel

l as

the

inci

dent

sta

tes,

equi

pmen

t fau

lts, a

nd c

onte

xt c

hang

es.

MTE

M10

8.1

MTE

M s

hall

supp

ort o

fflin

e an

alys

is o

f inc

iden

t det

ectio

n an

d fa

ilure

mon

itorin

g by

mai

ntai

ning

“ca

se h

isto

ries”

of f

alse

det

ectio

ns a

nd fa

iled

dete

ctio

ns.

(Thi

sre

quire

men

t is c

o-al

loca

ted

to th

e D

BM

S an

d to

the

softw

are

mon

itorin

g fu

nctio

n in

TMC

Har

dwar

e &

Sof

twar

e M

onito

ring

Subs

yste

m).

Ever

y de

tect

ed in

cide

nt th

at is

not

ver

ified

will

be

mar

ked

as fa

iled

verif

icat

ion

in a

“ve

rify

field

.” T

hein

cide

nt lo

g w

ill b

e m

aint

aine

d in

the

data

arc

hive

s for

futu

re o

fflin

e an

alys

is.

MTE

M10

9M

TEM

sha

ll ha

ve a

n op

erat

or in

terf

ace

suita

ble

to c

ontro

l pro

cess

ing,

and

to v

iew

the

curr

ent t

raff

ic a

nd e

nviro

nmen

tal s

tate

, sum

mar

ies,

and

abno

rmal

ities

.M

TEM

109.

1M

TEM

sha

ll pr

ovid

e an

onl

ine

inci

dent

repo

rt fo

rm th

roug

h w

hich

the

Use

r can

man

ually

ent

er in

cide

nt in

form

atio

n re

ceiv

ed v

ia p

hone

, etc

.M

TEM

109.

1.1

MTE

M w

ill a

utom

atic

ally

ent

er th

e ca

ptur

ed in

form

atio

n in

the

TMC

DB

MS

whe

re it

will

be

inte

grat

ed w

ith o

ther

ava

ilabl

e in

form

atio

n.M

TEM

109.

2M

TEM

shal

l hav

e re

al-ti

me

GIS

/map

dis

play

cap

abili

ties

MTE

M10

9.3

MTE

M s

hall

have

the

capa

bilit

y to

con

trol t

he d

etec

tion

sens

itivi

ty p

aram

eter

s,ag

greg

atio

n of

par

amet

ers,

and

map

vie

w th

roug

h th

e G

UI.

MTE

M’s

Use

r Int

erfa

ce w

ill s

uper

impo

se re

al-ti

me

mon

itorin

g in

form

atio

n at

op th

e un

derly

ing

map

.D

iffer

ent l

evel

s of

abs

tract

ion

of th

e un

derly

ing

map

and

the

disp

laye

d in

form

atio

n w

ill b

e av

aila

ble

with

the

low

est l

evel

dis

play

ing

the

deta

iled

geom

etric

feat

ures

at in

divi

dual

junc

tions

. H

ighe

r lev

els

corr

espo

nd to

stre

et m

aps a

nd to

ur m

aps.

Var

ious

icon

s and

gra

phic

disp

lays

are

use

d to

repr

esen

t tra

ffic

and

env

ironm

enta

lsi

tuat

iona

l inf

orm

atio

n (e

.g.,

air q

ualit

y co

ntou

rs).

MTE

M10

9.4

MTE

M s

hall

have

the

capa

bilit

y to

pro

vide

a s

inge

net

wor

k-w

ide

disp

lay,

mul

tiple

disp

lays

on

seve

ral m

onito

rs, o

r mul

tiple

dis

play

s on

one

mon

itor.

The

over

all M

TEM

dis

play

con

figur

atio

n sh

all

cust

omiz

ed a

t sys

tem

set

up to

the

TMC

site

and

its

hard

war

e/so

ftwar

e co

nfig

urat

ion.

Cap

abili

ties

toch

ange

the

conf

igur

atio

n w

ill b

e pr

ovid

ed.

Add

ition

al D

etai

l on

App

roac

hes

for

Inci

dent

Det

ectio

n:

The

Traf

fic a

nd E

nviro

nmen

tal M

onito

ring

Subs

yste

m is

env

isio

ned

to c

onta

in a

sui

te o

f AI t

echn

olog

ies

that

ass

ist i

n th

ede

tect

ion,

ver

ifica

tion,

and

eva

luat

ion

of tr

affic

inci

dent

s du

e to

non

-rec

urre

nt tr

affic

con

gest

ion.

The

sui

te w

ill c

onsi

st o

f mod

el-

base

d, c

ase-

base

d, a

nd ru

le-b

ased

reas

onin

g sy

stem

s. T

he u

se o

f mod

el-b

ased

exp

ert s

yste

m te

chno

logy

has

bee

n pr

oven

in o

ther

dom

ains

, and

cou

ld e

asily

be

appl

ied

to th

e Tr

affic

and

Env

ironm

enta

l Mon

itorin

g Su

bsys

tem

. Th

e ba

sis

for t

his

met

hodo

logy

isto

use

sop

hist

icat

ed, h

igh-

fidel

ity s

imul

ator

s to

gen

erat

e ex

pect

ed b

ehav

iors

for a

cor

rect

ly b

ehav

ing

syst

em.

Alg

orith

ms

are

then

used

for d

etec

ting

and

isol

atin

g an

omal

ies.

Inci

dent

det

ectio

n is

per

form

ed b

y co

mpa

ring

the

actu

al in

com

ing

data

with

the

sim

ulat

ed o

r exp

ecte

d da

ta.

Diff

eren

ces

are

repo

rted

to a

n in

tern

al s

yste

m b

lack

boar

d. F

rom

ther

e, in

telli

gent

reas

onin

g ca

n be

perf

orm

ed to

isol

ate

the

sour

ce o

f fau

lt; th

is is

bas

ed o

n ca

usal

info

rmat

ion

that

is b

uilt

into

the

mod

el.

Cas

e-ba

sed

and

rule

-bas

edex

pert

syst

ems

wou

ld g

ener

ally

be

appl

ied

for l

ess

com

plex

inci

dent

det

ectio

n an

d is

olat

ion,

whe

re th

ere

is a

pre

conc

eive

d id

ea o

fw

hat i

s go

ing

to h

appe

n. A

pro

babl

e ar

ea fo

r the

ir im

plem

enta

tion

wou

ld b

e th

e id

entif

icat

ion

of re

curr

ent c

onge

stio

n, o

rre

curr

ent a

ccid

ent l

ocat

ions

. In

this

cas

e, ru

les

can

be a

ssem

bled

to m

onito

r the

net

wor

k fo

r kno

wn

cond

ition

s. I

t is

appa

rent

that

the

succ

essf

ul a

pplic

atio

n of

thes

e te

chno

logi

es is

nec

essa

ry fo

r eff

ectiv

e Tr

affic

and

Env

ironm

enta

l Mon

itorin

g.

Proc

essi

ng o

f raw

sen

sor d

ata

may

be

base

d on

any

of s

ever

al a

ppro

ache

s -

each

spe

cific

ally

app

ropr

iate

to fa

cilit

y ty

pe(fr

eew

ay, s

urfa

ce st

reet

) and

det

ecte

d op

erat

iona

l par

amet

ers (

e.g.

, hig

h vo

lum

e fre

eway

sect

ion,

criti

cal i

nter

sect

ion)

.

Dev

elop

men

t of t

he ap

proa

ches

for i

ncid

ent d

etec

tion

will

be c

oord

inat

ed w

ith th

e cur

rent

“Inc

iden

t Det

ectio

n Is

sues

” pro

ject

, and

with

the

expe

cted

“Su

rface

Stre

et In

cide

nt D

etec

tion”

pro

ject

.

Proc

essin

g of

inci

dent

-rela

ted

info

rmat

ion

enta

ils b

oth

form

atte

d an

d un

form

atte

d re

ports

[for

mat

ted

and/

or u

nfor

mat

ted

text

ual

repo

rts o

n in

cide

nts,

e.g

., po

lice

CA

D in

cide

nt re

ports

(for

mat

ted)

, or c

ellu

lar p

hone

repo

rts (u

nfor

mat

ted)

]. A

utom

atic

proc

essi

ng o

f unf

orm

atte

d re

ports

requ

ires

natu

ral l

angu

age

proc

essi

ng te

chni

ques

to e

xtra

ct u

sefu

l inf

orm

atio

n. F

orm

atte

dre

ports

req

uire

par

sing

of fi

elds

, ass

ocia

tion

of te

xt to

nor

mal

ized

net

wor

k/ge

omet

ric r

epre

sent

ation

to ca

ptur

e lo

catio

n, a

ndpa

rsin

g of

oth

er fi

elds

to ch

arac

teriz

e typ

e of i

ncid

ent.

r

VEH

ICLE

TR

AC

KIN

G (

MV

TR)

- I 1 M M M 1

ID

MV

TR

100

MV

TR00

.1 VTR

100.

2V

TR10

0.3

VTR

100.

4M

VT

R00

.5M

VTR

101

MVT

R01

.1

MVT

R10

1.2

MV

TR

101.

3

MV

TR10

2

MV

TR

103

RE

QU

IRE

ME

NT

AN

D F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

N

The

MV

TR

sub

syst

em s

hall

disp

lay

and

trac

k A

VI

regi

ster

edve

hicl

es o

n a

GU

I.

AV

I re

gist

ered

veh

icle

s by

def

initi

on a

re a

nyve

hicl

es w

hose

pos

ition

(an

d ot

her

data

, su

ch a

s sp

eed)

is

avai

labl

e *i

n re

al t

ime

from

an

AV

I/A

VL

or o

ther

-sim

ilar

syst

ems.

MV

TR s

ubsy

stem

sha

ll su

ppor

t a G

UI f

or th

e di

spla

y an

d tra

ckin

g of

pro

beve

hicl

es.

The

GU

I sha

ll co

nsist

of a

map

disp

lay

with

veh

icle

s cu

rrent

ly b

eing

trac

ked

supe

rimpo

sed

on th

e m

ap.

The

GU

I sha

ll up

date

the

loca

tion

of tr

acke

d ve

hicl

es o

n th

e di

spla

y in

real

tim

e.

The

GU

I sha

ll su

ppor

t zoo

min

g an

d pa

nnin

g ca

pabi

litie

s fo

r the

map

disp

lay.

The

GU

I sha

ll al

low

all

prob

e da

ta to

be

disp

layed

(exa

ct lo

catio

n, s

peed

, etc

.) fo

rhi

ghlig

hted

vehi

cles

.T

he M

VT

R s

ubsy

stem

sha

ll ha

ve t

he c

apab

ility

for

the

use

r to

sele

ct e

ither

ind

ivid

ual

vehi

cles

or

clas

ses

of v

ehic

les

for

disp

lay

and

real

-tim

e tr

acki

ng.

The M

VTR

subs

yste

m sh

all h

ave t

he ca

pabi

lity

for t

he u

ser t

o se

lect

indi

vidu

alve

hicl

es to

be

track

ed b

v ei

ther

sel

ectin

g an

ava

ilabl

e pr

obe

vehi

cle

from

asy

stem

-pro

vide

d sor

ted li

st or

by

prov

idin

g th

e pro

be v

ehic

le id

entif

icat

ion.

The

MV

TR su

bsys

tem

shal

l hav

e th

e ca

pabi

lity

to tr

ack

grou

ps o

f veh

icle

sid

entif

ied

by c

lass

es. A

t min

imum

. the

trac

king

subs

yste

m sh

all s

uppo

rtem

erge

ncy

vehi

cles

, reg

ular

pro

be v

ehic

les,

and

HA

ZMA

T cl

asse

s. Th

e use

r can

prov

ide t

he cl

ass n

ame o

r sel

ect o

ne fr

om a

syst

em-p

rovi

ded

list.

The

MV

TR su

bsys

tem

shal

l als

o su

ppor

t a sp

ecia

l cla

ss -

an a

ccid

ent c

lass

. An

acci

dent

cla

ss a

llow

s th

e us

er to

trac

k ve

hicl

es th

at h

ave

been

ass

igne

d to

an

acci

dent

. Sup

port

for

iden

tifyi

ng a

ccid

ents

by n

ame

(or l

ocat

ion)

or f

rom

asy

stem

-pro

vide

d lis

t will

be

prov

ided

.T

he M

VT

R s

ubsy

stem

sha

ll ha

ve t

he c

apab

ility

to

trac

k m

ore

than

one

veh

icle

or

mor

e th

an o

ne c

lass

sim

ulta

neou

sly.

For

disp

lay

purp

oses

, a

dedi

cate

d sy

mbo

l sh

all

uniq

uely

ide

ntify

whi

ch c

lass

(if

any)

a p

robe

veh

icle

bel

ongs

to

whe

n it

is,

disp

laye

d.A

veh

icle

may

bel

ong

to o

nly

one

clas

s.

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

Veh

icle

trac

king

syst

ems a

re a

vaila

ble

com

mer

cial

ly. M

VTR

may

requ

ire ta

ilorin

g to

3rd

par

ty p

rodu

cts

to o

btai

n po

sitio

nal

info

rmat

ion

and

to ta

ilor t

he G

UI.

The

GU

I mus

t com

ply

with

the

OSF

/Mot

if st

yle

guid

elin

es.

This

impl

ies

anim

atio

n by

sup

erim

posi

ng ic

ons

on a

map

disp

lay.

Veh

icle

s to

be tr

acke

d m

ust d

ecla

re th

emse

lves

(e.g

., ID

S) to

the

syst

em. F

or e

mer

genc

y ve

hicl

es re

spon

ding

to a

spec

ific

incid

ent

an a

ssig

nmen

t will

be

mad

e an

d no

tific

atio

n tra

nsm

itted

to th

issy

stem

by

the

Inci

dent

Man

agem

ent s

ubsy

stem

.

The

actu

al n

umbe

r of v

ehic

les t

hat c

an b

e tra

cked

dep

ends

on

seve

ral f

acto

rs: C

PU c

apab

ility

, # o

f CP

Us,

mon

itor s

ize

and

reso

lutio

n, si

ze o

f tra

ffic

net

wor

k, c

usto

mer

requ

irem

ents

, etc

.Th

e sy

mbo

l cou

ld b

e a

grap

hica

l ico

n re

pres

enta

tion

of e

ach

vehi

cle

clas

s.

MV

TR

Fo

r di

spla

y pu

rpos

es,

a de

dica

ted

sym

bol

shal

l un

ique

ly i

dent

ify10

4th

e ty

pe o

f ve

hicl

e.

At

min

imum

, th

ere

shal

l be

sup

port

for

The s

ymbo

l cou

ld b

e a

grap

hica

l ico

n re

pres

enta

tion

of ea

chve

hicl

e cl

ass.

polic

e ca

rs,

fire

truc

ks,

ambu

lanc

es,

tow

tru

cks,

and

mai

nten

ance

vehi

cles

.M

VT

RT

he M

VT

R s

ubsy

stem

sha

ll su

ppor

t an

ele

ctro

nic

inte

rfac

e to

the

Pr

ovid

ed v

ia a T

CP/IP

sock

et o

r PO

SIX

mes

sage

que

ue.

105

Inci

dent

M

anag

emen

t Sy

stem

to

re

ceiv

e as

sien

men

ts

of

vehi

cles

to c

urre

nt o

utst

andi

ng a

ccid

ents

.M

VT

RT

he M

VT

R s

ubsy

stem

sha

ll su

ppor

t an

ele

ctro

nic

inte

rfac

e to

the

106

TM

C D

BM

S to

rec

eive

cur

rent

pro

be d

ata

for

trac

king

and

Prov

ided

via

a DBM

S SQL

API

. The

pro

be d

ata

for t

rack

able

disp

lay.

vehi

cles i

s loa

ded

into

the D

BMS

by th

e In

put S

tream

Proc

essin

gsu

bsys

tem, f

rom

whi

ch it

isdi

rect

lyre

ceiv

ed fr

om

DA

TA V

ALI

DA

TIO

N S

UB

SYST

EM (

DD

VA

)

ID

RE

QU

IRE

ME

NT

AN

D F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

SD

DV

A10

0D

DV

A s

hall

prov

ide

user

acc

ess

via

a G

UI

whi

ch w

ill i

nclu

dest

anda

rd f

unct

ions

suc

h as

pul

l do

wn

men

us a

nd i

cons

.Pr

ovid

ed th

roug

h th

e Co

mm

on G

UI.

DDVA

100.

1DD

VA10

0.1.

1DD

VA10

0.1.

2

DDVA

100.

1.3

DDVA

1OO.

2

DD

VA

100.

3D

DV

A10

0.4

DD

VA

100.

4.1

DD

VA

100.

4.2

DD

VA

100.

5

DD

VA

101

DD

VA

sha

ll pe

rmit

the

user

to re

triev

e th

e va

lidat

ion

proc

edur

es fo

r an

y da

tael

emen

t.D

DV

A s

hall

prov

ide

acce

ss c

ontro

l to

all f

unct

ions

incl

udin

g sto

red

form

ulas

,pr

oced

ures

and

(m

in, m

ax)

limits

and

use

r in

put p

aram

eter

s.A

cces

s con

trol t

o D

DV

A ro

utin

es th

roug

h A

PI as

wel

l as d

irect

Use

r acc

ess t

oD

DV

A s

oftw

are

is co

ntro

lled

and

man

aged

by

the

Conf

igur

atio

n M

anag

emen

tSu

bsys

tem

.D

DV

A co

ntro

ls u

ser a

cces

s to

appl

icat

ions

that

pro

vide

para

mete

r inp

ut a

ndov

errid

e fu

nctio

ns.

DD

VA

shal

l per

mit

the S

A/D

BA to

cre

ate

a ne

w fo

rmul

a or

cha

nge

anex

istin

g fo

rmul

a on

-scr

een

and

store

the

resu

lting

exp

ress

ion.

DD

VA

sha

llpr

ompt

the

user

for c

onfir

mat

ion

prio

r to

mak

ing

any

chan

ges(

co-re

quire

men

tw

ith D

BMS

data

dic

tiona

ry).

DD

VA

shal

l hav

e the

capa

bilit

y to

dis

play

curr

ent v

alue

s of e

ach

(min

, max

)lim

it al

ong

with

its c

orre

spon

ding

par

amet

ers.

DD

VA

sha

ll ac

cept

use

r- or

app

licat

ion-

defin

ed o

verri

des

to p

re-s

tore

dpa

ram

eter

s (p

hysic

al v

alue

con

strai

nts

or c

onte

xt-b

ase?

) use

d in

dat

a va

lidat

ion

rout

ines

.O

verri

des

to p

aram

eter

s re

pres

entin

g ph

ysic

al v

alue

con

strai

nts

are

cont

rolle

dby

the

sys

tem

/dat

abas

e ad

min

istra

tor.

DD

VA

sha

ll de

activ

ate

a us

er/a

pplic

atio

n in

put p

aram

eter

s w

hich

rep

rese

ntco

ntex

t afte

r a u

ser-

spec

ified

tim

e lim

it. A

t the

tim

e the

par

amet

ers a

re in

put,

the

user

will

def

ine

the

time

limit.

DDVA

sha

ll ha

ve th

e ca

pabi

lity

to d

ispla

y an

y us

er-s

elec

ted

data

inpu

t stre

am(re

al-ti

me)

.

DD

VA

sha

ll su

ppor

t m

ulti

ple

leve

ls o

f va

lidat

ion:

a. L

evel

1: F

orm

at/s

ynta

x.b.

Leve

l 2: (

min

, max

) ran

ge c

heck

s and

set m

embe

rshi

p - s

tatic

filte

rs.

c. L

evel

3: C

onte

xt-b

ased

, or d

ynam

ic fi

lters

.d.

Leve

l 4 U

ser

or a

pplic

atio

n va

lidat

ed.

DD

VA

rout

ines

are

man

aged

as i

s all

othe

r TM

C so

ftwar

e th

roug

hth

e C

onfig

urat

ion

Man

agem

ent S

ubsy

stem

. Acc

ess t

o so

urce

cod

eis

lim

ited

to th

e SA

.U

pdat

e to

certa

in p

aram

eter

s use

d in

DD

VA

rout

ines

is co

ntro

lled

usin

g th

e ca

pabi

litie

s of t

he D

BM

S to

con

trol a

cces

s at c

olum

nle

vel;

if D

BM

S do

es n

ot p

rovi

de su

ch c

apab

ilitie

s, fu

nctio

nalit

yw

ill b

e pr

ovid

ed b

y ap

plic

atio

n co

de.

(Min

, max

) bou

nds o

n da

ta e

lem

ents

are

det

erm

ined

by

para

mete

rized

pro

cedu

res.

Whe

n th

e va

lues

of t

hepa

ram

eter

s are

cha

nged

, the

cor

resp

ondi

ng v

alue

s of t

he (m

in,

max

) lim

its a

re a

lso

chan

ged.

The

con

text

is re

pres

ente

d in

term

sof

the

para

met

ers.

Phys

ical

val

ue c

onst

rain

ts c

anno

t be

alte

red

by a

pplic

atio

ns a

ndre

quire

DBA

act

ion.

Impl

emen

tatio

n of

DD

VA

100

.4.2

may

be

by ti

mes

tam

ping

and

mon

itorin

g pa

ram

eter

val

ues.

Real

-tim

e in

put t

o th

e va

lidat

ion

rout

ines

can

be

mon

itore

dth

roug

h a

user

inte

rfac

e w

indo

w. T

his i

s als

o a

softw

are

mon

itorin

g fu

nctio

n.Le

vel 1

: Sim

ple

form

at c

heck

s on

field

type

s.Le

vel 2

: Sta

tic fi

lters

can

be

used

to re

pres

ent p

hysi

cal c

onst

rain

ts(e

.g.,

uppe

r lim

it on

occ

upan

cycl

, lan

e vo

lum

e <

2000

veh/

hour

). Th

e (m

in,m

ax)

limits

are

sto

red

and

man

aged

by

the

TMC

Dat

abas

e.

DD

VA

D

DV

A s

hall

acce

pt u

ser-

or a

pplic

atio

n-de

fined

con

text

par

amete

rs t

o be

101.

1 ap

plie

d in

det

erm

inin

g th

e lim

its o

f co

ntex

t-bas

ed f

ilter

s

DDVA

D

DV

A sh

all,

base

d on

the

upda

te fl

ag se

tting

, upd

ate

the

valu

e of

any

cont

ext-

101.

2 ba

sed

limit

whe

neve

r any

of i

ts pa

ram

eter

s is

upda

ted.

DDVA

D

DV

A sh

all p

erm

it th

e se

tting

of

an ‘

upda

te fl

ag’ t

o co

ntro

l the

upd

ate

101.

2.1

frequ

ency

: im

med

iate

upd

ate,

upda

te e

very

x s

ec, u

pdat

e of

f.

Leve

l 3: C

onte

xt-b

ased

(min

, max

) lim

its a

re d

eriv

ed d

ata

elem

ents

that

are

trea

ted

as a

re o

ther

dat

a el

emen

ts o

f thi

s typ

e.Th

ey a

re a

utom

atic

ally

adj

uste

d ba

sed

on T

OD

, spe

cial

eve

nts,

etc.

Con

text

par

amet

ers a

re d

ata

elem

ents

stor

ed in

the

DB

MS.

Con

text

-bas

ed li

mits

may

be

func

tions

of s

ever

al p

aram

eter

s.Th

ese

func

tions

may

be

reco

mpu

ted

whe

n an

y of

thei

r par

amet

erva

lues

cha

nge.

Thi

s cap

abili

ty m

ay b

e im

plem

ente

d by

the

DB

MS

thro

ugh

store

d pr

oced

ures

.Le

vel 4

: In

som

e ca

ses,

appl

icat

ions

may

pre

-val

idat

e da

ta a

s par

tO

f the

ir pr

oces

sing

. In

thes

e cas

e, o

r whe

n a u

ser d

ecla

res t

heva

lidity

of a

dat

a el

emen

t, th

e D

DV

A w

ill n

ot re

-val

idat

e.Le

vels

1 an

d 2

can

be im

plem

ente

d in

sev

eral

wa;

s whi

chdi

strib

ute

the

func

tiona

lity.

Man

dato

ry v

alid

atio

n ca

n be

per

form

edby

the

DBM

S; L

evel

3 p

erfo

rmed

by

appl

icat

ions

usi

ng v

alid

atio

nro

utin

es.

DD

VA

can

be

impl

emen

ted

tota

lly o

r par

tially

as a

serv

er o

r as a

linke

d lib

rary

at ea

ch w

orks

tatio

n.

DD

VA

DD

VA

sha

ll pe

rmit

the

spec

ifica

tion

of t

he m

anda

tory

valid

atio

n le

vels

to

be a

pplie

d to

eac

h da

ta e

lem

ent

(the

Leve

l 1 a

nd 2

man

dato

ry v

alid

atio

n is

eas

ily im

plem

ente

d in

102

DBM

S.sp

ecifi

catio

n m

ay i

nclu

de s

ever

al l

evel

s of

man

dato

ryva

lidat

ion.

) T

his

is a

n SA

/DBA

fun

ctio

n.DD

VAD

DV

A sh

all e

nfor

ce m

anda

tory

val

idat

ion

for a

ny u

pdat

es to

the

data

base

.10

2.1

DD

VA

DD

VA

sha

ll be

acc

essi

ble

thro

ugh

an A

PI f

rom

any

app

licat

ion

DD

VA

rout

ines

are

libr

ary

func

tions

that

can

be

calle

d fr

om10

3re

ques

ting

an o

ptio

nal

valid

atio

n on

any

dat

a el

emen

t. w

ithin

any

app

licat

ion.

App

lies

to a

ll le

vels

but

mor

e lik

ely

toLe

vel 3

val

idat

ion

if Le

vels

1 an

d 2

are c

onsi

dere

d m

anda

tory

.D

DV

AA

s pa

rt o

f th

e va

lidat

ion

proc

ess,

DD

VA

will

tak

e ap

prop

riat

e If

man

dato

ry v

alid

atio

n is

per

form

ed u

nder

DBM

S co

ntro

l,10

4ac

tions

dep

endi

ng o

n th

e re

sults

Of

the

valid

atio

n an

d w

heth

erit

is m

anda

tory

or

optio

nal:

appl

icat

ions

can

exe

cute

SQ

L U

pdat

es; o

ther

wis

e, a

UPD

ATE

a. M

anda

tory

Val

idat

ion:

if d

ata i

s val

id, D

DV

A sh

ah ex

ecut

e the

dat

abas

efu

nctio

n ne

eds t

o be

use

d w

hich

per

form

s the

val

idat

ion

and,

intu

rn, i

ssue

s the

SQ

L U

pdat

e.Up

date

in th

e la

ngua

ge o

f the

DB

MS.

Oth

erw

ise,

an

erro

r mes

sage

will

be

sent

to th

e ap

plic

atio

n/us

er. I

t is t

he a

pplic

atio

n’s r

espo

nsib

ility

tode

term

ine f

urth

er p

roce

ssin

g ac

tions

(e.g

., lo

adin

g no

min

al v

alue

s).

b. O

ptio

nal V

alid

atio

n: R

esul

ts o

f the

val

idat

ion

retu

rned

to th

e ap

plic

atio

n.

In th

e cas

e whe

re a

cont

ext-b

ased

filte

r det

ects

inva

lid su

rvei

llanc

eor

ext

erna

l sys

tem

inpu

t dat

a, th

e ap

plic

atio

n sh

all s

et a

failu

re b

iton

the

data

ele

men

t and

pos

t a fa

ilure

log

entry

, if t

he fa

ilure

has

not b

een

prev

ious

ly d

etec

ted.

If th

e fa

ilure

is n

ot su

bseq

uent

lyco

nfirm

ed, a

con

text

-lim

it er

ror m

essa

ge is

sen

t to

the

GU

I. Th

eus

er w

ill h

ave

to m

ake

a de

cisi

on o

n fu

rther

pro

cess

ing.

DD

VA

D

DV

A s

hall

prov

ide

a cu

stom

izab

le i

nter

face

to

rela

tiona

l D

epen

ds o

n im

plem

enta

tion.

Por

tions

of t

he D

DV

A th

at a

re10

5 da

taba

ses.

all

ocate

d to t

he D

BMS

may

not

be

DBM

S in

depe

nden

t.D

DV

A

DD

VA

sha

ll in

terfa

ce w

ith A

NSI

Sta

ndar

d SQ

L su

ppor

ted

data

base

s.10

5.1

DDVA

shal

l NO

T us

e an

y da

taba

se e

xten

sion

s tha

t are

not

supp

orte

d by

a m

ajor

ity o

f RD

BMS

vend

ors (

ORAC

LE,

SYBA

SE, IN

FORM

IX, e

tc.)

DD

VA

DD

VA

sha

ll pr

oces

s th

e va

lidat

ion

rout

ines

for

eac

h el

emen

tTh

e pe

rform

ance

requ

irem

ent i

s end

-to-e

nd (e

.g.,

not a

ll D

BMSs

106

with

in t

he t

ime

inte

rval

det

erm

ined

by

the

freq

uenc

y of

inp

utto

the

Inp

ut S

trea

m P

roce

ssin

g Su

bsys

tem

.su

ppor

t the

sam

e us

e of

sto

red

proc

edur

es.

DD

VA

DD

VA

sha

ll be

cap

able

of p

roce

ssin

g m

ultip

le v

alid

atio

n re

ques

tsTh

e im

plem

enta

tion

of D

DV

A a

s a se

rver

will

mee

t thi

s.10

6.1

sim

ulta

neou

sly.

re

quire

men

t.

ISSU

ES:

Seve

ral i

ssue

s whi

ch d

epen

d on

impl

emen

tatio

n de

tail

rem

ain

to b

e re

solv

ed w

ith re

spec

t to

DD

VA

. Lev

els

1-3

may

be

entir

ely

allo

cate

d to

the

DB

MS

depe

ndin

g on

per

form

ance

. Som

e co

ntex

t-bas

ed v

alid

atio

n m

ay b

e m

ore

effic

ient

ly p

erfo

rmed

usi

nglib

rary

func

tions

not

man

aged

by

the

DBM

S or

with

in th

e ap

plic

atio

ns d

eriv

ing

the

data

. Thr

ee g

ener

al gu

ideli

nes a

pply

:

a.

If m

ultip

le ap

plic

atio

ns u

pdat

e the

sam

e dat

a ele

men

t, va

lidat

ion

belo

ngs w

ithin

the D

DV

A.

b.

If th

e sa

me

data

val

idat

ion

rout

ine

is u

sed

by m

ultip

le a

pplic

atio

ns (w

ith d

iffer

ent c

onte

xt p

aram

eter

s), t

he ro

utin

e is

aca

ndid

ate

for D

DVA.

C.Th

e va

lidat

ion

shou

ld b

e m

anag

ed b

y th

e ap

plic

atio

n if

the

valid

atio

n co

ntex

t par

amet

ers a

re o

nly

usef

ul fo

r val

idat

ion

purp

oses

, are

cap

ture

d by

the

singl

e ap

plic

atio

n w

hich

der

ives

the

data

ele

men

t, an

d w

ill n

ot b

e sto

red

in th

e da

taba

se. T

his

can

be im

plem

ente

d in

two

way

s: (1

) the

val

idat

ion

is p

art o

f the

app

licat

ion,

(2) t

he v

alid

atio

n is

a n

on-D

BM

S ro

utin

eca

lled

by th

e ap

plic

atio

n w

hich

man

aged

its

inpu

ts an

d ou

tput

s.

DO

CU

MEN

T A

ND

FIL

E M

AN

AG

EMEN

T (D

DFM

)

IDR

EQ

UIR

EM

EN

T &

FU

NC

TIO

NA

L S

PEC

IFIC

AT

ION

SIM

PL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

DD

FM‘T

he D

DFM

sub

syst

em s

hall

supp

ort

the

retr

ieva

l of

doc

umen

tsTh

is sy

stem

cou

ld b

e im

plem

ente

d us

ing

a te

xt D

BM

S (e

.g.

100

from

an

inte

rnal

ly m

anag

ed s

oftw

are

libra

ry.

Met

amor

ph, B

asis

) or a

com

mer

cial

ly av

aila

ble D

ocum

ent

Man

agem

ent S

yste

m th

at m

eets

thes

e re

quire

men

ts. F

or th

eso

urce

cod

e, U

nix

Sour

ce C

ode

Cont

rol S

yste

m (S

CCS)

or

, Rev

isio

n C

ontro

l Sys

tem

(RC

S) a

re p

ossi

ble

cand

idat

es.

DDFM

100.

1DD

FM10

0.2

The

subs

yste

m sh

all p

rovi

de a

list

of a

ll do

cum

ent t

itles

that

are

ava

ilabl

e fo

rre

triev

al fr

om th

e lib

rary

.Th

e su

bsys

tem

shal

l pro

vide

a c

apab

ility

to se

arch

for k

eyw

ords

in th

e tit

les o

fdo

cum

ents

ava

ilabl

e in

the

libra

ry. S

earc

hing

in c

ase-

sens

itive

mod

e sh

all b

epr

ovid

ed v

ia a

sea

rch

optio

n.DD

FM10

0.3

The

subs

yste

m sh

all p

rovi

de a

cap

abili

ty to

sear

ch fo

r key

wor

ds in

the

text

of

sele

cted

doc

umen

ts. S

earc

hing

in c

ase-

sens

itive

mod

e sh

all b

e pr

ovid

ed v

ia a

sear

ch o

ptio

n.DD

FMTh

e su

bsys

tem

shal

l rec

eive

requ

ests

to re

triev

e do

cum

ents

.10

0.4

DDFM

The

subs

yste

m s

hall

retri

eve

requ

este

d do

cum

ents

and

disp

lay

thei

r con

tent

s.l0

0.5

DD

FMT

he D

DFM

sub

syst

em s

hall

prov

ide

supp

ort

for

brow

sing

the

If

a c

omm

erci

ally

ava

ilabl

e pr

oduc

t is u

sed

it m

ust p

rovi

de

101

cont

ents

of

ea

ch

docu

men

t. ca

pabi

litie

s, ot

herw

ise

this

will

nee

d to

be c

usto

m c

ode.

DD

FMTh

e br

owsin

g of

the

cont

ents

shal

l be

prov

ided

in a

disp

lay

area

sep

arab

le fr

om10

1.1

the

sele

ctio

n of

doc

umen

ts to

be re

triev

ed.

DD

FMTh

e br

owsi

ng sh

all s

uppo

rt sc

rolli

ng o

f the

text

one

line

at a

tim

e or

a p

age

at a

101.

2tim

e.D

DFM

Supp

ort f

or b

ook

mar

ks sh

all b

e pr

ovid

ed.

This

can

be

prov

ided

by

impl

emen

ting

inte

rnal

stru

ctur

es th

101.

3tra

ck m

arks

the

user

has

mad

e, th

at in

dica

te lo

catio

ns th

at a

be h

is p

erso

nal “

quic

k re

fere

nces

.” L

ists o

f mar

ks c

an b

epr

ovid

ed fr

om a

men

u in

the

GU

I.D

DF

MT

he D

DFM

sub

syst

em s

hall

prov

ide

inde

xes

and

tabl

es o

f M

ost c

omm

erci

al te

xt D

BMSs

, if u

sed,

hav

e th

is c

apab

ility

102

cont

ents

to

quic

kly

obta

in d

ata

of i

nter

est

from

eac

h do

cum

ent.

DD

FMTh

e su

bsys

tem

shal

l pro

vide

supp

ort t

o au

tom

atic

ally

mov

e fr

om th

e in

dex

102.

1lo

catio

n to

the

corr

espo

ndin

g lo

catio

n in

the

text

.D

DFM

The

subs

yste

m sh

all p

rovi

de su

ppor

t to

mov

e ba

ck to

the

inde

x fr

om th

e te

xt.

102.

2

Uni

x by

usi

ng d

irect

orie

s and

link

s to

orga

nize

into

gro

ups,

umen

tsre

latin

g to

w

here

a b

ook

coul

d be

long

to m

ore

than

I gr

oup.

INTE

R-T

MC

DA

TA E

XC

HA

NG

E SU

BSY

STEM

(D

IDE)

ID

DID

E10

0

DIDE

100.1

DIDE

100.

1.1

RE

QU

IRE

ME

NT

& F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

N

DID

E s

hall

prov

ide

2-w

ay e

xcha

nge

of s

truc

ture

d da

ta b

etw

een

two

or m

ore

TM

C’s

coo

pera

ting

in t

he i

mpl

emen

tatio

n of

are

a-w

ide

traf

fic m

anag

emen

t.

DID

E sh

all t

rans

pare

ntly

inte

rface

with

the

TMC

DBM

S to

cap

ture

the

data

bein

g ex

chan

ged.

DID

E sh

all p

rovi

de a

2-w

ay tr

ansl

atio

n of

the

TMC

data

to/fr

om th

e co

mm

onda

ta e

xcha

nge

form

at. T

his

proc

ess

may

invo

lve

som

e da

ta d

eriv

atio

n (e

.g.,

15m

in. c

ount

s are

bei

ng e

xcha

nged

but

onl

y 1

min

. cou

nts a

re a

vaila

ble

in th

eTM

C D

BM

S).

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

Two

impl

emen

tatio

n op

tions

are

ava

ilabl

e de

pend

ing

on th

eha

rdw

are a

nd so

ftwar

e con

figur

atio

ns w

ithin

the T

MCs

: one

invo

lvin

g de

velo

ped

softw

are a

nd u

sing

the s

ched

ulin

gca

pabi

litie

s of t

he I/

O M

anag

er; t

he o

ther

usi

ng re

plic

atio

nte

chno

logy

ava

ilabl

e fr

om D

BM

S ve

ndor

s (e.

g., O

RA

CLE

,SY

BASE

).C

once

ptua

lly, t

he sy

stem

mai

ntai

ns a

log

file

of u

pdat

etra

nsac

tions

to th

e ta

bles

bei

ng re

plic

ated

. At r

egul

ar in

terv

als,

the

log

file

is tr

ansm

itted

to th

e re

plic

ated

site

s whe

re u

pdat

esto

the

resp

ectiv

e ta

bles

are

und

erta

ken.

The

data

bei

ng re

plic

ated

incl

udes

the

traffi

c da

ta b

eing

sen

t fro

mth

e “l

ocal

TM

C”

to th

e TM

C m

anag

ing

area

-wid

e co

ntro

l as

wel

l as t

he c

ontro

l dat

a be

ing

sent

bac

k to

the

“loc

al T

MC

.”Th

e co

mm

on d

ata

exch

ange

form

at in

this

con

text

is m

eant

tode

note

the s

truct

ure o

f the

tabl

es/fi

les b

eing

repl

icat

ed, w

hich

may

not

be

the

sam

e as

the

tabl

es/fi

les i

n w

hich

the

data

is st

ored

in th

e TM

C D

BM

S.D

IDE

DIDE

sha

ll pr

ovid

e cu

stom

ized

tran

slato

rs fr

om/to

non

-sta

ndar

d da

taba

ses

and

If th

e cu

rren

t sys

tem

em

ploy

s a D

BM

S w

hich

is n

on-r

elat

iona

l,10

0.1.

2fil

es re

side

nt in

loca

l TM

Cs.

This

capa

bilit

y m

eets

the r

equi

rem

ent o

f hav

ing

or if

the

data

resi

des i

n m

emor

y, D

IDE

and

the

trans

latio

nto

inte

rface

with

TM

Cs w

hich

do

not h

ave

a sta

ndar

d D

BMS

but w

hich

stil

l so

ftwar

e m

ust b

e cu

stom

ized

and

inte

grat

ed w

ith th

e ex

istin

gpa

rtici

pate

in w

ide

area

exc

hang

e of

dat

a. so

ftwar

e. T

rans

pare

nt tw

o-w

ay d

ata

exch

ange

is d

iffic

ult u

nles

sth

e ex

istin

g sy

stem

alre

ady

has a

ppro

pria

te in

terf

ace

poin

ts a

ndro

utin

es. I

n th

e ca

se w

here

the

targ

et sy

stem

is re

latio

nal b

utno

n-st

anda

rd, t

he tr

ansl

atio

n fu

nctio

n is

adde

d to

the r

eplic

atio

npr

oces

s.D

IDE

DIDE

sha

ll pr

ovid

e th

e ca

pabi

lity

to s

ched

ule

the

exch

ange

at U

ser-d

eter

min

ed

Dep

endi

ng o

n th

e im

plem

enta

tion,

this

func

tion

is e

ither

l00.

2in

terv

als.

prov

ided

by

the

I/O M

anag

er o

r pro

vide

d as

par

t of t

he C

OTS

Repl

icat

ion

prod

uct.

DID

ED

ata

exch

ange

from

the

“loc

al T

MC”

to th

e “w

ide-

area

con

trol T

MC”

sha

ll be

Th

e R

eplic

atio

n in

terv

al is

def

ined

at s

yste

m se

tup

time

and

can

100.

2.1

sche

dule

d at

spe

cifie

d tim

e in

terv

als,

whi

ch c

an b

e ad

juste

d by

the

Use

r. be

alte

red

by th

e D

BA th

roug

h a

user

inpu

t pro

cedu

re su

ppor

ted

DID

ED

ata

exch

ange

from

the

“wid

e-ar

ea T

MC”

to th

e “l

ocal

TMC”

can

be

by th

e G

UI.

100.

2.2

imm

edia

te o

r sc

hedu

led.

DID

ED

IDE

dat

a ex

chan

ge f

orm

at s

hall

com

ply

with

the

DB

MS

data

101

form

at.

DID

E

DID

E

shal

l m

aint

ain

the

conf

igur

atio

n m

anag

emen

t of

the

dat

a Th

e ta

bles

bei

ng re

plic

ated

are

man

aged

by

the

syst

eni -

mas

ter

102

exch

ange

ag

reem

ents

/for

mat

s.

site

and

repl

icat

ed si

tes.

The

tabl

e fo

rmat

s (D

DL)

are

mai

ntai

ned

by

the

DB

MS

dict

iona

ry. T

his f

unct

iona

lity

is a

utom

atic

ally

prov

ided

if a

CO

TS re

plic

atio

n pr

oduc

t is

used

.

IS

SUE

S:

Seve

ral i

ssue

s re

mai

n to

be

solv

ed w

ith r

espe

ct to

the

spec

ific

allo

catio

n of

fun

ctio

nalit

y be

twee

n th

e T

MC

DB

MS

, DID

E, I

/OM

anag

er, I

nput

and

Out

put S

tream

Pro

cess

ing,

Out

put D

isse

min

atio

n, a

nd D

ata

Inge

st &

Mon

itorin

g. T

he re

solu

tion

of th

ese

issue

s is

depe

nden

t on

the

even

tual

des

ign

of th

e sy

stem

, driv

en p

rimar

ily b

y pe

rform

ance

requ

irem

ents,

the

pote

ntia

l nee

d to

inte

rface

to e

xisti

ng n

on-s

tand

ard

TMCs

, the

tim

ing

requ

irem

ents

for t

he d

ata

inte

rcha

nges

, and

the

use

of C

OTS

softw

are.

In a

fully

dist

ribut

ed a

nd h

omog

eneo

us A

TMS

data

arc

hite

ctur

e, th

e D

IDE

func

tions

wou

ld b

e su

bsum

ed w

ithin

the

distr

ibut

edD

BM

S. In

a lo

osel

y co

uple

d sy

stem

with

TM

Cs w

ith n

on-r

elat

iona

l DM

BSs,

DID

E w

ould

com

pris

e ga

tew

ays a

nd e

xten

sive

trans

latio

n so

ftwar

e. W

ithin

a st

anda

rdiz

ed a

rchi

tect

ure

usin

g CO

TS-p

rovi

ded

supp

ort f

or d

ata

repl

icat

ion,

the

need

for e

xten

sive

trans

latio

n is

min

imiz

ed a

nd th

e da

ta in

terc

hang

e I/O

func

tions

allo

cate

d to

the

CIS

P an

d CO

SP sy

stem

s can

be

subs

umed

by

TDES

.

TMC

DAT

ABAS

E (

DTD

B)

IDR

EQ

UIR

EM

EN

T A

ND

FU

NC

TIO

NA

L S

PEC

IFIC

AT

ION

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

DT

DB

DT

DB

sha

ll pr

ovid

e ac

cess

to

AL

L d

ata

nece

ssar

y fo

r T

MC

Dat

abas

e mod

els t

o be

eval

uate

d in

clud

e rel

atio

nal a

nd n

etw

ork

and

100

oper

atio

ns i

nclu

ding

the

non

-loca

l da

ta n

eces

sary

for

the

TM

Cto

coo

pera

te i

n ar

ea-w

ide

traf

fic m

anag

emen

t.ob

ject

-orie

nted

. Prim

e con

side

ratio

n w

ill b

e giv

en to

dat

abas

epe

rform

ance

req

uire

men

ts an

d su

ppor

t for

app

licat

ion

softw

are

inte

rface

requ

irem

ents

(see

DTD

B 10

1 fo

r add

ition

al d

ata)

.D

TDB

DTD

B sh

all p

rovi

de b

oth

dire

ct a

cces

s an

d ap

plic

atio

n pr

ogra

m in

terfa

ce.

Dire

ct d

atab

ase

acce

ss v

ia a

Dat

a M

anip

ulat

ion

Lang

uage

suc

h as

100.

1 St

ruct

ured

Que

ry L

angu

age i

s man

dato

ry b

oth

in in

tera

ctiv

eD

TDB

DTD

B sh

all p

rovi

de o

nlin

e di

rect

Use

r acc

ess t

o A

LL d

ata

(alp

hanu

mer

ic,

mod

e (e.

g., U

ser)

and

via a

n ap

plic

atio

n pr

ogra

m in

terf

ace.

100.

1.1

map

, geo

-refe

renc

ed) n

eede

d fo

r the

ope

ratio

n of

the

TMC.

S

imila

r req

uire

men

ts e

xist

for t

he a

cces

s to

the

geog

raph

ic/m

apDT

DBD

TDB

shal

l pro

vide

an

appl

icat

ion

prog

ram

inte

rface

for d

ata

retri

eval

and

da

ta. A

t the

pre

sent

tim

e th

ere

do n

ot e

xist

any

stand

ard

data

base

100.

1.2

upda

te o

f stru

ctur

ed, m

ap, a

nd g

eo-re

fere

nced

. la

ngua

ges

for G

ISs.

Dep

endi

ng o

n th

e ul

timat

e de

sign

of t

heDT

DBDT

DB sh

all in

terfa

ce w

ith th

e Int

er-T

MC

Data

Inter

chan

ge

Su

bsys

tem to

ATM

S da

ta ar

chite

cture

, upd

ate ca

pabi

lities

may

be lo

cal o

r10

0.2

retri

eve a

nd se

nd d

ata n

eede

d fo

r are

a-w

ide t

raffi

c con

trol c

oord

inat

ion.

gl

obal

. For

the p

urpo

se o

f thi

s spe

cific

atio

n it

is b

eing

ass

umed

stric

ly lo

cal.

The

desi

gn o

ptio

n re

flect

ed in

DTDB

DTD

B sh

all p

rovi

de a

cces

s to

mul

tiple

use

rs/a

pplic

atio

ns si

mul

tane

ousl

y (te

n th

is sp

ecifi

catio

n is

bas

ed o

n da

ta re

plic

atio

n te

chno

logy

pro

vide

d10

0.3

oper

ator

s sh

all b

e su

ppor

tabl

e as

wel

l as

all a

pplic

atio

ns).

by v

ario

us R

DBM

S ve

ndor

s. O

ther

opt

ions

bas

ed o

n no

n-D

TDB

DTD

B sh

all s

uppo

rt co

ncur

rent

cont

rol.

repl

icat

ed d

istrib

uted

dat

abas

es w

ill b

e co

nsid

ered

.10

0.3.

1Th

e da

taba

se se

rver

will

supp

ort c

oncu

rren

cy c

ontro

l in

aD

TDB

DTDB

sha

ll co

mpl

y w

ith in

dustr

y sta

ndar

d D

ML

and

stora

ge fo

rmat

s. di

strib

uted

envi

ronm

ent p

endi

ng th

e sel

ectio

n of

a di

strib

uted

dat

a10

0.4

arch

itect

ure w

ithin

the T

MC

.Th

e D

TDB

shal

l pro

vide

2PL

and

2PC

pro

toco

ls (o

r som

eeq

uiva

lent

) to

guar

ante

e th

e co

nsis

tent

stat

e of

the

data

base

s. GI

Sco

ncur

renc

y co

ntro

l is n

ot v

ery

soph

istic

ated

.D

TDB

DTD

B sh

all c

ompl

y w

ith in

dustr

y sta

ndar

ds fo

r stru

ctur

ed d

ata.

AN

SI S

tand

ard

SQL

and

FIPS

127

will

be

used

for r

elat

iona

l10

0.4.

1da

tabas

es.

DTD

BDT

DB s

hall

com

ply

with

app

licab

le m

ap a

nd g

eogr

aphi

c da

ta s

tora

ge

Curr

ent s

tand

ards

do

not e

xist

for G

ISs.

FIPS

173

Spa

tial D

ata

100.

4.2

stand

ards

. Tr

ansf

er S

tand

ard

appl

ies.

Oth

er a

pplic

able

sta

ndar

ds f

or G

ISin

clud

e FDI

S an

d D

XF.

DT

DB

res

pons

e tim

e re

quir

emen

ts a

re a

pplic

atio

n de

pend

ent

and

incl

ude

erro

r an

d cl

eanu

p pr

oces

sing

(e.

g.,

refe

rent

ial

inte

grity

). Fo

ur c

ateg

orie

s ar

e de

fined

:

a. R

eal-t

ime -

real

-tim

e ap

plic

atio

ns in

clud

e I/O

, mon

itorin

g an

d so

me

cont

rol

func

tions

.

b. T

ime

criti

cal o

nlin

e - t

ime

criti

cal o

nlin

e ap

plic

atio

ns a

re th

ose

whi

chef

fect

, or w

hose

resu

lts w

ill e

ffec

t, co

ntro

l stra

tegy

sele

ctio

n an

dim

plem

enta

tion.

Resp

onse

tim

e re

quire

men

ts ar

e de

pend

ent o

n th

e ap

plic

atio

ns’

resp

onse

tim

e re

quire

men

ts. F

or e

xam

ple,

in a

cen

traliz

ed c

ontro

lsy

stem

with

500

0 in

ters

ectio

ns w

here

cen

tral c

omm

unic

ates

with

cont

rolle

rs e

very

1 se

cond

inte

rval

, 1 se

cond

det

ecto

r dat

a is

accu

mul

ated

in co

ntro

ller m

emor

y an

d st

ored

in th

e dat

abas

e at 5

-60

sec

ond

inte

rval

s. Th

is tr

ansl

ates

into

a re

quire

men

t for

80-

1000

upd

ates

per

seco

nd w

hich

can

be

supp

orte

d by

cur

rent

tech

nolo

gy (O

RA

CLE

has

repo

rted

rate

s as h

igh

as th

ese u

sing

para

llel s

erve

rs fo

r tcp

B tra

nsac

tions

). Th

e in

clus

ion

of th

ere

quire

men

t to

proc

ess v

ehic

le p

robe

dat

a at

1 m

inut

e in

terv

als

does

not

sign

ifica

ntly

alte

r thi

s ran

ge.

DTDB

101.

1DT

DBi 1

01.2

DT

DB

102

DTD

B10

2.1

DTDB

102.

2DT

DB

Sele

ct re

spon

se ti

me:

< 2

sec

.M

ap/G

IS re

draw

resp

onse

tim

e: <

2 se

cG

IS sp

atia

l que

ry: <

4 se

c.

c. O

nlin

e - o

nlin

e ap

plic

atio

ns in

clud

e so

me

syst

em m

anag

emen

t fun

ctio

nsw

hose

resu

lts d

o no

t im

pact

TM

C tra

ffic

con

trol

Sele

ct re

spon

se ti

me:

< 5

sec.

Map

/GIS

redr

aw re

spon

se ti

me:

< 5

sec.

GIS

spat

ial q

uery

resp

onse

tim

e: <

10

sec.

DTD

B sh

ah h

ave

the

capa

bilit

y to

prio

ritiz

e D

TDB

trans

actio

ns to

mai

ntai

nre

al-ti

me

perfo

rman

ce in

res

pons

e to

pro

cess

ing

requ

irem

ent b

ursts

.D

TDB

shal

l esti

mat

e th

e re

spon

se ti

me

and

info

rm th

e us

er o

r the

app

licat

ion

if a

resp

onse

tim

e to

a q

uery

will

requ

ire m

ore

than

a re

ason

able

am

ount

of

time.

A re

ason

able

am

ount

of t

ime

for m

ost i

nsta

nces

will

be

less

than

3se

cond

s.D

TDB

sha

ll pr

ovid

e a

user

-fri

endl

y G

UI

for

Syst

emA

dmin

istr

atio

n (D

BA

) fu

nctio

ns a

nd a

d ho

c qu

erie

s.D

TDB

shal

l sup

port

the

user

in b

uild

ing

custo

m re

ports

of d

atab

ase

extra

cts.

DTDB

shal

l hav

e th

e ca

pabi

lity

to st

ore

prev

ious

ly b

uilt

cust

om re

ports

and

“can

ned

quer

ies.”

DTDB

shal

l allo

w th

e us

er to

acc

ess a

ll D

BM

S fu

nctio

ns th

roug

h a

grap

hica

lin

terfa

ce.

DTD

B sh

all p

rovi

de o

nlin

e he

lp fo

r dat

abas

e fu

nctio

ns.

DTD

B sh

all p

rovi

de a

cces

s to

the

Onl

ine

Doc

umen

t Sub

syste

m fo

r ret

rieva

l of

DBM

S pr

oced

ures

and

trai

ning

mat

eria

ls.

The

need

to p

riorit

ize

trans

actio

ns d

epen

ds o

n th

e ov

eral

l dat

aar

chite

ctur

e as

wel

l as t

he p

erfo

rman

ce c

apab

ilitie

s of t

he d

atab

ase

serv

ers.

Suff

icie

nt H

/W p

roce

ssin

g sp

eed

may

com

pens

ate

for t

his

requ

irem

ent.

Not

all

RDBM

Ss su

ppor

t the

prio

ritiz

atio

n of

trans

actio

ns. I

n th

ese

case

s, it

may

be

nece

ssar

y to

writ

eap

plic

atio

n co

de to

pro

vide

this

cap

abili

ty. I

n a

UN

IXen

viro

nmen

t, so

me

vend

ors a

re b

egin

ning

to p

rovi

de re

al-ti

me

exte

nsio

ns to

UN

IX, w

hich

sho

uld

faci

litat

e th

e de

velo

pmen

t of

such

sof

twar

e.Th

is d

eriv

ed re

quire

men

t is i

mpl

emen

tatio

n de

pend

ent.

One

can

desi

gn fo

r suf

ficie

nt p

roce

ssin

g ca

paci

ty to

han

dle r

equi

rem

ents

with

alm

ost 1

00 p

erce

nt re

liabi

lity.

Com

mon

GU

I sha

ll in

corp

orat

e th

e U

ser I

nter

face

pro

vide

d by

the

DBM

S as

wel

l as t

he g

ener

atio

n of

repo

rts th

roug

h D

BMS-

prov

ided

repo

rt ge

nera

tors

(e.g

., O

RACL

E Fo

rms)

. Oth

erca

pabi

litie

s suc

h as

onl

ine

help

will

be

deve

lope

d as

par

t of t

heG

UI.

102.

3DT

DB10

2.4

DTD

B10

2.5

, use

r, or

role

, cor

res

ositi

ons

with

in th

e

PIPS

156

is a

pplic

able

for R

DB

MS

dict

iona

ries.

It is

pre

sum

ed th

at b

asel

ine

map

and

geo

grap

hic

data

will

be

avai

labl

e an

d ob

tain

ed f

rom

ext

erna

l sou

rces

.RD

BMSs

supp

ort d

iffer

ent i

ndex

stru

ctur

es in

clud

ing

BTRE

E an

dH

ASH

stru

ctur

es a

nd a

llow

thes

e st

ruct

ures

to b

e dy

nam

ical

ly

The

stor

age

of v

ario

us d

atab

ase

tabl

es a

nd v

olum

es o

n di

ffer

ent

diffe

rent

disk

vol

umes

. di

sks p

reve

nts a

sing

le p

oint

of f

ailu

re a

nd im

prov

es th

e ov

eral

lpe

rform

ance

of

the

DBM

S.

This

requ

irem

ent c

ones

pond

s to

data

val

idat

ion

leve

l 1 a

nd is

supp

orte

d by

mos

t RD

BM

Ss.

Mos

tRD

BMSs

supp

ort s

ome

form

of r

efer

entia

l int

egrit

y

this

requ

irem

ent w

ill d

epen

d on

the

desi

gn d

ecis

ion

ALL

val

idity

che

ckin

g w

ithin

the

DB

MS,

inc

lud

proc

edur

es (s

ee sp

ecifi

catio

n fo

r the

Dat

a Va

lidati

DTDB

D

TDB

shal

l mai

ntai

n an

inte

grat

ed v

iew

of A

LL T

MC

data

thro

ugh

anER

D c

an b

e m

aint

aine

d ou

tsid

e th

e D

BM

S us

ing

an a

pplic

atio

n10

4.7

inte

grat

ed c

once

ptua

l dat

a m

odel

such

as a

n ER

D (t

here

is N

O c

urre

ntpr

ogra

m su

ch a

s a C

ASE

tool

. Not

all

DB

MS

vend

ors s

uppo

rtre

quire

men

t to

auto

mat

ical

ly re

flect

conc

eptu

al d

ata m

odel

chan

ges i

n th

e th

is re

quire

men

t.lo

gica

l dat

abas

e str

uctu

res)

.DT

DBD

TDB

shal

l be

capa

ble

of re

fere

ncin

g al

phan

umer

ic d

ata

to d

igiti

zed

map

dat

aG

IS p

rovi

des

geo-

refe

renc

ing

of r

elat

iona

l dat

a to

spa

tial d

ata

104.

7.1

and

pres

entin

g an

inte

grat

ed v

iew

to th

e U

ser I

nter

face

. m

aint

aine

d in

the G

IS.

Map

dat

a ca

n be

upd

ated

if it

is st

ored

in a

GIS

. If a

dec

isio

n is

mad

e no

t to

use

a G

IS, m

ap u

pdat

es w

ill b

e pe

rfor

med

thro

ugh

deve

lope

d co

de. E

ven

in th

e fo

rmer

cas

e, it

is li

kely

that

som

eDT

DB

DTD

B sh

all p

rovi

de c

apab

ilitie

s to

upda

te m

ap d

ata

(requ

irem

ent n

eeds

to b

e ap

plic

atio

n co

de u

sing

GIS

prim

itive

s will

be

requ

ired

to m

ake

the10

4.8

valid

ated)

. up

date

s of l

ane

geom

etrie

s rel

ativ

ely

easy

. Rec

all t

hat t

he b

asel

ine

map

dat

a w

ill li

kely

be

obta

ined

from

ext

erna

l sou

rces

but

that

lane

geo

met

ric c

onfig

urat

ions

may

hav

e to

be

inpu

t by

TMC

pers

onne

l as p

art o

f sys

tem

setu

p.D

TD

B

DT

DB

sha

ll pr

ovid

e au

tom

ated

and

pro

cedu

ral

supp

ort

for

Load

ing

and

data

tran

slat

ion

rout

ines

not

com

mer

cial

ly av

aila

ble

105

load

ing

the

TM

C d

atab

ase.

ne

ed to

be d

evel

oped

.DT

DBD

TDB

shah

pro

vide

faci

litie

s fo

r pro

cess

ing

map

and

GIS

dat

a re

ceiv

ed fr

om10

5.1

exte

rnal

sou

rces

.D

TD

BD

TD

B s

hall

supp

ort

both

aut

omat

ic a

nd m

anua

l ba

ckup

of

the

Back

up p

roce

dure

s will

be a

vaila

ble t

hrou

gh o

nlin

e hel

p pr

ovid

ed10

6T

MC

dat

abas

e.

by th

e G

UI,

and

acce

ss to

com

plet

e D

BM

S do

cum

enta

tion

DTDB

DTD

B sh

all m

irror

the

data

nec

essa

ry to

sup

port

the

real

-tim

e op

erat

ion

of

thro

ugh

the

Doc

umen

t Man

agem

ent S

ubsy

stem

. Aut

omat

ic10

6.1

ATM

S.

back

up c

apab

ilitie

s are

supp

orte

d by

com

mer

cial

RD

BMSs

.A

rchi

ves o

f TM

C da

ta w

ill b

e pr

ovid

ed o

n m

agne

tic ta

pe,

DTD

BID

TDB

shal

l pro

vide

aut

omat

ed c

apab

ilitie

s an

d pr

oced

ures

for C

heck

poin

ts,

optic

al d

isk

or C

D R

OM

. Dat

abas

e ar

chiv

es w

ill b

e m

anag

ed li

ke10

6.2

Dum

p fil

es, J

ourn

als,

and

Tran

sact

ion

Logs

. ot

her a

utom

ated

file

s by

the

Conf

igur

atio

n M

anag

emen

tD

TDB

DTD

B sh

all p

rovi

de p

roce

dure

s fo

r cre

atin

g, s

torin

g, a

nd m

anag

ing

arch

ives

of

Subs

yste

m.

106.

3th

e da

taba

se.

DTD

BTh

e us

er s

hall

be a

ble

to s

peci

fy th

ose

elem

ents

of th

e da

taba

se w

hich

are

to b

e10

6.3.1

arch

ived

on

a re

gula

r bas

is. F

or e

xam

ple,

netw

ork

geom

etric

dat

a ne

ed n

ot b

ear

chiv

ed; o

nly

chan

ges

to th

e ba

selin

e ne

ed b

e sto

red.

DTD

BM

anag

emen

t of t

he a

rchi

ves s

hall

be th

e re

spon

sibi

lity

of th

e Con

figur

atio

n10

6.3.

2M

anag

emen

t Sys

tem

.D

TD

BD

TD

B s

hall

prov

ide

auto

mat

ed a

nd p

roce

dura

l su

ppor

t fo

r th

e D

BM

S re

cove

ry su

ppor

ted

by c

omm

erci

al D

BM

S ca

pabi

litie

s to

107

reco

very

of

the

TM

C d

atab

ase

in c

ase

of f

ailu

re.

“mirr

or”

the

data

base

. Pro

cedu

ral s

uppo

rt w

ill b

e pr

ovid

edD

TDB

DTD

B sh

all b

e ab

le to

reco

ver i

ts re

al-ti

me

and

time-

criti

cal d

ata

with

in 5

th

roug

h on

line

help

and

acc

ess t

o D

BMS

docu

men

ts.T

he re

cove

r.10

7.1

min

utes

of f

ailu

re d

etec

tion.

Rec

over

y O

f onl

ine

and

prio

rity

data

sha

ll be

pr

oced

ures

will

gua

rant

ee th

at th

e da

taba

se w

ill b

e re

cove

red

to th

with

in 2

hou

rs.

last

com

mitt

ed tr

ansa

ctio

n. T

he c

urre

nt tr

ansa

ctio

n w

ill b

e lo

stun

less

it c

an b

e re

cove

red

from

the

mirr

ored

dat

abas

e. U

pon

reco

very

, DTD

B sh

all a

ssur

e th

e sy

nchr

oniz

atio

n of

the

real

-tim

eda

ta in

the

“mirr

ored

” da

taba

se w

ith th

e da

ta re

cove

red

from

the

Chec

kpoi

nt (f

or o

nlin

e an

d le

sser

prio

rity

data

).

ISS

UE

S:

Seve

ral i

ssue

s re

mai

n to

be

solv

ed w

ith re

spec

t to

the

allo

catio

n of

func

tiona

lity

to th

e TM

C D

BM

S, In

cer

tain

cas

es th

ere

solu

tion

of th

ese

issue

s is

depe

nden

t on

the

even

tual

des

ign

of th

e sy

stem

, driv

en p

rimar

ily b

y pe

rform

ance

requ

ireme

ntsa

nd

the p

oten

tial n

eed

to in

terfa

ce to

exist

ing

non-

stand

ard

TMCs

.

The

prim

ary

issue

s are

:

1.

Loca

tion

of v

alid

ity c

heck

ing

with

in th

e TM

C ar

chite

ctur

e. T

he c

urre

nt sp

ecifi

catio

n le

aves

ope

n th

e al

loca

tion

of v

alid

itych

ecki

ng b

etw

een

the

DD

VA

and

DTD

B S

ubsy

stem

s with

pro

visi

ons m

ade

for s

ome

cont

ext-b

ased

val

idat

ion

with

inap

plic

atio

ns o

n an

exc

eptio

n ba

sis.

Furth

erm

ore,

the

spec

ifica

tion

of th

e TM

C DB

MS

requ

ires t

he c

apab

ility

to su

ppor

tfo

rmat

chec

king

and

full

valid

ity ch

ecki

ng, p

endi

ng th

e res

olut

ion

of th

is iss

ue.

2.Th

e ov

eral

l dat

a ar

chite

ctur

e of

ATM

S w

ill e

ffect

the

pote

ntia

l req

uire

men

ts of

the

DBM

S an

d its

relat

ionsh

ip to

the I

nter

-TM

C D

ata

Inte

rcha

nge

Subs

yste

m. V

ario

us a

ltern

ativ

es a

re p

ossi

ble

in a

“m

atur

e A

TMS

envi

ronm

ent:”

dis

tribu

ted

hom

ogen

eous

sys

tem

, mul

ti-da

taba

se d

istri

bute

d sy

stem

, and

a c

oope

ratin

g sy

stem

. The

par

ticul

ar se

lect

ion

of a

ny o

fth

ese

optio

ns w

ill h

ave

signi

fican

t effe

ct o

n th

e lo

w-le

vel r

equi

rem

ents.

3.Fo

r the

pur

pose

of t

his s

peci

ficat

ion,

it h

as b

een

assu

med

that

the

requ

irem

ent f

or m

anag

ing

the

“kno

wle

dge

base

” is

not

levi

ed o

n th

e D

BMS.

Rat

her,

rule

s and

AI a

pplic

atio

n sc

hem

as a

re m

anag

ed b

y th

e ap

plic

atio

ns th

emse

lves

.

4.Th

is iss

ue c

once

rns

the

depl

oym

ent o

f the

new

DBM

S an

d ot

her S

uppo

rt Sy

stem

s be

ing

deve

lope

d un

der t

his

cont

ract

and

the

pote

ntia

l req

uire

men

t to

supp

ort c

urre

nt a

pplic

atio

ns. I

f suc

h a

requ

irem

ent e

xists

, add

ition

al tr

ansla

tion

softw

are

will

nee

d to

be

built

.

INC

IDE

NT

MA

NA

GE

ME

NT

SU

BSY

STE

M (

TIM

S)

ID

TIM

S10

0TI

MS

100.

1TI

MS

100.

2

RE

QU

IRE

ME

NT

AN

D F

UN

CTI

ON

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NTA

TIO

N

SPE

CIF

ICA

TIO

NS

TIM

S s

hall

acqu

ire

and

proc

ess

inci

dent

inf

orm

atio

n ne

cess

ary

The

info

rmat

ion

need

ed w

ill b

e re

triev

ed fr

om th

e TM

C D

BMS

to c

lass

ify a

nd a

sses

s th

e in

cide

nt.

TIM

S sh

all b

e ac

tivat

ed b

y th

e M

TEM

subs

yste

m a

fter a

n in

cide

nt h

as b

een

or in

put b

y th

e O

pera

tor.

verif

ied.

Afte

r an

inci

dent

is v

erifi

ed, a

n al

arm

is se

t in

the

Use

r Int

erfa

ce, (

a ve

rifie

d in

cide

nt is

als

o po

sted

on

the

Mon

itorin

g sc

reen

).TI

MS

shal

l sup

port

the

colle

ctio

n of

dat

a ne

eded

to c

lass

ify th

e in

cide

nt. T

heov

eral

l inc

iden

t ide

ntifi

catio

n pr

oces

s sha

h ta

ke in

to ac

coun

t inc

iden

t loc

atio

n,N

TEM

is a

ctiv

ated

and

sets

up

the

Inci

dent

Mgt

inpu

t scr

een

on

type

, and

seve

rity.

the

disp

lay.

For

pla

nned

eve

nts,

the

I/O M

anag

er a

ctiv

ates

a u

ser

alar

m a

nd in

itiat

es th

e TI

MS

appl

icat

ion.

a. Lo

catio

n: fr

eewa

y m

ain la

ne, f

reew

ay sh

out f

reew

ay m

edia

n, on

-ramp

,of

f-ra

mp,

serv

ice r

oad,

etc.

b. T

ype:

acci

dent

, sta

lled

vehi

cle,

car

go sp

ill, e

nviro

nmen

tal c

ondi

tion,

cons

truct

ion

(for

pla

nned

eve

nts)

.

Inci

dent

dat

a whi

ch h

as b

een

prev

ious

ly p

roce

ssed

thro

ugh

the

MTE

M a

s par

t of t

he in

cide

nt d

etec

tion

and

verif

icat

ion

func

tion

is re

ad b

y TI

MS

whe

n th

e ap

plic

atio

n is

act

ivat

ed. A

dditi

onal

data

is c

olle

cted

by

user

prom

pts a

s par

t of T

IMS

proc

essi

ng.

c. S

ever

ity o

f inc

iden

t: nu

mbe

r and

size

of v

ehic

les i

nvol

ved,

num

ber o

f lan

esbl

ocke

d, p

rope

rty d

amag

e on

ly/in

iury

/fata

lity,

type

of c

argo

invo

lved

.TI

MS

TIM

S sh

all r

etrie

ve in

cide

nt d

ata f

rom

the T

MC

DB

MS.

IOO.

2.1TI

MS

TIM

S sh

ah p

rovi

de a

utom

ated

inte

rface

s to

inci

dent

info

rmat

ion

sour

ces

such

100.

2:2

as 9

11 lo

gs.

TIM

STI

MS

shal

l pro

vide

inte

rfac

es to

oth

er so

urce

s fro

m w

hich

info

rmat

ion

is10

0.2.

3ga

ther

ed a

nd e

nter

ed b

y th

e O

pera

tor t

hrou

gh th

e Use

r Int

erfa

ce:

a. P

hone

/fax.

b. R

adio

bro

adca

sts.

c. C

CTV

sys

tem

com

pone

nt o

f the

MTE

M.

TIM

STI

MS

sha

ll pe

rfor

m I

ncid

ent

man

agem

ent

for

both

pla

nned

101

(e.g

., co

nstr

uctio

n or

spe

cial

-eve

nt r

elat

ed)

and

unpl

anne

din

cide

nts

(e.g

., ac

cide

nt).

TIM

STI

MS

shal

l be

capa

ble

of m

anag

ing

as m

any

as 1

O-2

0 in

cide

nts/h

our.

Clie

nt-s

erve

r sof

twar

e arc

hite

ctur

e will

supp

ort t

his r

equi

rem

ent.

101.

1TI

MS

TIM

S sh

all h

ave

the

capa

bilit

y to

prio

ritiz

e in

cide

nts a

nd p

rom

pt th

e O

pera

tor

Inci

dent

prio

ritiz

atio

n is

bas

ed o

n se

verit

y, n

eed

for m

ulti-

agen

cy10

1.1.

1fo

r ne

eded

info

rmat

ion.

co

ordi

natio

n, a

nd tr

affic

impa

cts.

TIM

STh

e Use

r Int

erfa

ce w

ill fa

cilit

ate t

he tr

acki

ng o

f mul

tiple

inci

dent

s thr

ough

W

hen

a si

ngle

ope

rato

r is r

espo

nsib

le fo

r tra

ckin

g m

ultip

le10

1.1.

2al

arm

s, co

lor c

odin

g sc

hem

es, a

nd m

ultip

le w

indo

w m

anag

emen

t. in

cide

nts,

the

user

inte

rfac

e m

ay in

corp

orat

e an

inte

rnal

eve

nt lo

gw

hich

driv

es th

e w

indo

w m

anag

er in

term

s of s

ettin

g al

arm

s,di

spla

ying

the c

orre

ct w

indo

ws a

utom

atic

ally

, etc

.

TIM

S10

1.2

TIM

S01

.2

TIM

S10

1.2.

1TI

MS

101.

2.2

TIM

S10

1.2.

3

TIM

S sh

all s

uppo

rt th

e O

pera

tor

in a

sses

sing

the

over

all o

pera

ting

cond

ition

ssu

rrou

ndin

g th

e in

cide

nt a

nd th

e na

ture

of t

he in

cide

nt. T

he fo

llowi

ngre

quire

men

ts m

ust b

e co

nsid

ered

:a.

Cap

abili

ties o

f the

org

aniz

atio

n in

term

s of

:1.

Equ

ipm

ent a

vaila

bilit

y, st

atus

, and

loca

tion.

2. P

erso

nnel

ava

ilabi

lity.

3. O

pera

ting

proc

edur

es.

b. L

ikel

v du

ratio

n of

inci

dent

I. Fr

om h

isto

rical

exp

erie

nce.

2. C

ompu

ted

from

pre

dict

ion

algo

rithm

.c.

Pot

entia

l im

pact

on

traff

ic fl

ow,

1. R

oute

.2.

Tim

e of

day

.3.

Tra

ffic

vol

umes

.d.

Sta

tus o

f the

prim

ary

and

dive

rsio

n ro

utes

.1.

For

pot

entia

l div

ersi

on.

2. F

or re

leas

ing

traff

ic in

form

atio

n.TI

MS

shal

l det

erm

ine

the

initi

al e

mer

genc

y in

cide

nt si

te re

spon

se p

lan.

Initi

alre

spon

se m

ay in

volv

e im

med

iate

dec

isio

ns re

latin

g to

:a.

Per

sonn

el a

nd E

quip

men

t:I.

Who

is a

t the

sce

ne.

2. W

ho e

lse

shou

ld b

e se

nt to

the

scen

e.3,

Who

to in

form

.

b. R

eal-t

ime

mot

oris

t inf

orm

atio

n:1.

Sig

ns.

2. H

AR

.3.

Rad

io.

4. T

V b

road

cast

s.TI

MS

shal

l ret

rieve

elem

ents

of t

he co

ntin

genc

y pl

an w

hich

are s

tore

d in

the

TMC

DB

MS.

TIM

S sh

all p

erm

it th

e m

odifi

catio

n of

the

cont

inge

ncy

plan

as a

ppro

pria

te to

crea

te th

e in

itial

em

erge

ncy

inci

dent

site

resp

onse

pla

n.TI

MS

shal

l sto

re th

e m

odifi

ed p

lan

in th

e D

BMS.

If a

pro

cedu

ral m

odifi

catio

nis

nece

ssar

y, c

hang

es c

an b

e en

tere

d in

the

prop

er d

ocum

ents

thro

ugh

the

Doc

umen

t Man

agem

ent S

ubsy

stem

.

Inci

dent

situ

atio

n as

sess

men

t is s

uppo

rted

thro

ugh

acce

ss to

stat

us in

form

atio

n in

the

TMC

DB

MS.

The

ass

essm

ent o

fdu

ratio

n an

d tra

ffic

impa

cts

can

be s

uppo

rted

by a

rule

-bas

e an

d/or

anal

ogic

al al

gorit

hm w

hich

can

retri

eve s

imila

r pas

t inc

iden

ts.

The

use

of A

l par

adig

ms i

s lik

ely

to su

ppor

t oth

er T

IMS

requ

irem

ents

for d

efin

ing

and

upda

ting

the

inci

dent

resp

onse

(TIM

S 10

1.2

and

TIM

S 10

1.3)

. The

rule

-bas

ed c

ompo

nent

will

supp

ort t

he p

roce

dura

l asp

ects

; the

ana

logi

cal c

ompo

nent

isef

fect

ive

for m

atch

ing

on hi

storic

al d

ata.

Con

tinge

ncy

plan

s are

stor

ed in

the

TMC

DB

MS

as a

lpha

-nu

mer

ic an

d te

xt d

ata.

Pro

cedu

res a

re st

ored

in th

e Doc

umen

tM

anag

emen

t sys

tem

and

can

be

retri

eved

thro

ugh

TIM

S vi

a an

API

.

The

initi

al re

spon

se d

oes n

ot in

clud

e tra

ffic

con

trol m

easu

res

give

n th

e sof

twar

e arc

hite

ctur

e ref

lect

ed in

this

spec

ifica

tion.

Tha

lfu

nctio

n re

side

s with

in th

e Tr

affic

Con

trol S

yste

m w

hich

oper

ates

in p

aral

lel w

ith T

IMS

to h

andl

e th

e in

cide

nt. T

IMS

beco

mes

a c

lient

for t

he tr

affic

con

trol s

yste

m to

dev

elop

the

appr

opria

te tr

affic

stra

tegy

.

Cont

inge

ncy

plan

mod

ifica

tion

is su

ppor

ted

by th

e U

ser

Inter

face

.

TIM

S10

1.3

TIM

S sh

all p

erm

it th

e up

date

to th

e in

itial

resp

onse

pla

ns a

s the

inci

dent

ism

onito

red.

The

upd

ates

will

be

stor

ed in

the

DB

MS.

TIM

S10

1.4

TIM

S sh

all s

uppo

rt em

erge

ncy

inci

dent

site

resp

onse

.

TIM

S10

1.4.

1TI

MS

shal

l com

mun

icat

e in

cide

nt st

ate

info

rmat

ion

and

resp

onse

pro

cedu

res t

ore

spon

sibl

e ag

enci

es.

As

the

oper

ator

revi

ews

the

curr

ent p

lan

in th

e co

ntex

t of t

he e

volv

ing

traff

icco

nditi

ons a

nd in

cide

nt st

atus

, the

nee

d to

mod

ify th

e pl

an m

ay a

rise.

The

upda

ting

proc

ess s

hall

incl

ude

dete

rmin

atio

n of

whe

n in

cide

nt si

te m

anag

emen

t is

no lo

nger

nee

ded,

or w

hen

traff

ic c

onge

stio

n ha

s di

ssip

ated

to th

e po

int t

hat

spec

ial t

raff

ic c

ontro

l is

no

long

er n

eede

d.

Com

mun

icat

ion

with

resp

onse

age

ncie

s may

be

auto

mat

ic o

r man

ual (

e.g.

, aut

odi

al-u

p).

Opt

ions

incl

ude

rela

ying

CC

TV im

ages

to e

mer

genc

y re

spon

seag

enci

es.

TIM

S10

2T

IMS

shal

l hav

e th

e ca

pabi

lity

to m

aint

ain

emer

genc

y re

spon

se v

ehic

le Id

sfo

r ea

ch in

cide

nt b

eing

man

aged

, and

mak

e th

at in

form

atio

n av

aila

ble

toex

tern

al S

ubsy

stem

s.TI

MS

102.

1TI

MS

shal

l int

erfa

ce w

ith th

e In

divi

dual

Veh

icle

Rou

ting

Subs

yste

m to

requ

est a

rout

e co

mpu

tatio

n fo

r em

erge

ncy

vehi

cles

.TI

MS

102.

2TI

MS

shal

l int

erfa

ce w

ith th

e V

ehic

le T

rack

ing

Subs

yste

m to

trac

k lo

catio

ns o

fem

erge

ncy

vehi

cles

resp

ondi

ng to

an

inci

dent

.T

IMS

103

TIM

S sh

all i

nter

face

with

the

Tra

ffic

Con

trol

Sub

syst

em to

coo

pera

tivel

yde

term

ine

and

man

age

the

traf

fic c

ontr

ol st

rate

gy fo

r th

e in

cide

nt.

Emer

genc

y ve

hicl

es a

ssig

ned

to th

e in

cide

nt m

ust r

egis

ter t

heir

Ids w

ith th

esy

stem

. Th

is fu

nctio

n ca

n be

par

tially

aut

omat

ed u

sing

AV

I tec

hnol

ogy.

The

user

will

indi

cate

the

requ

est g

raph

ical

ly o

n th

e sc

reen

and

initi

ate

the

rout

ing

appl

icat

ion.

Rou

tes c

an b

e au

tom

atic

ally

tran

smitt

ed to

resp

onse

age

ncy

or v

ehic

le.

Onc

e ta

gged

, em

erge

ncy

vehi

cles

can

be

track

ed.

Veh

icle

IDs

are

pass

ed to

the

Veh

icle

Tra

ckin

g Su

bsys

tem

.

TIM

S10

4T

IMS

shal

l mai

ntai

n a

com

plet

e lo

g of

all

inci

dent

dat

a.

TIM

S10

4.1

The

inci

dent

log

shal

l be

arch

ived

on

a da

ily b

asis

as p

art o

f the

ove

rall

TMC

data

base

arc

hive

pro

cess

.TI

MS

104.

2W

hen

CC

TV c

over

age

of th

e in

cide

nt si

te is

ava

ilabl

e, T

IMS

shal

l cap

ture

and

stor

e th

e vi

deot

ape

cove

ring

the

inci

dent

.

The

initi

al in

cide

nt lo

g en

try is

def

ined

by

the

mon

itorin

g sy

stem

whe

n th

ein

cide

nt is

ver

ified

. TI

MS

mai

ntai

ns th

at e

ntry

for t

he d

urat

ion

of th

e in

cide

nt.

Imag

e pr

oces

sing

tech

niqu

es w

ill p

erm

it th

e ex

tract

ion

of a

ccid

ent d

ata

from

the

vide

o. T

he a

vaila

bilit

y of

suc

h te

chno

logy

will

faci

litat

e th

e cl

eara

nce

of th

eac

cide

nt s

ite.

TIM

S10

5T

IMS

shal

l hav

e a

GU

I tha

t sup

port

s the

inpu

t and

mai

nten

ance

of i

ncid

ent

data

and

supp

orts

inci

dent

site

man

agem

ent.

TIM

S10

5.1

Inci

dent

dat

a in

put s

hall

be fa

cilit

ated

thro

ugh

an in

put t

empl

ate

(i.e.

, for

m).

Dep

endi

ng o

n us

er in

puts

, som

e fie

lds

may

be

mas

ked.

Use

r int

erfa

ce fu

nctio

ns o

f TIM

S ar

e in

tegr

ated

with

the

user

inte

rfac

es o

fN

TEM

, TTC

S, a

nd T

WTM

. Th

e in

terf

aces

are

man

aged

by

the

win

dow

man

ager

of th

e w

orks

tatio

n to

dis

play

in a

mul

ti-w

indo

w e

nviro

nmen

t all

the

info

rmat

ion

need

ed b

y th

e op

erat

or.

An

expe

rt sy

stem

may

be

used

to d

rive

the

sele

ctio

n of

dat

a in

put i

tem

s.

TIM

S_-

- 10

5.2

TIM

S10

5.3

TIM

S us

er in

terf

ace

shal

l hav

e th

e fa

cilit

y to

mod

ify th

e rul

es b

eing

used

. .

. -

F.__

.

Any

mod

--w

ithin

the

rule

-oas

ea so

ftwar

e com

pone

nt. T

he c

apab

ility

shal

t exi

st to

bro

wse

ifica

tions

to th

e ru

le b

ase

are

subj

ect t

o so

ftwar

e

the r

ule-

base

, rec

all a

spec

ific r

ule,

mod

ify a

rule

, and

add

new

rules

.co

nfig

urat

ion

man

agem

ent a

nd a

cces

s co

ntro

l.

TIM

S sh

all s

uppo

rt th

e fu

ll cu

stom

izat

ion

of th

e sc

reen

layo

uts a

nd w

orkf

low

man

agem

ent a

t the

spe

cific

site

.Th

e us

er in

terf

ace

layo

uts,

the

nam

es o

f age

ncie

s, ph

one

num

bers

, and

ope

ratio

nal r

ules

are e

stab

lishe

d at

syst

em se

tup.

NO

TE

S O

N C

AN

DID

AT

E A

PPR

OA

CH

ES:

The

leve

l of r

espo

nsib

ility

that

ATM

S ha

s in

man

agin

g in

cide

nts i

s the

gre

ates

t sin

gle

dete

rmin

ant o

f the

func

tions

the

Inci

dent

Man

agem

ent S

ubsy

stem

may

per

form

. Inc

iden

t man

agem

ent r

equi

res

that

ATM

S sh

ould

be

the

initi

al a

gent

for

coo

rdin

atin

gin

cide

nt re

spon

ses.

It is

poss

ible

that

onc

e th

e re

spon

se te

am a

rriv

es a

t the

inci

dent

sce

ne, t

hat c

oord

inat

ion

will

bec

ome

the

resp

onsib

ility

for s

ome

othe

r age

ncy

(e.g

., po

lice)

.

Seve

ral p

ossib

le si

tuat

ions

are:

a.

Max

imum

resp

onsib

ility

, in

whi

ch a

ll co

ordi

natio

n, a

nd a

ll str

ateg

ic d

ecisi

ons a

re fo

cuse

d th

roug

h A

TMS.

b.

Maj

or re

spon

sibi

lity,

in w

hich

coo

rdin

atio

n an

d al

l stra

tegi

c de

cisi

ons

are

shar

ed b

etw

een

ATM

S pe

rson

nel a

nd li

kepe

rson

nel a

t one

or m

ore

coop

erati

ng a

genc

ies.

C.

Supp

ortin

g re

spon

sibili

ty, i

n w

hich

ATM

S pe

rson

nel c

ontro

l sig

nific

ant r

espo

nse

reso

urce

s, bu

t res

pond

to d

irect

ion

from

one o

r mor

e ext

erna

l age

ncie

s.

d .

Min

imum

resp

onsi

bilit

y, in

whi

ch A

TMS

mer

ely

prov

ides

the

info

rmat

ion

it ha

s ava

ilabl

e to

othe

r age

ncie

s, bu

t doe

s not

dire

ctly

par

ticip

ate in

the

resp

onse

.

1

TR

AFF

IC C

ON

TR

OL

SU

BSY

STE

M (

TT

CS)

ID

RE

QU

IRE

ME

NT

& F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

STT

CS

TTC

S s

hall

supp

ort

vari

ous

optio

ns f

or s

elec

ting

and

100

impl

emen

ting

ope

rati

onal

tra

ffic

con

trol

str

ateg

ies

for

TTC

S sh

all h

ave

the

capa

bilit

y to

impl

emen

t a ra

nge

of

netw

orks

and

fre

eway

sys

tem

s w

ith a

s m

any

as 5

000

junc

tions

.st

rate

gies

from

isol

ated

inte

rsec

tion

cont

rol,

to a

rteria

l con

trol,

TT

CS

stra

tegi

es

incl

ude:

to n

etw

ork

wid

e. T

he im

plem

enta

tion

can

be m

ixed

: a c

onge

sted

arte

rial m

ay b

e un

der a

que

ue m

anag

emen

t stra

tegy

whi

le..

a. L

ocal

aut

onom

ous -

elem

ents

of t

he co

ntro

l net

wor

k fu

nctio

n in

depe

nden

tly.

sim

ulta

neou

sly

anot

her u

ncon

geste

d se

ctio

n is

bei

ng o

ptim

ized

for d

elay

min

imiz

atio

n.Fo

r exa

mpl

e, n

etw

ork

subs

ectio

ns o

r int

erse

ctio

ns ar

e aut

onom

ous.

b. L

ocal

coo

rdin

ated

- in

divi

dual

sec

tions

or i

nter

sect

ions

are

coo

rdin

ated

(e.g

.,pr

ogre

ssio

n).

c. A

rea-

wid

e - a

TTC

S se

ctio

n or

the

entir

e sy

stem

is m

anag

ed a

s a u

nit f

orth

e pu

rpos

e of

pre

vent

ing

the

onse

t of c

onge

stio

n. F

or fr

eew

ay T

TCS

this

corre

spon

ds to

the

appl

icat

ion

of a

n ar

ea-w

ide

ram

p m

eter

ing

algo

rithm

.Tr

affic

rest

rain

t tac

tics m

ay a

lso

be u

sed

in su

ppor

t of t

his s

trate

gy b

oth

atth

e ne

twor

k an

d su

b-ne

twor

k le

vel.

The d

istin

ctio

n be

twee

n ar

ea-w

ide a

nd co

nges

tion

stra

tegi

es is

not c

lear

and

onl

y if

it is

the

case

that

diff

eren

t tac

tics a

pply

, are

thes

e st

rate

gies

dis

tinct

. Dur

ing

the

desi

gn p

hase

, the

dete

rmin

atio

n w

ill b

e m

ade

whe

ther

to m

aint

ain

or a

lter t

his s

etof

stra

tegi

es.

d. C

onge

stion

- th

e sy

stem

is m

anag

ed to

pre

vent

the

spre

ad o

f con

gest

ion.

Insu

rface

stre

et n

etw

orks

, whi

ch a

lread

y op

erat

e in

a q

ueue

man

agem

ent m

ode

in an

atte

mpt

to p

reve

nt co

nges

tion,

traf

fic re

stra

int i

s em

ploy

ed. F

reew

ayTM

C’s

may

redu

ce m

eter

ing

rate

s.e.

Inci

dent

- the

syst

em m

ust e

xerc

ise

dem

and

mea

sure

s to

alle

viat

e th

ere

sulti

ng c

onge

stio

n. T

TCS’

s equ

ippe

d w

ith C

MS

may

em

ploy

rout

edi

vers

ion

in c

oord

inat

ion

with

TW

TM. T

raff

ic c

ontro

l mea

sure

s in

the

vici

nity

of t

he in

cide

nt a

re li

kely

to b

e co

nges

tion

mea

sure

s.f.

Mix

ed S

trate

gy th

e sy

stem

pot

entia

lly a

pplie

s a d

iffer

ent s

trate

gy to

eac

hse

ctio

n an

d m

anag

es th

e flo

w at

the i

nter

face

s. Th

is ty

pe o

f ove

rall

stra

tegy

is p

resu

med

in o

ther

than

ver

y lo

w v

olum

e co

nditi

ons.

TT

CS

TT

CSs

(fr

eew

ay,

surf

ace

stre

et)

shal

l ha

ve t

he c

apab

ility

to

Cur

rent

con

trol s

yste

ms,

as w

ell a

s RT

-TRA

CS,

do n

ot10

1im

plem

ent

vari

ous

tact

ics

in s

uppo

rt o

f th

e se

lect

ed s

trat

egy.

Tac

tics

incl

ude

both

sig

nal

cont

rol

as w

ell

as d

eman

dim

plem

ent t

he fu

ll se

t of f

unct

ions

(par

ticul

arly

dem

and)

. The

seha

ve to

be

sepa

rate

ly in

tegr

ated

. To

the

exte

nt th

at d

eman

dm

anag

emen

t (s

hort

- an

d lo

ng-t

erm

). m

anag

emen

t is a

wid

e-ar

ea p

heno

men

on, T

WTM

pro

vide

s the

need

ed f

unct

iona

lity.

TTC

S10

1.1

TTC

S10

1.2

TTC

S10

1.3

TT

CS

TTCS

shal

l hav

e th

e ca

pabi

lity

to im

plem

ent a

dditi

onal

acc

ess c

ontro

l opt

ions

101.

4 in

clud

ing:

a. R

amp

By-p

asse

s - H

OV

trea

tmen

t at r

amp

met

ers.

.b.

Cha

ngea

ble

Mes

sage

Sig

ns -

need

ed fo

r inf

orm

atio

n di

ssem

inat

ion

and

for

the

exec

utio

n of

rout

e di

vers

ion

optio

ns.

c. R

ever

sibl

e La

nes a

nd H

OV

- ca

n be

ope

rate

d in

TTT

RC m

ode

or in

a T

RSP

mod

e w

ith a

ppro

pria

te sw

itch

time.

d. P

riorit

y tre

atm

ent -

inte

rfac

e to

APT

S fo

r prio

rity

treat

men

t of t

rans

itve

hicl

es. C

an u

ltim

atel

y be

exte

nded

to in

clud

e all

HO

Vs.

e. Si

gnal

pree

mpt

ion

- ess

entia

lly a

loca

l int

erse

ctio

n co

ntro

l opt

ion

for

emer

genc

y ve

hicl

e, ra

ilroa

d an

d dr

awbr

idge

ope

ratio

ns.

f. Pa

rkin

g re

stric

tions

- re

quire

CM

S an

d op

erat

ed in

TTT

RC m

ode.

g. In

form

atio

n di

ssem

inat

ion

- mes

sage

s thr

ough

HA

R.

TTCS

s sh

all s

uppo

rt va

rious

sign

aliz

atio

n co

ntro

l mod

es a

t the

net

wor

k.se

ctio

n, a

rteria

l, an

d in

ters

ectio

n le

vels

base

d on

thei

r org

anic

sur

veill

ance

capa

bilit

y an

d th

e ov

eral

l TTC

S co

ntro

l arc

hite

ctur

e.a.

Fix

ed T

imin

g Pl

ans a

nd P

lan

Sele

ctio

n -c

orre

spon

ds to

UTT

RC I-

1.5

GC

cont

rol w

ith T

TTRC

, TR

SP o

r Use

r Sel

ect i

mpl

emen

tatio

n op

tions

. In

TRSP

mod

e, ti

min

g pl

ans a

re se

lect

able

from

a li

brar

y. T

his m

ode

is a

lso

user

sele

ctab

le in

spec

ial e

vent

and

othe

r con

tinge

ncy

plan

situ

atio

ns.

b. A

dapt

ive

Plan

Gen

erat

ion -

in th

is m

ode

freq

uenc

y of

pla

n ge

nera

tion

is a

func

tion

of fl

ow c

ondi

tions

. Cur

rent

sys

tem

s, su

ch a

s U

TTRC

2 G

C, u

sea

5- 1

0 m

inut

e re

-opt

imiz

atio

n pe

riod;

SCO

OT

has

the

capa

bilit

y to

re-

optim

ize

each

cyc

le. A

dapt

ive

cont

rol a

t an

inte

rsec

tion

as w

ell a

s an

arte

rial i

nclu

des t

he im

plem

enta

tion

of O

PAC

and

NO

VA

.c.

Fai

lure

Mod

e - in

cas

e of

failu

re o

r whe

n im

plem

entin

g co

ntin

genc

y pl

ans,

the

syst

em m

ay re

vert

to a

fixe

d pl

an. T

his c

an b

e do

ne a

t sys

tem

leve

l,se

ctio

n le

vel,

or in

divi

dual

inte

rsec

tion

leve

..d.

Inte

rsec

tion

and

Ram

p M

eter

Con

trol-

Det

aile

d sp

ecifi

catio

ns a

re p

rovi

ded

inRT

-TRA

CS F

unct

iona

l Spe

cific

atio

ns fo

r int

erse

ctio

n co

ntro

l ope

ratio

nal

mod

es. I

nter

sect

ion

cont

rol i

s req

uire

d bo

th fr

om th

e con

text

of o

vera

llne

twor

k co

ntro

l and

as an

isol

ated

inte

rsec

tion.

TTCS

shal

l int

erfa

ce w

ith th

e TM

C I/O

Man

ager

to re

ceiv

e an

d im

plem

ent a

cont

rol p

lan.

TTCS

shal

l sup

port

the r

eal-t

ime r

e-de

finiti

on of

sub-

netw

orks

(or s

ectio

ns)

for

the

purp

ose

of im

plem

entin

g va

rious

con

trol m

odes

. Thi

s re

quire

men

tim

pose

s a lo

wer

leve

l im

plem

enta

tion

requ

irem

ent o

n th

e com

mun

icat

ion

syst

em o

f the

TTC

S.

For t

he p

urpo

se o

f thi

s spe

cific

atio

n, it

is a

ssum

ed th

at c

orrid

orsy

stem

s are

wid

e-ar

ea sy

stem

s. Th

is c

lass

ifica

tion

refle

cts t

hefa

ct th

at th

e de

cisi

on fr

amew

ork

for c

orrid

or sy

stem

s is s

imila

rto

that

of w

ide-

area

syst

ems,

parti

cula

rly if

the f

reew

ay an

dsu

rface

stre

et c

ompo

nent

sys

tem

s ar

e m

anag

ed b

y di

ffere

ntju

risdi

ctio

ns.

Cont

rol m

odes

refle

ct e

xist

ing

TTCS

arc

hite

ctur

es a

ndca

pabi

litie

s. R

T-TR

AC

S pr

elim

inar

y de

sign

incl

udes

bot

h a

strat

egy

and

cont

rol m

ode

sele

ctio

n pr

oces

s. Ce

ntra

lized

arch

itect

ures

incl

ude

UTC

S an

d SC

OO

T; S

CA

TS re

pres

ents

am

ulti-

leve

l arc

hite

ctur

e al

thou

gh it

isn’

t cle

ar w

heth

er th

ece

ntra

l com

pute

r has

any

syst

em-le

vel c

ontro

l fun

ctio

ns. A

nar

teria

l ver

sion

of O

PAC

is u

nder

dev

elop

men

t. O

ther

con

trol

syst

ems i

nclu

de U

TOPI

A, P

RO

DY

N, G

ACT

S, a

nd D

AR

T.In

ters

ectio

n co

ntro

l cap

abili

ties a

re sp

ecifi

ed b

y N

EMA

, 170

,an

d SB

C 17

9 Co

ntro

ller s

peci

ficat

ions

as

desc

ribed

in:

Farr

adyn

e Sy

stem

s, in

c., F

unct

iona

l Spe

cific

atio

ns R

eal-T

ime

Traf

fic-A

daDt

ive

Con

t 01

Svst

em (R

T-TR

AC

S) F

HW

ACo

ntra

ct D

TFH

61-9

2-C-

0000

1, A

pril,

199

3, p

p. 1

8-20

.Th

e l/O

Man

ager

initi

ates

a T

TCS

proc

ess,

whi

ch a

cces

ses t

heD

BM

S to

read

the

cont

rol p

lan,

and

impl

emen

ts it

. Thi

s may

invo

lve

an in

terf

ace

to th

e TT

CS's

inte

rnal

eve

nt sc

hedu

ler.

If a

ll th

e in

ters

ectio

n co

ntro

llers

com

mun

icat

e w

ith c

entra

l, th

ere

conf

igur

atio

n ca

n be

logi

cal.

Fixe

d co

mm

unic

atio

nar

chite

ctur

es b

etw

een

inte

rsec

tions

and

are

a co

mpu

ters

do

not

supp

ort

this

requ

irem

ent.

All

of th

ese

cont

rol o

ptio

ns re

quire

sepa

rate

con

trol m

odul

esw

here

ove

rall

stra

tegy

det

erm

inat

ion

is p

erfo

rmed

by

the t

op-

leve

l con

trolle

r in

a m

anne

r sim

ilar t

o TW

TM. T

he d

istin

ctio

nis

that

TW

TM st

rate

gies

cro

ss T

MC

bou

ndar

ies.

Thes

e ac

cess

optio

ns a

re sp

ecifi

ed in

the

RT-T

RACS

func

tiona

l spe

cific

atio

n(F

arra

dyne

, pp.

16-

18).

The

impl

emen

tatio

n of

thes

e co

ntro

l opt

ions

may

als

o re

quire

addi

tiona

l sur

veill

ance

for m

onito

ring,

ver

ifica

tion,

and

enfo

rcem

ent.

Park

ing

rest

rictio

ns a

re d

iffic

ult t

o im

plem

ent i

nre

al ti

me,

but

par

king

info

rmat

ion

diss

emin

atio

n an

d th

ein

tegr

atio

n of

par

king

ava

ilabi

lity

and

rout

ing

is a

via

ble

optio

n.

TTC

S10

1.5

TTC

S sh

all h

ave

the

capa

bilit

y to

sim

ulta

neou

sly

eval

uate

mul

tiple

tact

ics/

plan

s fo

rsu

bnet

wor

ks, a

rteria

ls, i

nter

sect

ions

.Th

e ev

alua

tion

of T

RTC

-det

erm

ined

opt

ions

is su

ppor

ted

by th

e A

IMM

man

aged

libr

ary

of m

odel

s and

the

over

all c

lient

-ser

ver a

rchi

tect

ure

(see

AIM

M s

peci

ficat

ions

).T

TC

S10

2T

TC

S sh

all c

olle

ct a

nd p

roce

ss su

rvei

llanc

e sy

stem

inpu

ts fr

om th

e po

rtio

n of

the

TT

CS

surv

eilla

nce

netw

ork

whi

ch is

und

er it

s sco

pe o

f res

pons

ibili

ty.

Surv

eilla

nce

syst

em d

ata

is u

sed

to a

djus

t int

erse

ctio

n si

gnal

tim

ing

(for

act

uate

d si

gnal

s),

mea

suri

ng fl

ow a

nd d

etec

ting

inci

dent

s for

free

way

TM

Cs a

nd to

det

erm

ine

MO

Efo

r si

gnal

pla

n de

term

inat

ion.

Acc

urac

y re

quir

emen

ts fo

r al

dir

ect s

urve

illan

cem

easu

rem

ents

are

in e

xces

s of 9

5 pe

rcen

t.TT

CS

102.

1TT

CS

shal

l be

able

to a

ccom

mod

ate

a re

ques

ted

chan

ge in

the

leve

l of a

ggre

gatio

n of

raw

surv

eilla

nce

data

per

form

ed a

t the

fiel

d co

ntro

ller/c

ompu

ter l

evel

. Th

e lo

wes

t lev

el c

ount

shou

ld c

orre

spon

d to

the

freq

uenc

y of

the

com

mun

icat

ions

with

the

top-

leve

l or m

id-le

vel

cont

rolle

r.

It is

ass

umed

that

surv

eilla

nce

dete

ctor

s whi

ch a

re fu

lly in

tegr

ated

with

inth

e co

ntro

l sys

tem

(e.g

., lo

op d

etec

tors

at i

nter

sect

ions

con

nect

ed to

loca

lco

ntro

llers

) are

man

aged

by

the

cont

rol s

yste

m; o

ther

form

s of

surv

eilla

nce,

such

as p

robe

veh

icle

s, ar

e no

t. C

CTV

surv

eilla

nce

has b

een

allo

cate

d to

the

Imag

e Pr

oces

sing

and

the

Traf

fic a

nd E

nviro

nmen

tal

Mon

itorin

g Su

bsys

tem

s. A

n al

tern

ate

desi

gn a

lloca

tes

cam

era

surv

eilla

nce

to th

e TT

CS.

The

aggr

egat

ion

perio

d ca

n be

mod

ified

by

a co

mm

and

mes

sage

from

the

TMC

.

From

a p

ract

ical

per

spec

tive,

1 se

c co

unts

may

not

be

mea

ning

ful,

but t

heca

pabi

lity

shou

ld b

e av

aila

ble

to re

ques

t as l

ow a

s 5 se

c co

unts

.T

TC

S10

3T

TC

S sh

all s

elec

t a c

ontr

ol st

rate

gy a

nd c

orre

spon

ding

tact

ics a

nd p

lans

bas

ed o

n its

asse

ssm

ent o

f tra

ffic

MO

E a

nd in

form

atio

n it

rece

ives

from

IVH

S an

d no

n-IV

HS

exte

rnal

syst

ems.

TTC

S10

3.1*

TTC

S sh

all i

nfor

m T

WTM

of i

ts in

tend

ed c

ontro

l pla

n un

der b

oth

norm

al o

pera

tions

and

in re

spon

se to

det

ecte

d in

cide

nts.

TTC

S10

3.2*

TTC

S sh

all i

ncor

pora

te th

e TW

TM-d

eter

min

ed d

eman

d pr

ojec

tions

in it

s stra

tegy

and

tact

ic se

lect

ion

proc

ess.

TTC

S10

3.2.

1*TT

CS

shal

l gen

erat

e sh

ort (

cycl

e-ba

sed)

and

mid

-term

pro

ject

ions

(<5

min

utes

) of l

ink

volu

mes

usi

ng T

WTM

dem

and

proj

ectio

ns a

long

with

add

ition

al h

isto

rical

and

real

-tim

eda

ta.

The

5-m

inut

e pr

ojec

tions

are

upd

ated

eve

ry m

inut

e on

a ro

lling

hor

izon

bas

is.

TTC

S10

3.3*

TTC

S sh

all i

ncor

pora

te T

WTM

’s re

gion

al w

eath

er e

stim

ates

with

its o

wn

stat

e es

timat

esto

aid

in it

s stra

tegy

and

tact

ic se

lect

ion

proc

ess.

TTC

S10

3.4*

TTC

S sh

all p

redi

ct th

e co

nges

tion

effe

cts (

i.e.,

prop

agat

ion)

of i

ncid

ents

in it

s con

trol

area

. Th

ese

impa

cts,

alon

g w

ith it

s act

ion

plan

, sha

ll be

sent

to T

WTM

(rel

ated

requ

irem

ent T

TCS

103.

1).

Info

rmat

ion

exch

ange

with

oth

er T

MC

s pa

rtici

patin

g in

wid

e-ar

eam

anag

emen

t is s

uppo

rted

by D

IDE.

The

inte

rfac

e w

ith o

ther

IVH

Ssy

stem

s is

dep

ende

nt o

n th

e ov

eral

l IV

HS

syst

em a

rchi

tect

ure.

One

arch

itect

ure

has a

sing

le T

WTM

nod

e as

the

cent

ral A

TMS

info

rmat

ion

exch

ange

nod

e. I

n an

othe

r con

figur

atio

n, T

WTM

is d

istri

bute

d to

supp

ort

the

requ

irem

ents

of A

TIS

and

rout

e gu

idan

ce.

The

15-m

inut

e ne

twor

k lo

ad fo

reca

sts

gene

rate

d by

TW

TM a

re u

sed

asin

put t

o a

finge

r ass

ignm

ent p

roce

ss w

hich

gen

erat

es 5

-min

ute

link

leve

lfo

reca

sts.

Sta

tistic

al m

etho

ds c

an b

e us

ed in

con

junc

tion

with

the

assi

gnm

ent t

o ge

nera

te th

ese

fore

cast

s. (

see

Step

hane

des,

Y.,

: “Im

prov

edEs

timat

ion

of T

raff

ic F

low

for R

eal-T

ime

Con

trol,”

Tra

nspo

rtatio

nR

esea

rch

Rec

ord

795,

pp.

28-

39).

TTC

S co

ntro

l sha

ll re

flect

pro

ject

ed w

eath

er c

ondi

tions

by

diss

emin

atin

gad

viso

ries t

o dr

iver

s via

CM

S an

d ad

just

ing

spee

d co

ntro

ls.

Rou

tese

lect

ion

func

tiona

lity

(if a

lloca

ted

to T

TCS)

will

als

o be

impa

cted

by

wea

ther

con

ditio

ns.

Con

gest

ion

prop

agat

ion

is a

func

tion

of n

etw

ork

geom

etry

, tra

vel d

eman

d,an

d co

ntro

l sys

tem

cap

abili

ties

in a

dapt

ing

to c

hang

ing

cond

ition

s.

TTCS

103.

5

TTCS

103.

6TT

CS

104*

TTCS

104.

1

TTCS

shal

l int

erfa

ce w

ith th

e Inc

iden

t Man

agem

ent S

yste

m to

rece

ive i

ncid

ent

notif

icat

ion

and

data

and

to re

spon

d to

a re

ques

t for

prio

rity

treat

men

t for

A v

erifi

ed in

cide

nt w

ill p

oten

tially

trig

ger a

n in

cide

nt st

rate

gy

emer

genc

y veh

icle

s.se

lect

ion

by T

TCS

(see

TlM

S 10

3).

TTCS

shal

l dev

elop

sim

ulat

ed M

OE

or su

rvei

llanc

e inf

orm

atio

n if

dire

ctm

easu

rem

ents

from

fie

ld s

enso

rs a

re n

ot a

vaila

ble.

Sim

ulat

ed d

ata

may

be

used

by

TTCS

for s

trate

gy se

lect

ion

for

TTC

S sh

all

impl

emen

t TW

TM-g

ener

ated

con

trol

dir

ecti

ves.

outp

ut d

isse

min

atio

n th

roug

h CM

S..

TWTM

con

trol o

bjec

tives

whi

ch in

crea

se th

roug

hput

or

TTCS

shal

l hav

e th

e ca

pabi

lity

to tr

ansl

ate

TWTM

dire

ctiv

es g

iven

in te

rms

con

stra

in tr

affic

flow

may

be

trans

late

d in

to s

igna

l pro

gres

sion

,

of co

ntro

l obj

ectiv

es an

d ta

ctic

s to

spec

ific c

ontro

l pla

ns fo

r im

plem

enta

tion.

reve

rse

prog

ress

ion,

or p

riorit

y ro

utes

. Obj

ectiv

es w

hich

refle

ctth

e ne

ed to

dis

sipa

te e

mis

sion

hot

spot

s may

be

trans

late

d in

toth

e pl

acem

ent o

f a la

rger

wei

ght o

n th

e ‘s

tops

’ var

iabl

e in

the

plan

gen

erat

ion

mod

el fo

rmul

atio

n.

TWTM

tact

ics a

re tr

ansl

ated

into

a sp

ecifi

catio

n of

con

trol

mod

es a

t all

leve

ls o

f the

con

trol h

iera

rchy

and

the

dete

rmin

atio

n of

spec

ific

cont

rol p

aram

eter

adj

ustm

ents

. For

exam

ple,

TW

TM m

ay s

ugge

st c

onst

rain

ing

the

inbo

und

flow

acro

ss a

brid

ge in

to a

con

gest

ed a

rea.

TTC

S co

uld

trans

late

this

into

a re

duct

ion

in th

e nu

mbe

r of i

nbou

nd la

nes.

At a

mor

ede

taile

d le

vel,

TWTM

may

spec

ify a

pro

gres

sion

tact

ic a

nd a

thro

ughp

ut re

quire

men

t alo

ng a

spec

ific

rout

e; T

TCS

wou

ld

TTCS

TTCS

sha

ll im

plem

ent T

WTM

-gen

erat

ed c

ontro

l con

strai

nts

at it

s bo

unda

ries

det

erm

ine

the

requ

ired

offs

ets a

nd sp

lits.

04.2

w

ith o

ther

TI’C

Ss.

TTC

S T

TCS

shal

l im

plem

ent a

con

trol p

lan

spec

ified

by

TWTM

at t

he n

etw

ork

or04

.3

sect

ion

leve

l.Th

e co

ntro

l pla

n m

ay b

e re

side

nt a

t the

TM

C D

BMS

and

refe

renc

ed b

y TW

TM, o

r m

ay b

e tra

nsfe

rred

from

the

TWTM

node

.TT

CSTT

CS i

nter

face

with

oth

er T

MC

Supp

ort

Syst

ems

as w

ell

as10

5w

ith T

WTM

is t

hrou

gh t

he T

MC

DBM

S an

d th

e D

IDE,

whi

chTM

C S

uppo

rt Sy

stem

s de

note

thos

e sy

stem

s dev

elop

ed b

y th

e

shal

l pr

ovid

e fo

r a

2-wa

y da

ta t

rans

fer

of c

ontr

ol d

irec

tives

and

Lora

l Con

sorti

um o

n th

e A

TMS

Supp

ort S

yste

m C

ontra

ct o

r

surv

eilla

nce

data

bet

wee

n th

e TW

TM n

ode

and

the

TMC

.ot

her

appl

icat

ions

whi

ch h

ave

stand

ard

data

base

inte

rface

s w

hich

corre

spon

d to

the

TMC

DBM

S sta

ndar

d.T

CS

TTCS

shal

l hav

e an

aut

omat

ed in

terf

ace

to th

e TM

C D

BMS

for l

oadi

ng10

5.1

proc

esse

d su

rvei

llanc

e m

easu

rem

ent a

s w

ell a

s in

tend

ed s

trate

gies

/con

trol

The

assu

mpt

ion

is th

at th

e TT

CS s

hall

‘pus

h’ th

e da

ta a

nd th

at

plan

s.th

e lo

adin

g so

ftwar

e is

par

t of t

he T

TCS

(see

DlD

E 10

0.1.

2).

TTC

STT

CS s

hall

have

an

auto

mat

ed in

terfa

ce to

the

TMC

DBM

S fo

r ret

rievi

ng d

ata

105.

2ne

eded

for i

ts op

erat

ion

as w

ell a

s dat

a be

ing

trans

ferre

d fro

m th

e TW

TM n

ode.

Dat

a in

terfa

ces

to th

e TM

C D

BMS

are

requ

ired

for s

ever

al

The

data

incl

udes

traf

fic st

ate

data

der

ived

from

non

-org

anic

surv

eilla

nce

TTCS

mod

ules

incl

udin

g th

e in

tern

al e

vent

sche

dule

r.

sour

ces

(e.g

., pr

obe

vehi

cle

data

and

CCT

V p

roce

ssed

by

the

Inpu

t Stre

ampr

oces

sing

Sub

syst

em).

TTC

S T

TCS

shal

l pr

ovid

e a

TMC

GU

I th

at s

uppo

rts

the

need

to

I10

6 ’

acce

pt c

ontr

ol c

omm

ands

and

disp

lay

syite

m l

ogs

as w

ell

as t

ode

velo

p st

rate

gies

onl

ine

by a

tra

nspa

rent

int

erfa

ce t

o th

eIn

tegr

ated

Mod

el M

anag

er S

ubsy

stem

s.TT

CS

The

TMC

Use

r Int

erfa

ce s

hall

prov

ide

a m

ap-b

ased

real

-tim

e ne

twor

k vi

ew o

f10

6.1

traffi

c, w

eath

er, a

nd a

ir qu

ality

con

ditio

ns. I

nter

sect

ion

leve

l disp

lays

sha

ll be

This

requ

irem

ent i

s sup

porte

d by

the

MTE

M a

t the

TM

C.

prov

ided

at o

pera

tor r

eque

st.TT

CS

The

TMC

Use

r In

terfa

ce s

uppo

rting

the

TTCS

sha

ll pr

ovid

e a

real

-tim

e di

spla

y D

ispl

ays o

f alp

hanu

mer

ic d

ata a

re su

perim

pose

d on

the

106.

2 of

con

trol i

nfor

mat

ion:

stra

tegi

c an

d ta

ctic

al. D

ispl

ays o

f the

ope

ratio

nal

unde

rlyin

g m

ap.

effe

ctiv

enes

s of t

he T

TCS

elem

ents

shal

l be p

rovi

ded.

Dis

play

s sha

ll be

prov

ided

at a

ny le

vel r

angi

ng fr

om a

sign

al in

ters

ectio

n, to

a se

ctio

n, to

the

entir

e net

wor

k.TT

CS

TTC

S's o

utpu

ts sh

all b

e di

spla

yed

on in

divi

dual

wor

ksta

tions

, a w

all m

ap, o

r Th

e w

all m

ap d

ispl

ays a

re p

roje

ctio

ns o

f the

wor

ksta

tion

106.

3 bo

th.

disp

lays

.TT

CS

The

Ope

rato

r ca

n sta

rt or

term

inat

e sy

stem

-wid

e lo

ggin

g ac

tiviti

es v

ia a

n10

6.4

oper

ator

com

man

d.TT

CS

An

emer

genc

y sh

ut d

own

of th

e sy

stem

can

be

enab

led

via

an o

pera

tor

106.

5co

mm

and.

All

cont

rolle

rs g

o of

fline

.T

TC

S TT

CS s

hall

prov

ide

a us

er i

nter

face

at

the

field

site

s fo

r A

plu

g-in

mon

itor t

o th

e fie

ld c

ompu

ter s

hall

prov

ide

stan

dard

107

mon

itori

ng a

nd d

iagn

ostic

s.

user

inte

rface

cap

abili

ties

for

cond

uctin

g fie

ld d

iagn

ostic

s an

dm

onito

ring.

TT

CS

. .

TTCS

sha

ll pr

ovid

e th

e re

quir

ed i

nter

nal

com

mun

icat

ionl

links

Co

mm

unic

atio

n fr

eque

ncy

with

fiel

d co

ntro

llers

dep

ends

on

all

leve

ls of

its

cont

rol

arch

it

qual

ity”

mon

itorin

g ha

s bee

n re

-allo

cate

d to

the

MTE

Man

dth

eD

DV

A su

bsys

tem

s).

TTC

S10

9.5

TT

CS

110

TTC

S11

0.1

TTC

S11

0.2

TTCS

shal

l log

equ

ipm

ent f

ailu

res i

n th

e TM

C D

BM

S an

d se

t the

app

ropr

iate

alar

ms

to th

e U

ser I

nter

face

and

Mai

nten

ance

Sub

syste

ms.

TTCS

sha

ll pr

ovid

e fo

r gr

acef

ul p

erfo

rman

ce d

egra

datio

n if

any

of i

ts c

ompo

nent

s or

com

mun

icat

ion

links

fai

l.Fa

il sa

fe si

gnal

ope

ratio

n is

gua

rant

eed

by fl

ash

mod

e co

ntro

ller

oper

atio

n.In

divi

dual

con

trolle

rs s

hall

have

a fa

il sa

fe m

ode

in c

ase

of c

ompl

ete

failu

res.

Each

ele

men

t in

the

cont

rol h

iera

rchy

shal

l be

able

to o

pera

te a

uton

omou

sly

inab

senc

e of a

ny co

mm

unic

atio

n w

ith h

ighe

r lev

el co

ntro

l ele

men

ts.

Are

a co

mpu

ters

hav

e co

ntro

l stra

tegy

sele

ctio

n ca

pabi

lity

inte

rms o

f sig

nal t

imin

g pl

ans.

The

over

all c

ontro

l eff

ectiv

enes

sw

ill b

e deg

rade

d w

hen

the t

op-le

vel c

ontro

ller i

s ino

pera

tive

sinc

e th

is s

peci

ficat

ion

& a

ll fo

r co

oper

ativ

e pr

oces

sing

.Co

mm

unic

atio

n tra

ffic

betw

een

the

TWTM

node

and

a pa

rticu

lar

TMC

sha

llbe

aut

omat

ical

ly ro

uted

via

ano

ther

TM

C w

hen

a co

mm

unic

atio

n lin

k fai

ls.

TTCS

shal

l hav

e th

e ca

pabi

lity

to se

lect

and

impl

emen

t stra

tegi

es in

abs

ence

1 of T

WTM

dem

and

fore

casts

by

deve

lopi

ng it

s ow

n fo

reca

sts o

r by

reve

rting

toH

istor

ical

dem

and

fore

casts

bas

ed o

n TO

D c

an b

e us

ed o

n lie

uof

TW

TM p

roje

ctio

ns.

The

prim

ary

issue

to b

e re

solv

ed d

eals

with

the

scop

e of

con

trol o

f the

TTC

S.If

we

perm

it an

arb

itrar

ily la

rge

syst

em (5

000

inte

rsec

tions

, for

exa

mpl

e) th

en a

TTC

S w

ith c

apab

ilitie

s as

spe

cifie

d ab

ove

wou

ld in

ess

ence

be

able

to p

erfo

rm th

e fu

nctio

nsth

at a

re re

quire

d of

TW

TM; t

hat i

s, su

bnet

wor

k co

ordi

natio

n. T

he o

nly

diffe

renc

e is

that

we

are

requ

iring

TW

TM to

per

form

envi

ronm

enta

l and

air

qual

ity as

sess

men

ts to

dea

l with

a no

n-ho

mog

eneo

us n

etw

ork,

and

to c

onsid

er a

poten

tially

mor

e v

arie

d se

tof

acc

ess c

ontro

l and

out

put d

issem

inat

ion

func

tions

,

A se

cond

issu

e de

als

with

the

allo

catio

n of

ATM

S su

rvei

llanc

e re

quire

men

ts. F

or th

e pu

rpos

e of

the

curre

nt sp

ecifi

catio

n, it

has

been

ass

umed

that

any

sen

sors

con

nect

ed to

fie

ld e

quip

men

t w

hose

prim

ary

func

tion

is th

e im

plem

enta

tion

of c

ontro

l are

com

pone

nts

of th

e co

ntro

l sys

tem

. Thi

s le

aves

sur

veill

ance

cam

eras

as

part

of th

e A

TMS

surv

eilla

nce

syste

m. L

oop

dete

ctor

sus

ed fo

r inc

iden

t det

ectio

n on

free

way

s can

fall

into

eith

er c

ateg

ory.

The

dist

inct

ion

is no

t im

porta

nt a

s lo

ng a

s w

e al

loca

te a

llsu

rvei

llanc

e da

ta c

aptu

re,

nece

ssar

y co

mm

unic

atio

ns w

ith t

he T

MC,

as

wel

l as

the

TMC

data

loa

ding

to

the

cont

rol

and

surv

eilla

nce

syste

ms.

Giv

en th

e al

loca

tion

of s

urve

illan

ce d

ata

capt

ure

to th

e TT

CS, t

he re

late

d m

onito

ring

for f

aile

d eq

uipm

ent

is pa

rtial

ly lo

cate

dw

ithin

the

TTCS

and

par

tially

with

in th

e M

TEM

.

Fina

lly, i

tit is

assu

med

that

con

trol s

ystem

s w

hich

em

ploy

traf

fic o

ptim

izat

ion

mod

els t

o ge

nera

te p

lans

in re

al ti

me

(e.g

., SC

OO

Tan

d TR

AN

SYT)

may

do

SO in

a d

istrib

uted

fas

hion

(i.e.

, in

the

field

com

pute

rs).

As

a co

nseq

uenc

e,se

para

teve

rsio

ns o

f th

eop

timiz

atio

n m

odel

(s) m

ay b

e re

quire

d in

add

ition

to th

ose

man

aged

by

the

Inte

grat

ed M

odel

ing

Man

ager

.

WID

E-A

REA

TR

AFF

IC M

AN

AG

EMEN

T S

UB

SYST

EM (

TWTM

)

IDR

EQU

IREM

ENTS

& F

UN

CTIO

NAL

SPE

CIFI

CATI

ON

SIM

PLEM

ENTA

TIO

N S

PECI

FICA

TIO

NS

‘WTM

TW

TM c

an b

e lo

cate

d at

any

TM

C w

ithin

the

‘A

TMS

regi

on’

ATM

S ne

twor

k m

ust s

uppo

rt da

ta in

terc

hang

e be

twee

n al

l 10

0al

read

y ha

ving

loc

al a

rea

resp

onsib

ility

.TM

C pa

irs w

ithin

an

ATM

S re

gion

def

ined

by

the

coop

erat

ing

TMCs

. If T

WTM

is p

erm

anen

tly lo

cate

d in

one

regi

onal

TM

C,fe

wer

com

m lin

es a

re re

quire

d. T

he T

WTM

nod

e re

quire

s TM

CD

BMS

and

DID

E fo

r dat

a tra

nsfe

r and

acc

ess.

TWTM

can

be

acce

ssed

from

any

of t

he c

oope

ratin

g TM

Cs

TWTM

arc

hite

ctur

e is

clie

nt-s

erve

r with

the

clie

nt re

side

nt a

t all

100.

1po

tent

ial n

odes

.TW

TM

TWTM

sha

ll ha

ve a

n el

ectr

onic

dat

a tr

ansf

er i

nter

face

to

othe

r R

egio

nal A

TMS

mus

t com

ply

with

ove

rall

data

arc

hite

ctur

e an

d1.0

1re

gion

al A

TMS

syst

ems.

st

anda

rds.

TWTM

TW

TM s

hall

have

the

cap

abili

ty t

o se

lect

and

im

plem

ent

A tr

ansp

orta

tion

man

agem

ent s

trate

gy is

def

ined

as t

he o

vera

ll10

2*in

tegr

ated

, re

gion

-leve

l tr

ansp

orta

tion

man

agem

ent

stra

tegi

es:

man

agem

ent p

lan

whi

ch c

an m

ake

sign

ifica

nt c

hang

es in

the

a. TM

C au

tono

mou

s - i

ndiv

idua

l con

trol s

yste

ms a

nd T

MCs

ope

rate

flow

of t

raff

ic o

r its

con

com

itant

eff

ects

and

whi

ch is

inte

nded

inde

pend

ently

. to

affe

ct tr

affic

ove

r sig

nific

ant g

eogr

aphi

cal a

reas

for r

elat

ivel

yb,

Loc

al co

ordi

natio

n - c

oord

inat

ion

betw

een

indi

vidu

al c

ontro

l sys

tem

s is

long

per

iods

of t

ime,

TW

TM’s

Sel

ectio

n m

odel

mus

t be

mul

ti-lo

caliz

ed (e

.g.,

coor

dina

tion

betw

een

a ra

mp

met

er a

nd th

e ad

jace

ntob

ject

ive

with

cap

abili

ties t

o al

ter t

he im

porta

nce

assi

gned

toin

terc

hang

e).

each

obj

ectiv

e. T

he se

lect

ion

algo

rithm

is A

I-ba

sed,

usi

ng C

ase-

c. A

rea-

wid

e - t

he s

yste

m is

man

aged

to p

reve

nt th

e on

set o

f con

gest

ion

byB

ased

or E

xper

t sys

tem

par

adig

ms.

Sele

ctio

n m

odel

has

bui

lt-in

prop

er m

eter

ing

of fl

ow at

bou

ndar

ies b

etw

een

the r

espe

ctiv

e TM

Cs.

repr

esen

tatio

n of

the o

pera

ting

polic

ies a

nd in

ter-

juris

dict

iona

ld.

Cong

estio

n - t

he sy

stem

is m

anag

ed to

pre

vent

the

spre

ad o

f con

gest

ion

byag

reem

ents

. Rep

rese

ntat

ion

can

use a

rule

-bas

ed sy

stem

. The

reso

rting

to tr

affic

cons

train

t tac

tics a

nd li

mite

d di

vers

ion

thro

ugh

rout

ing

sele

ctio

n pr

oces

s inc

orpo

rate

s cur

rent

as w

ell a

s pro

ject

edin

form

atio

n di

ssem

inat

ion

to A

TIS.

cond

ition

s.e.

Inci

dent

- th

e sy

stem

mus

t exe

rcis

e st

ringe

nt d

eman

d m

easu

res

toTW

TM sh

all e

xecu

te D

TA in

des

crip

tive

mod

e w

ith c

urre

ntal

levi

ate t

he sp

read

of c

onge

stio

n. T

WTM

empl

oys r

oute

div

ersi

on as

wel

ltra

ffic

inpu

t dat

a, to

det

erm

ine

netw

ork

cong

estio

n ef

fect

s in

as v

ario

us in

form

atio

n di

ssem

inat

ion

optio

ns to

ATI

S an

d ot

her e

xter

nal

abse

nce

of ro

utin

g. D

river

beh

avio

r mod

el in

DTA

mus

t ref

lect

syst

ems.

HO

V re

laxa

tion

optio

ns m

ay b

e co

nsid

ered

.dr

iver

dec

isio

ns in

abs

ence

of s

peci

fic ro

utin

g in

stru

ctio

ns. T

hef M

ixed

Str

ateg

y th

e sy

stem

pot

entia

lly a

pplie

s a d

iffer

ent s

trate

gy to

eac

hde

finiti

on o

f sim

ilar t

ypes

of i

nteg

rate

d st

rate

gies

was

giv

en in

:TM

C. T

his t

ype

of o

vera

ll st

rate

gy is

pre

sum

ed in

oth

er th

an v

ery

low

of R

amp

Met

erin

g an

d A

djac

ent T

raff

icvo

lum

e co

nditi

ons.

Sign

al C

ontro

l Sys

tem

s , Fa

rrad

yne

Syst

ems,

Inc.

, FH

WA

Cont

ract

DTF

H61

-89-

C-00

006.

TW

TM c

onst

itute

s a

clie

ntre

ques

ting

serv

ice f

rom

the I

nteg

rate

d M

odel

ing

Man

ager

tope

rform

stra

tegy

eva

luat

ion.

b. H

OV

and

reve

rsib

le la

ne c

ontro

ls in

clud

ing

pref

eren

tial s

igna

l con

trol.

c. R

oute

div

ersi

on d

irect

ly th

roug

h CM

S or

via

ATI

S (in

clud

es v

ehic

le

ing

scen

ario

usm

g pr

e-

spat

ially

and

tem

pora

lly.

e. E

TTM

inte

rfac

es fo

r rea

l-tim

e con

gest

ion

pric

ing

(pre

limin

ary

deci

sion

was

The

H/W

and

OS

mus

t sup

port

mul

ti-pr

oces

sing

; the

num

ber o

fsi

mul

tane

ous e

valu

atio

n ru

ns w

hich

the

syst

em m

ust b

e ca

pabl

eof

runn

ing

is to

be

dete

rmin

ed in

Tas

k D

.re

ache

d th

at d

eman

d pr

icin

g w

ill N

OT

be d

one

in re

al ti

me)

.f.

Inte

rface

s to

HA

R an

d ra

dio/

TV s

tatio

ns.

. Dis

sem

inat

ion

of p

arki

ng a

vaila

bilit

y in

form

atio

n (p

arki

ng w

ill n

ot b

eA

TMS,

but p

arki

ng a

vaila

bilit

y da

ta m

ay b

e di

ssem

inat

ed to

inco

rpor

ated

into

rout

e ca

lcul

atio

ns in

a c

entra

lized

Spec

ifica

tion

of st

rate

gy to

be

eval

uate

d is

pro

vide

d w

ithin

the

TWTM

use

r in

terfa

ce (

the

clie

nt p

art o

f TW

TM).

A ta

ctic

is a

traf

fic c

ontro

l opt

ion

whi

ch si

ngly

or i

nco

mbi

natio

n w

ith o

ther

tact

ics i

sim

plem

ente

din

sup

port

of th

e

ceiv

ed fr

om T

MC

s whi

ch it

will

use

in se

lect

ing

a re

gion

alA

TW

TM m

ay n

eed

to g

ener

ate

sim

ulat

ed d

ata

in c

ases

whe

redi

rect

mea

sure

men

ts a

re n

ot a

vaila

ble.

Thi

s is a

pplic

able

tobo

th st

rate

gy d

eter

min

atio

n an

d in

form

atio

n di

ssem

inat

ion.

102.

3.3

102.

4

inci

dent

s.TW

TM sh

all s

uppo

rt va

rious

mod

es o

f stra

tegy

sele

ctio

n an

d ta

ctic

sde

velo

pmen

t.A

utom

ated

: stra

tegi

es a

nd ta

ctic

s are

sele

cted

and

eva

luat

ed in

real

tim

e ba

sed

on f

orec

aste

d co

nditi

ons.

The

sele

ctio

n/ev

alua

tion

proc

ess

isre

peat

ed e

very

5 m

inut

es o

n a

rolli

ng h

oriz

on b

asis

. The

ope

rato

r is n

otin

the

loop

dur

ing

the

proc

ess,

but i

s per

mitt

ed to

vie

w th

e se

lect

ion

and

over

ride.

The

Inte

grat

ed M

odel

Man

ager

func

tions

as a

serv

er p

rovi

ding

strat

egie

s/tac

tics

are

sugg

este

d by

the

syste

m b

ut th

ees

the o

pera

tor p

artic

ipat

ion

in an

onl

ine m

ode t

hrou

gh th

em

odel

s to b

e ex

ecut

ed g

iven

the

scen

ario

at h

and.

Man

ager

and

the

vario

us s

imul

atio

n/op

timiz

atio

n m

odel

s.IS

inte

ract

ion

is co

nduc

ted

thro

ugh

the

GU

I.

reco

mm

en

a. D

eman

d pr

ojec

tions

- ef

fect

ivel

y re

pres

ents

a no

n-in

terv

entio

n str

ateg

y.b.

Con

trol o

bjec

tives

or s

ugge

sted

tact

ics

for e

ach

of th

e tra

ffic

cont

rol

syst

ems i

n th

e re

gion

.c.

Con

trol c

onst

rain

ts at

spec

ific c

ontro

l sys

tem

s’ b

ound

ary

loca

tions

.d.

Con

trol p

lan

(i.e.

spec

ifica

tion

of a

tact

ic) f

or o

ne o

r mor

e of

the

cont

rol

syst

ems o

r any

of t

heir

sub-

elem

ents

. TW

TM sh

all n

ot d

evel

op c

ontro

l pla

ns;

rath

er it

will

hav

e ac

cess

to p

lans

whi

ch h

ave

been

dem

onstr

ated

to b

e ef

fect

ive

TWTM

to T

ICS

inte

rfac

e-re

com

men

ded

stra

tegy

, tac

tic, p

lan.

TTCS

to T

WTM

inte

rfac

e-pl

anne

d st

rate

gy, l

ocal

mon

itorin

gda

ta (s

urve

illan

ce, i

ncid

ents,

etc

).In

cide

nts a

re in

itial

ly d

etec

ted

by lo

cal c

ontro

l sys

tem

s whi

chm

ake

the

initi

al re

spon

se. I

f the

inci

dent

is p

roje

cted

to h

ave

anar

ea-w

ide

effe

ct, T

WTM

may

inte

rven

e in

traf

fic m

anag

emen

t.O

ptio

ns: (

1) T

WTM

can

sim

ulat

e th

e TT

CS

deci

sion

pro

cess

and

proj

ect e

ffect

iven

ess,

(2)

CBR

capt

urin

g hi

storic

alex

perie

nce i

n si

mila

r situ

atio

ns.

TWTM

TW

TM’s

int

egra

ted

stra

tegi

es s

hall

be i

mpl

emen

ted

thro

ugh

10

4*

real

-tim

e el

ectr

onic

int

erfa

ces

with

ext

erna

l sys

tem

s in

volv

edin

re

gion

al

tran

spor

tatio

n m

anag

emen

t.

Prim

ary

inte

rfac

e sh

all b

e w

ith A

TIS.

104.

1Se

cond

ary

inte

rface

s w

ith A

PTS

and

CVO

sha

h be

acc

omm

odat

ed e

ither

1.04.2

th

roug

h A

TIS

or d

irect

ly.

TWTM

TW

TM s

hall

mon

itor

the

effe

ctiv

enes

s of

its

sel

ecte

d10

5 st

rate

gy/ta

ctic

s an

d up

date

the

cas

e da

ta u

sed

for

stra

tegy

/tact

icse

lect

ion.

ATI

S in

terfa

ce c

an b

e su

ppor

ted

by D

IDE

at T

WTM

and

ATI

Sno

des.

ATI

S ca

n ha

ndle

furth

er d

istrib

utio

n of

dat

a.A

dire

ct in

terf

ace

betw

een

TMC

s and

ATI

S is

als

o po

ssib

le fo

rac

com

mod

atin

g so

me

of th

e da

ta re

quire

men

ts de

pend

ing

on th

eov

eral

l A

TMS/

ATI

S ar

chite

ctur

e.In

terfa

ces

to C

VO

sys

tem

s al

so d

epen

d on

the

over

all

arch

itect

ure.

This

requ

irem

ent r

efle

cts a

des

ign

whi

ch u

ses A

I too

ls su

ch a

sCa

se-B

ased

-Rea

soni

ng f

or i

nitia

l str

ateg

y se

lect

ion.

The

case

libr

ary

is u

pdat

ed b

y st

orin

g al

l inf

orm

atio

n w

ithin

“cas

e te

mpl

ates

.” T

hese

tem

plat

es in

clud

e pr

e-in

terv

entio

nm

onito

ring

data

, sel

ecte

d str

ateg

y an

d po

st-in

terv

entio

nm

onito

ring

data

. The

libr

ary

upda

te m

ay in

volv

e so

me

offli

nean

alys

is.TW

TM s

hall

auto

mat

ical

ly s

tore

traf

fic a

nd s

trate

gy s

elec

tion

data

in th

e TM

C TW

TM’s

mon

itorin

g re

quire

men

t is s

atis

fied

by th

e M

TEM

at

105.1

DB

MS

for o

fflin

e an

alys

is o

f cas

e hi

stor

ies.

the

TWTM

nod

e.TW

TM

TWTM

sha

ll pr

ovid

e th

e us

er w

ith a

gra

phic

al in

terfa

ce w

hich

sup

ports

the

This

TW

TM re

quire

men

t is c

oallo

cate

d w

ith th

e co

mm

on G

UI

106

mon

itorin

g an

d str

ateg

y se

lect

ion

proc

esse

s in

clud

ing

the

trans

pare

nt in

terfa

ce

requ

irem

ents.

to o

ther

sup

port

syst

ems.

GU

I sha

ll su

ppor

t lay

erin

g of

vie

ws.

A b

ase-

map

laye

r, a

traff

icla

yer,

air q

ualit

y la

yer,

etc.

Vie

ws c

an b

e su

perim

pose

d. T

his

can

be im

plem

ente

d us

ing

a G

IS fo

r man

agin

g th

e la

yers

, or

thro

ugh

deve

lope

d so

ftwar

e.

106.

1

106.

2

TWTM

’s u

ser i

nter

face

sha

ll pr

ovid

e a

map

-bas

ed re

al-ti

me

regi

onal

vie

w o

f tr

affic

, wea

ther

, and

air-

qual

ity co

nditi

ons.

TWTM

’s u

ser i

nter

face

sha

ll pr

ovid

e a

real

-tim

e di

spla

y of

wid

e-ar

ea c

ontro

lin

form

atio

n, s

trate

gic

and

tact

ical

. Disp

lays

of

the

oper

atio

nal e

ffect

iven

ess

ofth

e lo

cal c

ontro

l sys

tem

s sha

ll be

pro

vide

d.

Thes

e di

spla

ys a

lso

cons

titut

e G

IS la

yers

(e.g

., su

gges

ted

rout

esdi

spla

y ov

erla

ying

the b

ase m

ap).

Any

vie

w ca

n be

dire

cted

to a

wal

l map

,

TWTM

’S o

utpu

ts sh

all b

e di

spla

yed

on in

divi

dual

wor

ksta

tions

, a w

all m

ap o

r10

6.3

both

.TW

TM

Whe

n lo

cal

TMC’

s fa

il or

los

e co

nnec

tion

to t

he r

egio

nal

For c

omm

unic

atio

n lin

e fai

lure

s the

dat

a can

be r

erou

ted

107*

netw

ork,

TW

TM s

hall

cont

inue

to

gene

rate

int

egra

ted

stra

tegi

es

thro

ugh

anot

her T

MC.

Com

mun

icat

ion

subs

yste

m w

illfo

r th

e co

nnec

ted

TMC'

s. m

onito

r and

rero

ute.

For

TM

C fa

ilure

, TW

TM c

an st

ill d

evel

opst

rate

gies

at a

ll ot

her T

MC

bou

ndar

ies.

One

may

con

side

rno

min

al v

alue

s ba

sed

on h

istor

ical

dat

a.Lo

cal T

MC’

s di

scon

nect

ed fr

om th

e TW

TM n

ode

as a

resu

lt of

com

mun

icat

ion

failu

res o

r TW

TM n

ode f

ailu

re w

ill o

pera

te au

tono

mou

sly.

(See

abo

ve fo

r com

m li

ne fa

ilure

.)TT

CS c

an a

lway

s ope

rate

aut

onom

ousl

y of

TW

TM a

nd e

ach

TTCS

’s fi

eld

equi

pmen

t can

ope

rate

aut

onom

ously

of t

he to

p-le

vel

cont

rolle

r.

TWTM

TW

TM w

ill i

nter

face

with

the

TM

C D

BMS

to r

etri

eve

aII d

ata

need

ed f

or i

ts o

pera

tion.

The

TMC

DBM

S sh

all p

rovi

de ac

cess

to th

e glo

bal d

ata.

Non

-loc

al da

ta is

load

ed to

the D

BMS

by D

IDE.

The

loca

l DBM

S’s l

ogica

l mod

el en

com

pass

es th

e gl

obal

data

(allo

cated

toDB

MS)

.O

vera

ll TM

C da

ta m

odel

is a

glo

bal A

TMS

mod

el w

hich

108.

1 re

pres

ents

all th

e da

ta. A

t any

giv

en T

MC,

onl

y ‘lo

cal’

porti

ons

Of th

e da

ta ar

e lo

aded

. At t

he T

WTM

nod

e th

e da

tabas

e co

ntain

s

glob

al da

ta.

ISSU

ES:

Seve

ral i

ssue

s re

mai

n to

be

solv

ed w

ithre

spec

t to

the

spec

ific

inte

rfac

e be

twee

n th

e TW

TM a

nd th

e in

divi

dual

con

trol

syst

ems.

Inth

e in

terv

entio

n m

ode,

we

need

to a

naly

ze th

e situ

atio

ns in

whi

ch in

terv

entio

n, a

t var

ious

leve

ls, w

ill y

ield

mor

e ef

fect

ive

cont

rol

than

can

be

real

ized

by

simpl

y pr

ovid

ing

dem

and

proj

ectio

ns t

o th

e in

divi

dual

ada

ptiv

e co

ntro

l sy

stem

s. D

urin

g AT

MS

depl

oym

ent,

whe

re n

ot al

l par

ticip

atin

g TM

C’s

are a

dapt

ive,

one

can

see t

he p

oten

tial b

enef

its o

f an

adva

nced

TW

TM w

ithin

the

regi

on.

Oth

er is

sues

rela

te to

the

spec

ific

inte

rface

s with

ext

erna

l sys

tems

and

the

corre

spon

ding

dat

a re

quire

men

ts a

nd th

e re

solu

tion

of th

ede

man

d fo

reca

st m

odul

e bo

th te

mpo

rally

and

spa

tially

(pa

th-b

ased

or

link

base

d). T

he p

rese

nt s

pecif

icatio

n re

quire

s 15

-m

inut

e fo

reca

sts w

ith th

e as

sum

ptio

n th

at th

e sh

ort-t

erm

and

mid

-term

(5 m

inut

e) f

orec

asts

are

per

form

ed b

y th

e in

divi

dual

cont

rol s

yste

ms.

No

assu

mpt

ion

was

mad

e on

the

spat

ial f

orm

, alth

ough

, if T

WTM

is to

be

able

to g

ener

ate

tact

ics

and

plan

s, it

will

pro

babl

y ne

ed to

do

so o

n th

e ba

sis o

f lin

k flo

ws.

Fina

lly, a

n im

plem

enta

tion

issue

has

sur

face

d w

ith re

spec

t to

the

MTE

M fu

nctio

ns th

at a

re r

egio

nal

vers

us l

ocal

. TW

TM,

ifco

lloca

ted

in th

e sa

me

TMC

with

a T

TCS,

still

requ

ires t

he “

regi

onal

mon

itorin

g” o

f con

ditio

ns. T

he lo

cal M

TEM

, if t

aske

d w

ithsu

ppor

t ing

both

requ

irem

ents,

can

con

duct

them

in p

aral

lel

since

the

requ

irem

ents

are

real

-tim

e or

one

can

def

ine

two

dist

inct

MTE

Ms,

one

for T

WTM

, the

oth

er fo

r loc

al m

onito

ring

IND

IVID

UA

L V

EHIC

LE R

OU

TIN

G (

TIV

R)

ID

TIV

R10

0

RE

QU

IRE

ME

NT

& F

UN

CTI

ON

AL

SPEC

IFIC

ATIO

NTh

is sy

stem

sha

ll in

gest

dat

a de

scri

bing

the

req

uest

for

“spe

cial

” ro

utin

g:

orig

in,

dest

inat

ion,

tim

e of

tri

p-st

art.

Opt

iona

lly,

a de

signa

ted

path

can

be

spec

ified

. Fu

rthe

rmor

e,th

e ty

pe o

f ve

hicl

e(s)

inv

olve

d, r

outin

g co

nstr

aint

s (e

.g.,

desir

ed s

peed

of

trav

el,

pref

eren

ces,

etc.

) an

d tr

ip c

lass

ifica

tion

will

be i

nges

ted.

IMPL

EM

EN

TATI

ON

S

PEC

IFIC

ATI

ON

S

Ope

rato

r re

ques

ts ar

e en

tere

d th

roug

h th

e Co

mm

on G

UI.

Requ

ests

may

be

mad

e by

pho

ne o

ther

mea

ns; O

pera

tor u

ses

syste

m to

det

erm

ine

rout

e an

d re

turn

to re

ques

t.

The

Com

mon

GU

I con

form

s to

OSF

/Mot

if st

yle

guid

elin

es.

Req

uest

s ca

n or

igin

ate

from

oth

er s

ubsy

stem

s [e

.g.,

Inpu

tRe

ques

ts fr

om o

ther

subs

yste

ms a

re h

andl

ed v

ia a

TCP

/IP o

r

Stre

am P

roce

ss (

exte

rnal

CV

O r

outin

g re

ques

ts),

Inci

dent

POSI

X m

essa

ge q

ueue

API

, The

se re

ques

ts a

ctiv

ate

rout

e

Man

agem

ent

(Em

erge

ncy

vehi

cle

requ

ests)]

or

from

the

ope

rato

r.co

mpu

tatio

n an

d pa

ss (t

o th

is sy

stem

) eith

er th

e pa

ram

eter

s or a

poin

ter t

o th

e D

BMS

for t

he d

etai

ls o

f the

rout

ing

requ

est.

Afte

rro

utes

are d

eter

min

ed th

ey ar

e loa

ded

into

the D

BMS

and

sche

dule

d fo

r dis

sem

inat

ion

with

the I

/O M

anag

er.

Veh

icle

-TM

C c

omm

unic

atio

n is

dep

ende

nt o

n th

e A

TMS

TTVR

100.

1TT

VR10

0.2

TTVR

100.

3TT

VR10

0.3.

1

TIV

R10

1

TIV

R10

2

TIV

R10

3

This

syst

em sh

all a

ccep

t req

uest

s fro

m a

n op

erat

or fo

r a sp

ecial

trip

., a

rchi

tect

ure

(refe

renc

e O

utpu

t St

ream

Pro

cess

ing)

.

This

syste

m s

hall

acce

pt r

eque

sts f

rom

the

Inci

dent

Man

agem

ent s

uppo

rtsu

bsys

tem

to ro

ute e

mer

genc

y ve

hicl

es.

TTVR

subs

yste

m sh

all i

nter

face

to th

e In

put S

tream

Pro

cess

ing

subs

yste

m to

dire

ctly

rece

ive r

outin

g re

ques

ts fo

r ext

erna

l sys

tem

s (e.

g., C

VO).

This

syst

em sh

all a

ccep

t req

uest

s fro

m ex

tern

al IV

HS

elem

ent:

Fire

, Pol

ice,

If

rout

e re

ques

t req

uire

s con

trol s

yste

m a

ctio

n, a

n in

terf

ace

with

May

or, E

MS,

CV

O, H

AZM

AT,

Sta

te, o

ther

appr

oved

sour

ces.

the a

ppro

pria

te co

ntro

l sys

tem

is n

eces

sary

.

TIV

R s

uppo

rt s

ubsy

stem

sha

ll co

mpu

te t

he o

ptim

al r

oute

s fo

r Ro

utes

are

com

pute

d us

ing

a ro

utin

g al

gorit

hm th

at h

assp

ecifi

ed t

ypes

of

trip

s: Em

erge

ncy

Serv

ice;

Law

Enf

orce

men

t; kn

owle

dge o

f the

stat

e of t

he tr

affic

net

wor

k.Fi

re a

nd I

ncid

ent

Res

pons

e; H

AZ

MA

T.

TTVR

sub

syst

em s

hall

inge

st i

nfor

mat

ion

from

the

TM

C D

BMS

Prov

ided

thro

ugh

a DB

MS

SQL

API

.ne

eded

for

det

erm

inat

ion

of o

ptim

al r

oute

bas

ed o

n cu

rren

ttr

affic

con

ditio

ns a

nd f

or t

he d

etai

ls of

rou

ting

requ

ests

. Th

isin

clud

es s

tatic

net

wor

k da

ta,

and

real

-tim

e su

rvei

llanc

e an

dco

ntro

l in

form

atio

n.TT

VR s

ubsy

stem

sha

ll co

mpu

te o

ptim

al p

ath

from

veh

icle

’s O

ptim

al p

ath

is c

ompu

ted

usin

g a

“bes

t” ro

ute

algo

rithm

.cu

rren

t po

sitio

n (if

it

is a

prob

e ve

hicl

e) o

r fr

om i

ts e

stim

ated

A

lgor

ithm

can

be

a ve

rsio

n of

a sh

orte

st ro

ute

whe

re li

nk c

ost i

spo

sitio

n (b

ased

on

its p

revi

ous

path

seg

men

t, if

any,

the

a

repr

esen

tatio

n of

“be

st.”

elap

sed

time

from

las

t up

date

, an

d re

cord

ed s

peed

s on

the

trav

erse

d lin

ks),

to i

ts i

nten

ded

dest

inat

ion.

TTVR

104

TIV

R10

4.1

TIVR

105*

TIV

R s

ubsy

stem

sha

ll se

nd p

ath

(rou

te)

and

stat

us i

nfor

mat

ion

Com

pute

d ro

utes

are s

ched

uled

for o

utpu

t with

the I

/O M

anag

erto

the

I/O

Man

ager

for

diss

emin

atio

n to

ext

erna

l sy

stem

s or

or

can

be

sent

asy

nchr

onou

sly

by a

ctiv

atin

g an

Out

put S

tream

agen

cies

. Pr

oces

sing

pro

cess

. Thi

s int

erfa

ce is

han

dled

via

a T

CP/IP

Or

, PO

SIX

mes

sage

que

ue A

PI.

The s

yste

m sh

all c

omm

unic

ate s

elec

ted

stat

us in

form

atio

n to

the I

VH

S el

emen

tth

at s

ubm

itted

the

requ

est.

TIVR

sub

syst

em s

hall

peri

odic

ally

mon

itor

vehi

cle’

s tr

avel

and

If

veh

icle

is re

gist

ered

via

AV

I, it

can

be tr

acke

d us

ing

the

dete

rmin

e th

e tim

e fo

r ne

xt p

ath

upda

te.

/Res

erve

d/.

Veh

icle

Tra

ckin

g su

bsys

tem

and

its cu

rren

t loc

atio

n m

ade

avai

labl

e fo

r ro

utin

g up

date

s.TI

VRTI

VR

sub

syst

em s

hall

acce

pt m

ultip

le r

eque

sts

for

rout

ing

Agg

rega

te ro

utin

g in

form

atio

n is

mai

ntai

ned

to fa

cilit

ate

106

simul

tane

ously

. Fo

r co

ncur

rent

req

uest

s, co

ordi

nate

pat

hs f

or

coor

dina

tion.

each

veh

icle

so

as t

o av

oid,

or

min

imiz

e th

e co

nseq

uenc

es o

f,co

nflic

ting

path

s.TI

VRTI

VR

sub

syst

em s

hall

com

mun

icat

e w

ith a

pplic

able

Tra

ffic

The

rout

e ca

n be

pas

sed

to th

e Tr

affic

Con

trol S

ubsy

stem

whi

ch10

7*Co

ntro

l sy

stem

s (s

urfa

ce o

r fr

eew

ay)

the

need

for

pro

vidi

ng

can

impl

emen

t a p

riorit

ized

trea

tmen

t pla

n w

ith d

irect

ion

offa

vore

d tr

eatm

ent

for

guid

ed v

ehic

le.

trave

l.TI

VRTI

VR s

ubsy

stem

sha

ll pr

esen

t di

spla

ys t

o th

e op

erat

or

Ref

eren

ce th

e Veh

icle

Tra

ckin

g su

bsys

tem

,10

8de

scri

bing

the

sta

tus

of e

ach

trip

: lo

catio

n, s

peed

, de

stin

atio

n,co

ntro

l re

spon

se,

proj

ecte

d ro

ute;

and

arc

hive

the

se d

ata

(co-

requ

irem

ent

with

the

Veh

icle

Tra

ckin

g su

bsys

tem

}.TI

VR

TIVR

sub

syst

em s

hall

inte

rfac

e to

the

TM

C D

BMS

for

the

Prov

ided

via

a D

BM

S SQ

L A

PI.

109

stor

ing

of n

on-p

ersis

tent

rou

ting

deta

ils p

rior

to

diss

emin

atio

nto

ext

erna

l sy

stem

s.

AU

TOM

ATE

D C

ON

TRO

L SO

FTW

AR

E D

OW

NLO

AD

ING

(SA

CS)

ID

REQ

UIR

EMEN

T &

FU

NCT

ION

AL S

PECI

FICA

TIO

NIM

PLEM

ENTA

TIO

N S

PECI

FICA

TIO

NS

SACS

100*

The

SACS

sub

syst

em s

hall

rece

ive

requ

ests

to

tran

smit

new

cont

rol

softw

are,

dat

a, o

r di

agno

stic

s to

sel

ecte

d fie

ldTh

e us

er in

terf

ace

shal

l pro

vide

a te

mpl

ate

for s

peci

fyin

g ta

rget

cont

rolle

rs

or

proc

esso

rs.

loca

tions

, equ

ipm

ent,

conf

igur

atio

ns, s

oftw

are

mod

ules

to b

ese

nt, e

tc. T

he re

ques

ts m

ay o

rigin

ate

from

with

in th

e TM

C o

rfr

om o

utsi

de th

e TM

C (p

rovi

ded

that

the

TMC

supp

orts

rem

ote

SACS

SAC

S sh

all p

rovi

de a

mec

hani

sm to

sele

ct fi

eld

cont

rolle

rs o

r pro

cess

ors i

n th

eac

cess

).

l00.

1 fie

ld th

at a

re to

rece

ive

new

con

trol s

yste

m u

pdat

es.

SACS

100.

1.1

SAC

S sh

all a

llow

con

trolle

rs to

be

sele

cted

indi

vidu

ally

, all

with

in a

giv

ensu

bnet

wor

k, a

ll co

ntro

llers

for t

he n

etw

ork,

or b

y ki

nd.

SACS

SACS

sha

ll pr

ovid

e a

mec

hani

sm fo

r the

ope

rato

r to

sele

ct a

nd re

triev

e th

e10

0.2

exec

utab

les

and

files

man

aged

by

the

Doc

umen

t and

File

Man

agem

ent t

hat a

reFi

eld

equi

pmen

t nee

ds to

hav

e th

e ca

pabi

lity

to g

o on

stan

dby

to b

e tra

nsm

itted

to re

mot

e fie

ld c

ontro

llers

or p

roce

ssor

s (re

fere

nce

SM 1

05).

(e.g

., fla

sh m

ode)

whi

le so

ftwar

e is

bei

ng lo

aded

or d

iagn

osed

.

SACS

The

files

retri

eved

sha

ll be

eith

er e

xecu

tabl

es fo

r con

trol s

oftw

are

upda

tes

or d

ata

Also

nee

d to

run

rem

ote d

iagn

ostic

s.

100.

3fil

es. F

or in

stan

ce, a

dat

a fil

e co

uld

be se

nt th

at w

ould

allo

w th

e co

ntro

ller t

oup

date

its d

ynam

ic co

mm

unic

atio

n ne

twor

k (a

ssum

ing

wire

less

, con

figur

able

,co

mm

unic

atio

n lin

ks).

SACS

The

SACS

sub

syst

em s

hall

prov

ide

an i

nter

face

with

the

TM

C10

1D

BMS

subs

yste

m t

o ob

tain

dat

a re

late

d to

the

cur

rent

This

cou

ld b

e pr

ovid

ed v

ia a

n SQ

L A

PI.

conf

igur

atio

n of

har

dwar

e an

d so

ftwar

e in

the

fie

ld.

The

TMC

DBM

S su

bsys

tem

sha

ll pr

ovid

e de

tails

on

softw

are

vers

ions

,I

hard

war

e ve

rsio

ns,

date

s in

stal

led,

etc

., fo

r se

lect

ed c

ompo

nent

sin

the

con

figur

atio

n.

In p

artic

ular

, it

shou

ld p

rovi

de e

xecu

tabl

etil

e na

mes

for

exe

cuta

bles

. Th

is w

ill a

llow

the

file

to

late

r be

retr

ieve

d fr

om D

ocum

ent

and

File

Man

agem

ent

subs

yste

m.

SACS

The

SACS

sub

syst

em s

hall

prov

ide

an i

nter

face

with

the

102

Conf

igur

atio

n an

d In

vent

ory

Man

agem

ent

subs

yste

m t

o up

date

Dep

endi

ng o

n th

e arc

hite

ctur

e, th

e con

figur

atio

n up

date

can

be

the

conf

igur

atio

n of

fie

ld c

ontr

olle

rs a

nd p

roce

ssor

s (c

ontr

olm

ade d

irect

ly to

the D

BM

S.

softw

are

and

dyna

mic

co

mm

unic

atio

n lin

ks).

SACS

103

The

SACS

sub

syst

em s

hall

log

all

chan

ges

to t

he c

onfig

urat

ion

of t

he f

ield

equ

ipm

ent.

A D

BM

S in

terf

ace

or d

irect

ly to

a fi

le.

SAC

STh

e SA

CS s

ubsy

stem

sha

ll pr

ovid

e an

int

erfa

ce w

ith t

he10

4D

ocum

ent

and

File

Man

agem

ent

subs

yste

m t

o se

lect

and

ret

riev

eSo

ftwar

e w

ill b

e st

ored

in o

pera

ting

syst

em ti

les,

whi

ch a

re

files

and

exe

cuta

bles

(re

fere

nce

SM 1

00.2

).lo

cate

d in

dire

ctor

ies.

The

file

nam

es th

emse

lves

shou

ld b

ere

fere

nced

in th

e “co

nfig

urat

ion,

” bu

t mai

ntai

ned

by th

eCo

nfig

urat

ion

and

Inve

ntor

y M

anag

emen

t Sub

syst

em.

SACS

105*

SAC

S1.0

5.1SA

CS10

5.2

SACS

105.

3SA

CS10

5.4

SACS

105.

5SA

CS10

5.6

SA

CS

106

SACS

106.

1

SAC

S1

06

.2SA

CS

10

6.3

The

SACS

sub

syst

em s

hall

prov

ide

an e

lect

roni

c in

terf

ace

with

field

equ

ipm

ent

to t

rans

mit

softw

are,

dat

a, o

r di

agno

stic

proc

edur

es t

o th

e fie

ld a

nd t

o re

ceiv

e ve

rific

atio

n ba

ck f

rom

the

fiel

d.

The

SAC

S su

bsys

tem

shal

l tra

nsm

it co

ntro

l sof

twar

e ex

ecut

able

s to

sele

cted

cont

rolle

rs a

nd p

roce

ssor

s in

the

field

.Th

e SA

CS s

ubsy

stem

sha

ll tra

nsm

it da

ta to

fie

ld c

ontro

llers

and

pro

cess

ors

that

will

allo

w th

e con

trolle

rs to

reco

nfig

ure t

heir

dyna

mic

com

mun

icat

ion

netw

ork.

The S

AC

S su

bsys

tem

shal

l tra

nsm

it di

agno

stic

pro

cedu

res t

o fie

ld co

ntro

llers

and

proc

esso

rs th

at w

ill su

ppor

t tes

ting

and

diag

nosi

s.Th

e SA

CS

subs

yste

m sh

all p

rovi

de su

ppor

t to

rest

art c

ontro

l sof

twar

e.

The S

AC

S su

bsys

tem

shal

l rec

eive

ver

ifica

tions

from

fiel

d eq

uipm

ent t

hat

trans

miss

ions

wer

e cor

rect

ly re

ceiv

ed an

d in

corp

orat

ed.

The

SACS

subs

yste

m sh

ah u

pdat

e th

e co

nfig

urat

ion

by se

ndin

g up

date

s to

the

Conf

igur

atio

n an

d In

vent

ory

Man

agem

ent s

ubsy

stem

onc

e ver

ifica

tion

isre

ceiv

ed (r

efer

ence

SM

103

).Th

e SA

CS s

ubsy

stem

sha

ll su

ppor

t a

GUI

for

disp

lays

, qu

erie

s,re

port

s, an

d co

mm

ands

.Th

e SA

CS

subs

yste

m sh

all p

rovi

de a

GU

I tha

t sup

ports

the

inte

ract

ions

betw

een

the

user

and

the

Doc

umen

t and

File

Man

agem

ent s

ubsy

stem

(ref

eren

ce10

0.2)

.Th

e SA

CS

subs

yste

m sh

all p

rovi

de a

GU

I tha

t sup

ports

the

inte

ract

ions

betw

een

the

user

and

the

TMC

DBM

S (r

efer

ence

SM

102

).Th

e SA

CS

subs

yste

m sh

all p

rovi

de a

GU

I tha

t sup

ports

the

inte

ract

ions

betw

een

the

user

and

the

field

equ

ipm

ent (

refe

renc

e SM

106

).

The

conn

ectiv

ity sh

all b

e pr

ovid

ed b

y th

e Tr

affic

Con

trol

Syst

em’s

com

mun

icat

ion

links

to th

e fie

ld e

quip

men

t. A

rem

ote

acce

ss to

the

field

equ

ipm

ent c

ompu

ter i

s req

uire

d. T

he o

pera

ting

syst

em a

t the

loca

l con

trolle

r mus

t sup

port

netw

ork

prot

ocol

s to

exch

ange

info

rmat

ion

with

the

TMC.

The

pro

toco

l of c

hoic

e is

TCP/

IP.

Onc

e dia

gnos

tics h

ave b

een

chec

ked

and

the c

onfig

urat

ion

has

Ibeen

cha

nged

, an

entry

will

be

mad

e to

upd

ate

the

conf

igur

atio

n.

This

is s

uppo

rted

by th

e Co

mm

on G

UI,

and

conf

orm

s to

OSF

/Mot

if s

tyle

.

CO

NFI

GU

RA

TIO

N A

ND

IN

VEN

TOR

Y M

AN

AG

EMEN

T (S

CIM

)

ID

REQ

UIR

EMEN

T &

FU

NCT

ION

AL S

PEC

IFIC

ATI

ON

IMPL

EMEN

TATI

ON

SPE

CIFI

CATI

ON

SSC

IM10

0Th

e SC

IM s

ubsy

stem

sha

ll su

ppor

t bo

th c

onfig

urat

ion

man

agem

ent

and

inve

ntor

y m

anag

emen

t.Th

is sy

stem

will

resi

de o

n to

p of

the

DB

MS

and

will

use

DB

MS

form

s or

cus

tom

cod

e.SC

IM10

1Th

e SC

IM s

ubsy

stem

sha

ll m

anag

e th

e co

nfig

urat

ion

ofha

rdw

are

and

softw

are

asse

ts b

oth

in t

he f

ield

and

in t

he T

MC.

The

conf

igur

atio

n is

mai

ntai

ned

in th

e D

BMS

in th

e fo

rm o

fta

bles

whi

ch ca

n be

acce

ssed

thro

ugh

ad h

oc q

uerie

s as w

ell a

s

The

hard

war

e an

d so

ftwar

e in

the

field

can

incl

ude

surv

eilla

nce

and

cont

rol

equi

pmen

t, co

mm

unic

atio

n lin

ks, a

nd th

e ass

ocia

ted

softw

are.

Mor

esp

ecifi

cally

this

incl

udes

com

pute

rs, p

erip

hera

ls, c

ontro

llers

(pr

oces

sors

), lo

opde

tect

ors,

envi

ronm

enta

l sen

sors

(vis

ibili

ty, p

ollu

tion,

tem

pera

ture

,pr

ecip

itatio

n), p

hysi

cal c

omm

unic

atio

n lin

ks (t

o si

gnal

hea

ds, d

etec

tors

, to

ace

ntra

l com

pute

r or a

n ad

jace

nt c

ontro

ller)

, sig

nals

, ram

p m

eter

s, C

MS,

HAR

,an

d CC

TV ca

mer

as.

repo

rts.

The

softw

are

in th

e fie

ld c

an in

clud

e al

l ope

ratio

nal s

oftw

are

(sou

rce

code

,ob

ject

cod

e, an

d ex

ecut

able

s for

con

trol a

nd m

onito

ring)

and

ass

ocia

ted

data

,op

erat

ing

syst

ems,

and

appl

icat

ion

supp

ort t

ools

(com

pile

rs, l

ibra

ries,

DB

MS,

etc.

).

The h

ardw

are i

n th

e TM

C ca

n in

clud

e com

mun

icat

ion

links

, sup

port

syst

emha

rdw

are,

and

exte

rnal

com

mun

icat

ion

syste

m in

terfa

ces.

Mor

e sp

ecifi

cally

this

incl

udes

fro

nt-e

nd c

omm

unic

atio

n eq

uipm

ent a

nd p

hysic

al c

omm

unic

atio

nlin

ks, c

ompu

ters

, mon

itors

, per

iphe

rals

, int

er-c

ompu

ter c

omm

unic

atio

n lin

ks,

etc.

SCIM

101.1

The

softw

are

in th

e TM

C c

an in

clud

e Sup

port

Syste

m a

pplic

atio

ns(e

xecu

tabl

es, s

ourc

e co

de, o

bjec

t cod

e) a

nd a

ssoc

iate

d da

ta, o

pera

ting

syste

ms,

and

appl

icat

ion

supp

ort

tool

s (c

ompi

lers

, lib

rarie

s, D

BMS,

etc

.).T

he co

nfig

urat

ion

man

agem

ent e

lem

ent s

hall

mai

ntai

n re

cord

s fro

m th

e TM

CD

BM

S fo

r eac

h pi

ece

of h

ardw

are

that

will

trac

k its

type

, loc

atio

n,m

anuf

actu

rer,

mod

el n

umbe

r, in

stalla

tion

date

, pur

chas

e da

te, m

odifi

catio

n or

serv

icin

g hi

story

and

oth

er te

chni

cal d

etai

ls as

soci

ated

with

spe

cific

type

of

hard

war

e co

mpo

nent

. Sup

port

shal

l be

prov

ided

to d

ispla

y an

d pr

int t

hese

reco

rds.

SCIM

The c

onfig

urat

ion

man

agem

ent e

lem

ent s

hall

mai

ntai

n re

cord

s fro

m th

e TM

C10

1.2

DBM

S fo

r eac

h pi

ece

of s

oftw

are

that

will

trac

k is

crea

tion

date

, fun

ctio

n,au

thor

, mod

ifica

tion

date

and

hist

ory,

and

oth

er te

chni

cal d

etai

ls (c

ompi

lers

and

othe

r to

ols

requ

ired

to r

ebui

ld).

Supp

ort s

hall

be p

rovi

ded

to d

ispla

y an

d pr

int

thes

e re

cord

s.SC

IMTh

e con

figur

atio

n m

anag

emen

t ele

men

t sha

ll m

aint

ain

reco

rds f

rom

the T

MC

101.

3D

BMS

that

def

ine

a co

mm

on n

etw

ork

repr

esen

tatio

n. T

he c

omm

on n

etw

ork

repr

esen

tatio

n de

fines

the

com

mun

icat

ion

netw

ork

betw

een

cont

rolle

rs,

dete

ctor

s, si

gnal

s, an

d th

e TM

C. I

t als

o de

fines

the

stat

e of

eac

h co

mpo

nent

inth

e ne

twor

k (e

.g.,

wor

king

, req

uire

s ser

vici

ng, a

bnor

mal

). Su

ppor

t sha

ll be

prov

ided

to d

ispla

y an

d pr

int t

hese

reco

rds.

SCIM

The

SCIM

sub

syst

em s

hall

acce

pt r

eque

sts

for

upda

tes

to a

Th

is s

hall

be m

eet i

n tw

o w

ays:

thro

ugh

the

Cnm

mon

GU

I and

102

hard

war

e or

sof

twar

e co

nfig

urat

ion

or c

ompo

nent

. th

roug

h an

app

licat

ion

API

. Upd

ates

to a

con

figur

atio

n w

ill b

edo

ne th

roug

h a

GU

I pan

el th

at co

nfor

ms t

o th

e O

SF/M

otif

Sty

leG

uide

. The

upd

ates

will

be

stor

ed in

the

DB

MS.

The

GU

I w

illac

cept

req

uests

for

con

figur

atio

n or

inve

ntor

y up

date

s, di

spla

ycu

rren

t con

figur

atio

n an

d in

vent

ory

data

from

the

TMC

DBM

S,an

d fa

cilit

ate

repo

rt ca

pabi

litie

sSC

IMTh

e SC

IM

subs

yste

m

shal

l pe

rfor

m

inve

ntor

y m

anag

emen

t. Th

e co

nfig

urat

ion

is m

aint

aine

d in

the

DBM

S in

the

form

of

103

tabl

es w

hich

can

be

acce

ssed

thro

ugh

ad h

oc q

uerie

s as w

ell a

sre

ports

.O

rder

qua

ntiti

es f

or s

pare

par

ts w

ill b

e ge

nera

ted

base

don

Est

imat

e O

rder

Qua

ntity

(EO

Q) f

orm

ulas

usi

ng d

ata

mai

ntai

ned

in th

e D

BMS.

Tim

e to

ord

er w

ill b

e pr

ovid

ed in

mon

thly

repo

rts p

rovi

ded

to th

e us

er.

SCIM

The

SCIM

subs

yste

m sh

all m

aint

ain

inve

ntor

ies,

obta

ined

from

the

TMC

103.

1D

BM

S, o

f spa

re p

arts

and

all

TMC

ass

ets.

SCIM

The S

CIM

subs

yste

m sh

ah g

ener

ate o

rder

qua

ntiti

es an

d tim

e to

orde

r10

3.2

estim

ates

. Tim

e to

ord

er e

stim

ates

shal

l be

disp

laya

ble

and

prin

tabl

e.SC

IMTh

e co

nfig

urat

ion

shal

l su

ppor

t an

int

erfa

ce w

ith t

he D

ocum

ent

Whe

n a

new

file

is a

dded

to th

e co

nfig

urat

ion,

the

Doc

umen

t and

104

and

File

Man

agem

ent

subs

yste

m t

o de

posit

(ad

d or

ove

rwri

te)

File

Man

agem

ent S

ubsy

stem

will

be

notif

ied.

Thi

s w

ill b

ean

d re

trie

ve r

eque

st f

iles

(sou

rce

code

, ob

ject

cod

e, e

xecu

tabl

e pr

ovid

ed th

roug

h an

app

licat

ion

API

. PO

SIX

mes

sage

que

ues

orco

de,

data

).TC

P/IP

sock

ets w

ill b

e us

ed.

SCIM

The

SCIM

sub

syst

em s

hall

supp

ort

an i

nter

face

with

the

TM

C Th

is s

ubsy

stem

resi

des

on to

p of

the

DB

MS.

DB

MS

form

s10

5D

BMS

to r

etri

eve

conf

igur

atio

n an

d in

vent

ory

data

. co

uld

prov

ide

this

cap

abili

ty o

r cus

tom

softw

are

coul

d be

deve

lope

d

SCIM

The

SCIM

sub

syst

em s

hall

an

elec

tron

ic i

nter

face

106

with

the

Aut

omat

ed C

ontr

ol S

oftw

are

Dow

nloa

ding

sub

syst

emTh

is w

ill b

e pr

ovid

ed th

roug

h an

app

licat

ion

API

. PO

SIX

to r

ecei

ve e

lect

roni

c up

date

s to

the

con

figur

atio

n of

sof

twar

e in

mes

sage

que

ues o

r TC

P/IP

sock

ets w

ill b

e us

ed.

the

field

. Th

e up

date

s m

ay b

e ei

ther

con

trol

sof

twar

e up

date

s or

upda

tes

to t

he c

omm

unic

atio

n ne

twor

k fo

r a

part

icul

arco

ntro

ller

(ass

umin

g a

wir

eles

s co

mm

unic

atio

nne

twor

k).

SCIM

The

SCIM

sub

syst

em s

hall

faci

litat

e an

ele

ctro

nic

inte

rfac

e10

7w

ith t

he D

ata

Val

idat

ion

subs

yste

m t

o se

nd u

pdat

es t

o th

eTh

is w

ill b

e pr

ovid

ed th

roug

h an

app

licat

ion

API

. PO

SIX

DBM

S.m

essa

ge q

ueue

s or T

CP/

IP so

cket

s will

be

used

. Dep

endi

ng o

nth

e al

loca

tion

of th

e va

lidat

ion

func

tions

, som

e or

all

of th

eva

lidat

ion

may

be

perfo

rmed

by

the

DBM

S.

EVEN

T P

LAN

NIN

G A

ND

SC

HED

ULI

NG

(SE

PS)

xtem

also

urce

s of e

vent

info

rmat

ion

can

subm

itin

form

atio

non

eith

erco

nstr

uctio

nor

spe

cial

eve

nt p

lans

,fr

om a

n el

ectr

onic

syst

em i

nter

face

or

a hu

man

int

erfa

ce.

a re

gula

r bas

is (e

.g.,

wee

kly

or m

onth

ly) i

n ac

cord

ance

with

apr

e-sp

ecifi

ed n

otat

ion

(for

mat

) and

pro

toco

l. Th

e pre

-spe

cifie

dno

tatio

n w

ill b

e un

ders

tand

able

by

this

sys

tem

. The

pro

toco

lsh

all b

e Fi

le T

rans

fer P

roto

col (

FTP)

for s

yste

ms

that

hav

ere

mot

e ac

cess

and

are

tran

smitt

ing

files

. The

form

at sh

all a

tm

inim

um c

onta

in th

e fo

llow

ing

field

: tim

e, d

ate,

act

ivity

nam

e,ac

tivity

type

, loc

atio

n (a

ddre

ss o

r XY

coor

dina

te),

dura

tion,

and

anno

tatio

ns (

spec

ifyin

g re

sour

ces,

traffi

c de

man

ds, s

peci

alre

quire

men

ts, e

tc.).

For

spec

ial e

vent

s, a

field

for e

xpec

ted

atte

ndan

ce w

ill b

e pr

ovid

ed. F

or c

onst

ruct

ion

even

ts, a

fiel

d fo

rla

nes

clos

ed w

ill b

e pr

ovid

ed.

Even

t not

ices

ente

red

by th

eop

erat

or w

illus

eth

ese

rvic

es o

f the

Thes

e ty

pes o

f not

ices

are

not

dep

osite

d on

to th

e ev

ent c

alen

dar.

SEPS

103

SEPS

104

The

SEPS

sub

syst

em s

hall

deve

lop

scen

ario

s fo

r us

e in

cont

inge

ncy

plan

ning

for

pla

nned

and

non

-pla

nned

eve

nts

(e.g

.,in

cide

nts)

. Fo

r pl

anne

d ev

ents

the

sce

nari

o w

ill b

e pa

rtly

prov

ided

. Fo

r in

cide

nts,

supp

ort

for

deve

lopm

ent

of t

he e

ntir

esc

enar

io w

ill b

e pr

ovid

ed.

The

SEPS

sub

syst

em s

hall

prov

ide

a sy

stem

int

erfa

ce t

o th

eIn

tegr

ated

Mod

elin

g M

anag

er t

o de

term

ine

traf

fic c

ontr

olst

rate

gies

.

SEPS

The S

EPS

subs

yste

m sh

all d

evel

op ev

ent p

lans

for p

lann

ed ev

ents

by

inte

ract

ing

104.

1 w

ith th

e In

tegr

ated

Mod

elin

g M

anag

er, t

he u

ser,

and

the

Doc

umen

t and

File

Man

agem

ent S

yste

m.

SEPS

Th

e SE

PS su

bsys

tem

shal

l dev

elop

con

tinge

ncy

plan

s for

inci

dent

s by

104.

2 in

tera

ctin

g w

ith th

e In

tegr

ated

Mod

elin

g M

anag

er, t

he u

ser,

and

the

Doc

umen

tan

d Fi

le M

anag

emen

t Sys

tem

.SE

PS

The

SEPS

sub

syst

em s

hall

prov

ide

a sy

stem

int

erfa

ce t

o th

e10

5D

ocum

ent

and

File

Man

agem

ent

syst

em t

o re

trie

ve p

ast

plan

s an

dto

mod

ify o

r ge

nera

te n

ew p

lans

.

SEPS

The

SEPS

sub

syst

em s

hall

prov

ide

a sy

stem

int

erfa

ce w

ith t

he10

6TM

C D

BMS

to o

btai

n tr

ansit

sch

edul

es f

or u

se i

n ev

ent

plan

ning

.SE

PS

The

SEPS

sub

syst

em s

hall

prov

ide

a sy

stem

int

erfa

ce w

ith t

he10

7D

ata

Val

idat

ion

and

Der

ivat

ion

syst

em f

or w

ritin

g tr

affic

con

trol

str

ateg

ies

and

even

t in

form

atio

n ba

ck t

o th

e TM

C D

BMS.

SEP

S T

he S

EPS

subs

yste

m s

hall

prov

ide

a sy

stem

int

erfa

ce w

ith t

he10

8 I/

O M

anag

er t

o ha

ndle

the

sch

edul

ing

of c

ontr

ol s

yste

m p

lans

and

exte

rnal

age

ncy

outp

uts.

SEPS

108.

1

The

user

shal

l use

the

even

t dat

a to

con

stru

ct a

com

plet

e sc

enar

ioor

mul

tiple

sce

nario

s. Th

ese

scen

ario

s ar

e th

e ba

sis

for w

hich

actio

n pl

ans

can

be d

evel

oped

.

Traf

fic s

cena

rios

(incl

udin

g all

dat

a ne

ed fo

r run

ning

traf

ficm

odel

s) ar

e dev

elop

ed w

ithin

the M

odel

ing

Man

ager

whi

ch ca

nbe

bro

ught

up

as a

sep

arat

e ap

plic

atio

n on

the

wor

ksta

tion.

Alin

kage

is c

reat

ed b

etw

een

the

Even

t ID

, the

scen

ario

dat

a, a

nd th

eou

tput

resu

lts.

The

DBM

S m

ay b

e us

ed in

con

junc

tion

with

the

Doc

umen

t and

File

Man

agem

ent S

ubsy

stem

to a

ctua

lly s

tore

con

tinge

ncy

plan

sA

n ap

plic

atio

n A

PI to

the

DB

MS

and

the

Doc

umen

t and

File

Man

agem

ent S

ubsy

stem

is u

sed

to re

triev

e co

ntin

genc

y pl

anin

form

atio

n. T

he D

ocum

ent a

nd F

ile M

anag

emen

t Sub

syst

emw

ill st

ore

the

text

and

pro

cedu

res a

ssoc

iate

d w

ith th

e con

tinge

ncy

plan

.Pr

ovid

ed v

ia an

appl

icat

ion

API

.

Prov

ided

via

an ap

plic

atio

n A

PI.

The

traff

ic c

ontro

l pla

n co

rres

pond

ing

to a

pla

nned

even

t can

be

sche

dule

d fo

r im

plem

enta

tion

by a

utom

aric

atiy

logg

ing

an e

vent

entry

in th

e I/O

Man

ager

(sch

edul

er).

The

even

t ent

ry w

illin

clud

e an

eve

nt ti

me,

id, c

ontro

l pla

n id

, etc

.

Prov

ided

via

an

appl

icat

ion

API

, usi

ng T

CP/IP

soc

kets

or P

OSI

X

The

SEPS

subs

yste

m sh

all s

uppo

rt an

ele

ctro

nic I

nter

face

with

oth

er e

xter

nal

syste

ms

or e

xter

nal a

genc

ies

that

may

requ

ire p

lann

ed c

onstr

uctio

n or

spe

cial

even

t dat

a. T

his e

lect

roni

c, e

xter

nal s

yste

m in

terf

ace

will

be

man

aged

by

the I

/O

SEPS

108.

2

SEPS

109

SEPS

109.

1

SEPS

109.

2SE

PS10

9.3

SEPS

109.

4SE

PS10

9.4. I

SEPS

109.

4.2

SEPS

109.

4.3

SEPS

110

The

SEPS

sub

syste

m s

hah

sche

dule

impl

emen

tatio

n of

der

ived

traf

fic c

ontro

lpl

ans f

or p

lann

ed e

vent

s with

the

I/O M

anag

er, w

hich

will

ultim

ately

feed

the

Traf

fic C

ontro

l Sys

tem

s at t

he p

rope

r tim

e.Th

e SE

PS s

ubsy

stem

sha

ll ha

ve a

n op

erat

or i

nter

face

. Th

eop

erat

or i

nter

face

will

be

grap

hica

l an

d in

tera

ctiv

e.Th

is se

rvic

e w

ill b

e pr

ovid

ed b

y th

e C

omm

on G

UI,

whi

ch w

ill

The o

pera

tor i

nter

face

shal

l sup

port

the m

anua

l ent

ry o

f eve

nt ty

pes c

onsi

stin

g of

conf

orm

to th

e O

SF/M

otif

Sty

le G

uide

.

plan

ned

even

ts o

r not

ices

for c

ontin

genc

y pl

ans.

The

entry

shal

l enc

ompa

ss th

efie

lds t

hat w

ill c

ompo

se fo

rmat

of t

he p

resp

ecifi

ed n

otat

ion.

The

oper

ator

inte

rface

sha

ll su

ppor

t the

gra

phic

al re

pres

enta

tion

of th

e ev

ent

sche

dule

via

a sc

hedu

le ti

mel

ine.

The

oper

ator

inte

rface

sha

ll su

ppor

t man

ual s

ched

ulin

g of

a p

lann

ed e

vent

.Th

e m

ajor

func

tiona

lity

of th

is s

ubsy

stem

is to

ass

embl

e a

com

preh

ensi

ve ev

ent c

alen

dar f

or v

ario

us ty

pes o

f eve

nts

(con

stru

ctio

n, sp

ecia

l); h

owev

er, t

his s

yste

m a

lso

prov

ides

the

capa

bilit

y to

act

ually

sch

edul

e ev

ents

. In

this

cas

e, s

uppo

rt is

prov

ided

to re

com

men

d th

e bes

t tim

es to

sche

dule

even

ts b

ased

The

oper

ator

inte

rface

sha

ll ha

ve r

epor

t cap

abili

ties.

Repo

rt ge

nera

tion

shal

l hav

e th

e ca

pabi

lity

to b

e so

rted

alph

abet

ical

ly o

rch

rono

logi

cally

.

on k

now

ledg

e in

the

even

t cal

enda

r and

hist

oric

al d

ata.

The

oper

ator

inte

rface

sha

ll su

ppor

t har

d co

py p

rinto

ut o

f eve

nt s

ched

ules

.

The

oper

ator

inte

rface

sha

ll su

ppor

t har

d co

py p

rinto

ut o

f eve

nt n

otic

es.

The

SEPS

sub

syst

em s

hall

supp

ort

the

auto

mat

ic a

nd m

anua

lsc

hedu

ling

of e

vent

s.

The

SEPS

subs

yste

m sh

all s

uppo

rt m

anua

l sch

edul

ing

whe

re a

n ev

ent c

an b

e

Man

ual r

eque

sts a

re h

andl

ed th

roug

h th

e Com

mon

GU

I.A

utom

atic

requ

ests

are

han

dled

thro

ugh

a sy

stem

API

(e.g

.,FT

P).

SEPS

110.

1pl

aced

on

the

sche

dule

at th

e us

er's

disc

retio

n, r

egar

dles

s of

pen

ding

con

flict

s.SE

PS

The S

EPS

subs

yste

m sh

all s

uppo

rt au

tom

atic

sche

dulin

g w

here

each

even

t11

0.2

notic

e is a

utom

atic

ally

pla

ced

on th

e sch

edul

e at a

spec

ific t

ime.

SEPS

Th

e SE

PS s

ubsy

stem

sha

ll ha

ve s

uppo

rt f

or m

anag

ing

at l

east

111

two

diffe

rent

sch

edul

es (

even

t, co

nstr

uctio

n).

Impl

emen

ted

usin

g a

new

inte

rnal

stru

ctur

e (e

.g.,

clas

s, lin

ked

list,

etc.

)SE

PS

The

SEPS

sub

syst

em s

hall

be c

apab

le o

f sc

hedu

ling

a m

axim

um11

21,

440

one-

min

ute

even

ts p

er d

ay.

It i

s ex

pect

ed,

how

ever

, th

atTh

e re

solu

tion

of th

e in

tern

al st

ruct

ure

shal

l hav

e su

ffic

ient

this

is no

t re

alist

ic s

ince

the

typ

ical

spe

cial

eve

nt i

s 4

hour

s,le

ngth

to a

ccom

mod

ate

the

max

imum

num

ber o

f act

iviti

es.1

and

the

typi

cal

cons

truc

tion

even

t ra

nges

fro

m 1

day

to

seve

ral

mon

ths

or y

ears

.SE

PSTh

e ev

ent

sche

dule

sha

ll su

ppor

t ev

ent

sche

dulin

g up

to

5 ye

ars

113

in a

dvan

ce.

(sam

e as

abo

ve)

MA

INTE

NA

NC

E M

AN

AG

EMEN

T S

UB

SYST

EM (

SMM

S)

ID

REQ

UIR

EMEN

T &

FU

NCT

ION

AL S

PECI

FICA

TIO

N

IMPL

EMEN

TATI

ON

SPE

CIFI

CATI

ON

SSM

MS

SMM

S sh

all

rece

ive

equi

pmen

t fa

ilure

inp

uts

from

ele

ctro

nic

or

The

elec

troni

c in

terf

ace

shal

l be

prov

ided

with

oth

er sy

stem

s tha

t10

0hu

man

in

terf

aces

. Th

is sy

stem

sha

ll su

ppor

t a

sche

dulin

g de

tect

failu

res.

This

inte

rfac

e w

ill b

e su

ppor

ted

via

POSI

Xca

pabi

lity

to s

ched

ule

repa

irs

for

failu

re r

epor

ts.

mes

sage

que

ues o

r TCP

/IP so

cket

s.SM

MS

The

sche

dule

r sha

ll ha

ve a

n el

ectro

nic

inte

rface

with

oth

er s

yste

ms

capa

ble

of10

0.1au

tom

atic

ally

dete

ctin

g fa

ilure

s or m

onito

r usa

ge o

f var

ious

ATM

S as

sets

.SM

MS

The

sche

dule

r sha

ll in

terfa

ce to

the

TMC

Har

dwar

e an

d So

ftwar

e M

onito

ring

100.

1.1

subs

yste

m to

elec

troni

cally

rece

ive f

ailu

re ev

ents

.SM

MS

The s

ched

uler

shal

l int

erfa

ce to

the I

nput

Stre

am P

roce

ssin

g to

elec

troni

cally

100.

1.2

rece

ive c

omm

unic

atio

n fa

ilure

even

ts.

SMM

STh

e sch

edul

er sh

all h

ave t

he ca

pabi

lity

to in

gest

failu

re re

ports

man

ually

via

a10

0.2

oper

ator

int

erfa

ce.

SMM

STh

e op

erat

or in

terfa

ce s

hall

supp

ort t

he e

ntry

of r

equi

red

info

rmat

ion

need

ed to

Th

e fo

rmat

sha

ll at

min

imum

hav

e a

time,

failu

re ty

pe, o

rigin

.10

0.2.

1sa

tisfy

a re

ques

t for

the

sche

dule

r.SM

MS

SMM

S sh

all h

ave

the

capa

bilit

y to

inge

st v

ario

us ty

pes o

f req

uest

s for

100.

2.2

mai

nten

ance

or r

epai

r act

iviti

es.

SMM

STh

e sc

hedu

ler s

hall

inge

st re

ques

ts fo

r fie

ld s

urve

illan

ce e

quip

men

t rep

air o

r10

0.2.

2.1

mai

nten

ance

. The

se sh

all i

nclu

de lo

op d

etec

tors

, con

trolle

rs, a

nd C

CTV

.SM

MS

The

sche

dule

r sha

ll in

gest

requ

ests

for f

ield

con

trol a

nd s

igna

l equ

ipm

ent r

epai

r or

100.

2.2.

2 m

aint

enan

ce. T

hese

sha

ll in

clud

e: T

raff

ic li

ghts,

Typ

e-17

0 Co

ntro

llers

, SBC

68

cont

rolle

rs, N

EMA

con

trolle

rs, C

MS,

and

Ram

p m

eter

s.SM

MS

The

sche

dule

r sha

ll in

gest

requ

ests

for r

epai

r or m

aint

enan

ce o

f com

mun

icat

ions

100.

2.2.

3 in

terfa

ces

betw

een

the

field

and

the

TMC.

SMM

STh

e sc

hedu

ler s

hall

inge

st re

ques

ts fo

r roa

dway

infra

struc

ture

repa

ir or

100.

2.3.

4m

aint

enan

ce. T

hese

shal

l inc

lude

thin

gs li

ke p

otho

le fi

xes,

salt

crew

, and

re-

surfa

cing

.SM

MS

The

sche

dule

r sha

ll in

gest

requ

ests

for T

MC

Har

dwar

e an

d So

ftwar

e re

pair

or10

0.2.

3.5

mai

nten

ance

. Thi

s sha

ll in

clud

e all

the h

ardw

are a

nd so

ftwar

e res

ourc

es w

ithin

the p

hysi

cal c

onfin

es o

f the

TM

C, in

clud

ing

DBM

S, h

ardw

are c

ompo

nent

s,so

ftwar

e pro

cess

, and

com

mun

icat

ion

links

.SM

MS

All

requ

ests

sha

ll be

log

ged

to a

sep

arat

e lo

g fil

e.

Req

uest

s th

atTh

e fa

ilure

log

will

be

mai

ntai

ned

in th

e D

BM

S.10

1ne

ed t

o be

sch

edul

ed w

ill a

lso b

e ro

uted

to

the

sche

dulin

gpr

oces

s.SM

MS

The

sche

dule

r sh

all

inte

rfac

e to

the

TM

C D

BMS

to o

btai

n Pr

ovid

ed th

roug

h an

API

to th

e D

BMS.

102

mai

nten

ance

dat

a fo

r th

e fa

iled

asse

t.

SMM

S10

3Th

e sc

hedu

ler

shal

l ha

ve a

n op

erat

or i

nter

face

. The

ope

rato

rin

terf

ace

will

be

grap

hica

l an

d in

tera

ctiv

e.Su

ppor

t pr

ovid

ed b

y th

e Co

mm

on G

UI.

The

Com

mon

GU

I will

SMM

S Th

e op

erat

or in

terf

ace

shal

l sup

port

the

man

ual e

ntry

of a

ll re

ques

t typ

es. T

he. c

onfo

rm to

OSF

/Mot

if st

yle

guid

elin

es.

103.

1 en

try sh

all e

ncom

pass

the

field

s tha

t will

com

pose

form

at o

f the

requ

est

nota

tion.

SMM

S Th

e op

erat

or in

terfa

ce s

hall

supp

ort t

he g

raph

ical

rep

rese

ntat

ion

of th

e10

3.2

mai

nten

ance

or r

epai

r sch

edul

e vi

a a

sche

dule

tim

elin

e.SM

MS

The

oper

ator

inte

rface

sha

ll su

ppor

t the

gra

phic

al r

epre

sent

atio

n of

res

ourc

e10

3.3

utili

zatio

n ov

ertim

e.SM

MS

103.

4Th

e ope

rato

r int

erfa

ce sh

all s

uppo

rt m

anua

l sch

edul

ing

of an

activ

ity.

SMM

S Th

e op

erat

or in

terfa

ce s

hall

have

rep

ort c

apab

ilitie

s.10

3.5

SMM

STh

e op

erat

or in

terfa

ce s

hall

supp

ort h

ard

copy

prin

tout

of

sche

dule

s.10

3.3.

5.1

SMM

STh

e op

erat

or in

terfa

ce s

hall

supp

ort h

ard

copy

prin

tout

of

requ

ests.

1 03.

3.5.

2SM

MS

The

oper

ator

inte

rface

sha

ll su

ppor

t har

d co

py p

rinto

ut o

f req

uests

that

wer

e no

t10

3.3.

5.3

sche

dule

d.SM

MS

The

sche

dule

r sh

all

supp

ort

auto

mat

ic a

nd m

anua

l sc

hedu

ling

of10

4ac

tivi

ties

.Pr

ovid

ed b

y a

sche

dulin

g al

gorit

hm. A

ctiv

ities

incl

ude

repa

irs

SMM

STh

e sc

hedu

ler s

hall

supp

ort m

anua

l sch

edul

ing

whe

re a

n ac

tivity

can

be

plac

edfo

r fa

iled

com

pone

nts

and

prev

entiv

e m

aint

enan

ce.

104.1

anyw

here

on

the

sche

dule

at t

he u

ser’s

disc

retio

n.SM

MS

The

sche

dule

r sha

ll su

ppor

t aut

omat

ic s

ched

ulin

g w

here

eac

h re

ques

t is

104.

2au

tom

atic

ally

pla

ced

on th

e sc

hedu

le a

t a sp

ecifi

c tim

e, o

r if a

tim

e is

not

spec

ified

, it c

an b

e au

tom

atic

ally

pla

ced

on th

e sc

hedu

le b

ased

on

spec

ified

cons

train

ts an

d ot

her

cons

ider

atio

ns.

SMM

S

The

sche

dule

r sh

all

supp

ort

resc

hedu

ling

of a

ctiv

ities

.10

5Pr

ovid

ed b

y a

resc

hedu

ling

algo

rithm

.

SM

MS

The

sche

dulin

g al

gori

thm

sha

ll ha

ve t

he c

apab

ility

to

perf

orm

106

reso

urce

con

stra

int

sche

dulin

g an

d re

sour

ce l

evel

ling.

Alg

orith

m m

anag

es th

e co

nstra

ints

exp

ress

ed in

eac

h ac

tivity

.

SMM

STh

e sc

hedu

ler s

hall

plac

e th

e ac

tivity

on

the t

imel

ine o

r ide

ntify

a c

onfli

ct w

ithin

106.

15

seco

nds.

SM

MS

The

sche

dulin

g al

gori

thm

sha

ll be

goa

l dr

iven

.10

7A

s a p

aram

eter

to th

e al

gorit

hm, a

goa

l sha

ll be

giv

en (e

.g.,

The

sche

dule

r sh

all

supp

ort

an e

lect

roni

c in

terf

ace

with

oth

erm

axim

ize t

he n

umbe

r of a

ctiv

ities

).S

MM

S10

8Pr

ovid

ed v

ia A

PIs

impl

emen

ted

usin

g PO

SIX

mes

sage

que

ues o

rex

tern

al s

yste

ms

for

data

tra

nsfe

r of

mai

nten

ance

and

rep

air

data

. TC

P/IP

soc

kets

.SM

MS

The

sche

dule

r sha

ll pr

ovid

e a

capa

bilit

y to

inte

grat

e ad

ditio

nal i

nter

face

s th

at w

ill10

8.1

prov

ide f

ailu

re in

form

atio

n.

SMM

S10

8.2

The

sche

dule

r sha

ll in

terfa

ce to

the

l/O M

anag

er to

sch

edul

e fa

ilure

logs

or r

epor

tou

tput

s to

exte

rnal

age

ncie

s or s

yste

ms.

SMM

S10

9*Su

ppor

t sh

all

be p

rovi

ded

for

the

auto

mat

ic p

agin

g of

mai

nten

ance

per

sonn

el f

or c

erta

in f

ailu

res.

Serv

ice

is a

vaila

ble

thro

ugh

pagi

ng v

endo

rs. T

his

wor

ks in

SMM

Sco

njun

ctio

n with

syst

em-g

ener

ated

even

ts.

110

Supp

ort

shal

l be

pro

vide

d to

der

ive

Mea

n Ti

me

Betw

een

Failu

res

(MTB

F) a

nd M

ean

Tim

e B

etw

een

Mai

nten

ance

(M

TBM

) fo

r fa

iled

Calc

ulat

ed M

TBF

and

MTB

M e

stim

ates

are

sto

red

in th

e D

BMS.

com

pone

nts.

SMM

S11

0.1

Base

d on

the

MTB

M, t

he s

ched

uler

sha

ll pr

ovid

e su

ppor

t to

auto

mat

ical

lyre

com

men

d an

d sc

hedu

le p

reve

ntiv

e m

aint

enan

ce a

ctiv

ities

.SM

MS

The

SMM

S su

bsys

tem

shal

l mai

ntai

n st

atis

tics f

or u

sage

leve

ls o

f the

var

ious

Th

e us

age

leve

ls sh

all b

e co

rrel

ated

to re

spec

tive

Mea

n Ti

me

110.

2 as

sets

(har

dwar

e, so

ftwar

e, co

mm

link

s, da

taba

ses)

insid

e/ou

tside

of

the

TMC.

B

etw

een

Failu

res (

MTB

F) an

d M

ean

Tim

e Bet

wee

n M

aint

enan

ce

SMM

S11

1Th

e sc

hedu

ler

shal

l be

cap

able

of

sche

dulin

g a

max

imum

1,4

40(M

TBM

).

.

one-

min

ute

activ

ities

per

day

.It

is

expe

cted

, ho

wev

er,

that

the

Inte

rnal

stru

ctur

es m

ust p

rovi

de th

is le

vel o

f res

olut

ion.

min

imum

mai

nten

ance

and

rep

air

activ

ity w

ill t

ake

15 m

inut

es;

thus

rea

listic

ally

onl

y 96

act

iviti

es p

er d

ay c

ould

be

sche

dule

d in

any

24-h

our

peri

od.

TMC

HA

RD

WA

RE

AN

D S

OFT

WA

RE

MO

NIT

OR

ING

(ST

HS)

IDST

HS

100

STHS

1.00

.1

STHS

100.

2

STHS

100.

3

STHS

100.

4

REQ

UIR

EMEN

T &

FU

NCT

ION

AL S

PECI

FICA

TIO

NIM

PLEM

ENTA

TIO

N S

PECI

FICA

TIO

NS

The

STH

S su

bsys

tem

sha

ll id

entif

y sy

stem

fau

lts w

ithin

the

TMC

by c

ontin

uous

ly m

onito

ring

the

per

form

ance

of

TMC

This

is li

kely

to re

quire

the

use

of b

oth

cust

om a

nd C

OTS

softw

are.

CO

TS so

ftwar

e is

ava

ilabl

e fo

r DB

MS

and

asse

ts.

com

mun

icat

ion

mon

itorin

g. S

ome

mon

itorin

g fu

nctio

ns a

repr

ovid

ed b

y th

e ope

ratin

g sy

stem

for s

oftw

are p

roce

sses

, h

owev

er, c

usto

m U

nix

scrip

ts w

ill b

e re

quire

d.Th

e STH

S su

bsys

tem

shal

l ide

ntify

har

dwar

e fau

lts w

ithin

the T

MC

. Har

dwar

efa

ults

shal

l con

sist

of d

own

node

s on

the

netw

ork,

resu

ltant

from

mem

ory,

cpu,

disk

, or o

ther

per

iphe

ral p

robl

ems.

The

STH

S su

bsys

tem

shal

l ide

ntify

softw

are

faul

ts w

ithin

the

TMC

. Sof

twar

efa

ults

shal

l con

sist

of,

but n

ot b

e lim

ited

to, o

pera

ting

syst

em a

nom

alie

s,sw

appe

d ou

t sof

twar

e pr

oces

ses,

dow

n so

ftwar

e pr

oces

ses a

nd in

ter-p

roce

ssco

mm

unic

atio

n.Th

e ST

HS

subs

yste

m sh

all i

dent

ify c

omm

unic

atio

n fa

ults

with

in th

e TM

C.

The

com

mun

icat

ion

faul

ts sh

all c

onsi

st o

f fau

lts a

t the

net

wor

k le

vel (

e.g.

, nod

eto

nod

e) an

d w

ith co

mm

unic

atio

n in

terf

aces

to ex

tern

al sy

stem

s,Th

e ST

HS

subs

yste

m sh

all i

dent

ify d

atab

ase

faul

ts w

ithin

the

TMC

. Thi

s is

perfo

rmed

by

mon

itorin

g D

BMS

reso

urce

s. Th

is in

clud

es d

atab

ase

usag

e (ta

ble

acce

ss c

ount

s, nu

mbe

r of j

oins

, etc

.) an

d da

taba

se s

izin

g (d

atab

ase

size,

tabl

esi

ze, e

tc.).

STH

STh

e ST

HS

subs

yste

m s

hall

repo

rt f

ailu

res

by f

acili

tatin

g a

The

inte

rfac

e w

ill b

e a

TCP/

IP o

r PO

SIX

mes

sage

que

ue A

PI.

101

syst

em i

nter

face

with

the

TM

C D

BMS

and

the

Mai

nten

ance

Th

e ac

tual

repo

rting

of t

he fa

ilure

is lo

gged

in th

e D

BMS.

Man

agem

ent

subs

yste

m.

Not

ifica

tion

is p

rovi

ded

to th

e M

aint

enan

ce M

anag

emen

tsu

bsys

tem

for t

he sc

hedu

ling

of re

pairs

.A

ll fa

ilure

s do

not n

eces

saril

y re

quire

mai

nten

ance

and

repa

ir.A

utom

atic

pag

ing

is p

refe

rred

, but

not

requ

ired.

STH

S T

he S

THS

subs

yste

m sh

all l

og fa

ilure

s to

a lo

g fil

e.I

I10

1.2

STH

S Th

e ST

HS

subs

yste

m s

hall

supp

ort

a sy

stem

int

erfa

ce t

o th

e Th

e in

terf

ace

will

be

a TC

P/IP

or P

OSI

X m

essa

ge q

ueue

API

.10

3 Co

nfig

urat

ion

and

Inve

ntor

y M

anag

emen

t su

bsys

tem

to

obta

in

The

impl

emen

tatio

n m

ay ju

stify

a d

irect

acc

ess t

o th

e D

BM

S an

dan

d up

date

cur

rent

con

figur

atio

n da

ta.

not t

he C

onfig

urat

ion

and

Inve

ntor

y M

anag

emen

t sub

syst

em, i

nw

hich

cas

e an

SQ

L AP

I w

ill b

e us

ed.

STH

S Th

e ST

HS

subs

yste

m s

hall

have

the

cap

abili

ty t

o as

sign

DBM

S ha

s kno

wle

dge

of th

e ty

pes o

f fai

lure

s and

cor

resp

ondi

ng10

4pr

iori

ties

to a

ll ty

pes

of f

ailu

res.

prio

ritie

s.

105ST

HS

Th

e ST

HS

subs

yste

m s

hall

mai

ntai

n st

atist

ics

for

failu

res

of

The

stat

istic

s for

the

purp

oses

of t

his s

yste

m m

ay b

e ea

sily

asse

ts.

calc

ulat

ed fr

om D

BMS

info

rmat

ion,

and

may

not

requ

ire th

e us

eof

ext

ensi

ve c

usto

m so

ftwar

e or

the

use

of a

stat

istic

s pac

kage

.ST

HS

106

STH

S10

6.1

STH

S10

6.2

STH

S, 1

06.3

The

STH

S su

bsys

tem

sha

ll ha

ve a

n op

erat

or i

nter

face

. Pr

ovid

ed b

y th

e Co

mm

on G

UI a

nd c

onfo

rms

to O

SF/M

otif

styl

egu

idel

ines

.Th

e op

erat

or in

terfa

ce s

hall

prov

ide

a m

echa

nism

for r

epor

ting

failu

res

to a

com

pute

r dis

play

and

to a

prin

ter.

Repo

rts c

an b

e so

rted

by ty

pes a

nd p

riorit

ies.

The

oper

ator

inte

rface

sha

ll pr

ovid

e a

mec

hani

sm fo

r disp

layi

ng s

tatu

s or

sta

teda

ta f

or a

ll m

onito

red

asse

ts.Th

e op

erat

or in

terfa

ce s

hall

prov

ide

a m

echa

nism

for d

ispla

ying

the

usag

e le

vels

of a

ll m

onito

red

asse

ts.

ATM

S C

OM

PON

ENT

SIM

ULA

TIO

NS

MO

DEL

S (A

AC

S)

ID

REQ

UIR

EMEN

T AN

D F

UN

CTIO

NAL

SPE

CIFI

CATI

ON

AACS

The

AACS

sub

syst

em i

s a

repo

sitor

y of

mod

els

that

sim

ulat

e10

0ex

tern

al d

ata

sour

ces

ente

ring

the

TM

C. T

his

incl

udes

:‘p

artia

l

a. V

ideo

Dat

a.b.

Tra

ffic

Surv

eilla

nce

Dat

a - l

oop

dete

ctor

s, ar

ea-w

ide

dete

ctor

s, qu

eue

leng

thde

tect

ors,

acou

stic

det

ecto

rs, o

ptica

l/inf

rare

d (im

age p

roce

ssin

g) d

etec

tors

,bu

s det

ecto

r, so

nic,

rada

r, lig

ht e

mis

sion

, etc

.c.

Wea

ther

and

Envi

ronm

enta

l Sur

veill

ance

Dat

a - v

isib

ility

det

ecto

rs, f

ogde

tect

ors,

ice d

etec

tors

, pre

cipi

tatio

n (s

leet

, sno

w, r

ain)

det

ecto

rs,

tem

pera

ture

det

ecto

rs (

road

and

air)

, pol

lutio

n de

tect

ors.

d. T

rip p

lann

ing

data

or O

-D d

ata.

e. P

arki

ng S

urve

illan

ce D

ata.

f. G

roun

d ve

hicl

e pr

obe

data

.g.

AV

I prio

rity

data

.

IMP

LEM

EN

TA

TIO

N S

PE

CIF

ICA

TIO

NS

The

sim

ulat

ion

of e

ach

of th

e ab

ove

inpu

t typ

es w

ill b

eac

com

plis

hed

thro

ugh

sepa

rate

sim

ulat

ion

mod

els f

or e

ach

data

stre

am. S

ome

the

of th

e m

odel

s fun

ctio

n as

dat

a ge

nera

tors

Oth

er m

odel

s ar

e(e

.g.,

the

sim

ulat

ion

of a

rout

ing

requ

est).

sim

ilar t

o fin

ite s

tate

aut

omat

a (F

SA);

they

mod

el a

sta

tem

achi

ne, w

ith 1

or m

ore

stat

es; i

n ea

ch st

ate

a di

ffer

ent

beha

vior

is m

odel

ed. I

n th

is c

ase

the

mod

els r

ecei

vein

form

atio

n th

at tr

ansi

tion

them

to a

new

sta

te. A

loop

det

ecto

rsi

mul

atio

n m

odel

, for

inst

ance

, nee

ds to

kno

w w

hen

a co

ntro

lpl

an c

hang

es so

that

it c

an m

odel

the

new

beh

avio

r (co

-re

quire

men

t with

traf

fic si

mul

atio

n m

odel

s).

h. In

terr

egio

nal t

raff

ic in

form

atio

n fr

om o

ther

ATM

S.i.

HA

ZMA

T an

d Em

erge

ncy

vehi

cle r

outin

g re

ques

ts.

j. M

AY

DA

Y m

essa

ges.

k. R

eque

sts

for h

isto

rical

info

rmat

ion.

I. Th

e op

erat

iona

l sta

tus

of e

xter

nal s

yste

ms.

m. E

nviro

nmen

tal d

ata i

nclu

ding

wea

ther

and

pollu

tion

leve

ls.

n. D

ata

from

ext

erna

l sys

tem

s or d

atab

ases

(e.g

., H

AZM

AT)

.o.

Sig

nal p

reem

ptio

n da

ta su

ch a

s veh

icle

loca

tion

and

spee

d.p.

Inc

iden

t Sta

tus

repo

rts.

q. Sp

ecia

l eve

nt p

lans

and

requ

ests

for s

uppo

rt.r.

Tran

sit D

ata

(e.g

., bu

s sch

edul

es --

rout

es, h

eadw

ays,

stop

s).

AA

CSTh

e AA

CS s

ubsy

stem

sha

ll pr

ovid

e an

int

erfa

ce t

o th

e In

put

This

cou

ld b

e pr

ovid

ed v

ia a

TCP

/IP so

cket

or P

OSI

X m

essa

ge10

1St

ream

Pro

cess

ing

subs

yste

m f

or e

ach

of t

he d

ata

stre

ams

bein

g qu

eue.

simul

ated

. Th

is in

terf

ace

will

fac

ilita

te t

he e

ntra

nce

of t

he r

awda

ta i

nto

the

syst

em.

AA

CS

102

The

AA

CS s

ubsy

stem

sha

ll pr

ovid

e an

int

erfa

ce i

nto

the

TMC

DBM

S to

rec

eive

any

nec

essa

ry d

ata.

The

tra

ffic

and

envi

ronm

enta

l su

rvei

llanc

e m

odel

s, fo

r in

stan

ce,

will

req

uire

know

ledg

e of

cur

rent

con

trol

str

ateg

ies/t

actic

s/pla

ns t

oac

cura

tely

sim

ulat

e ra

w d

ata

(i.e.

, “s

mar

t sim

ulat

ion,

” th

is is

aco

-req

uire

men

t w

ith t

he T

raffi

c Si

mul

atio

n M

odes

sub

syst

em).

Like

wise

, th

e pr

obe

vehi

cle

simul

atio

n m

odel

s w

ill i

nges

t th

ero

utin

g pa

ttern

s co

mpu

ted

by t

he D

ynam

ic T

raffi

c A

ssig

nmen

tm

odel

s an

d w

ill r

epre

sent

the

res

pons

es o

f Pr

obe

Veh

icle

dri

vers

to r

oute

gui

danc

e in

form

atio

n in

the

sim

ulat

ed d

ata.

Also

req

uire

d fr

om t

he d

atab

ase,

is

stat

ic n

etw

ork

data

(e.

g.,

geom

etri

es),

and

conf

igur

atio

n da

ta (

setu

p da

ta t

hat

spec

ifies

the

loca

tion,

and

typ

e of

eac

h se

nsor

, co

ntro

ller,

sign

al h

ead,

etc

.).

AA

CS

The

AACS

sub

syst

em w

ill p

rovi

de a

gra

phic

al u

ser

inte

rfac

e fo

r10

3th

e us

er t

o in

tera

ct w

ith t

he v

ario

us s

imul

atio

n m

odel

s.A

AC

STh

e use

r int

erfa

ce sh

all a

llow

a si

mul

atio

n sc

enar

io to

be c

onfig

ured

.10

3.1

AA

CS

The

conf

igur

atio

n of

the

scen

ario

ent

ails

the

sele

ctio

n of

dat

a str

eam

s to

be

103.

1.1

sim

ulat

ed; a

nd th

e sel

ectio

n of

corr

espo

ndin

g m

odel

s (in

case

s whe

re th

ere i

sno

t a o

ne-to

-one

map

ping

bet

wee

n a

data

stre

am a

nd a

mod

el).

AA

CS

For

the

simul

atio

n of

traf

fic a

nd e

nviro

nmen

tal s

urve

illan

ce d

ata,

the

oper

ator

103.

1. 1

.1 w

ill sp

ecify

sign

al co

ntro

ller a

nd se

nsor

type

s by

node

.A

AC

S Th

e co

nfig

urat

ion

of d

ata

strea

ms

that

nee

d sp

atia

l and

tem

pora

l ref

eren

ce w

ill10

3.1.

2be

acco

mm

odat

ed. F

or in

stan

ce, t

o si

mul

ate t

raff

ic an

d en

viro

nmen

tal

surv

eilla

nce

feed

s, th

e sy

stem

will

requ

ire a

refe

renc

e po

int t

hat w

ill m

ap to

asp

ecifi

c lo

catio

n on

the

anal

ysis

net

wor

k (e

.g., X

Y c

oord

inat

es, o

r oth

erid

entif

iers

).A

AC

STh

e co

nfig

urat

ion

of a

sim

ulat

ion

scen

ario

shal

l per

mit

the

sele

ctio

n of

an

103.

1.2.

1 an

alys

is ne

twor

k fo

r th

e pu

rpos

es o

f sim

ulat

ing

traffi

c an

d en

viro

nmen

tal

surv

eilla

nce d

ata.

The

sele

ctio

n of

a ne

twor

k w

ill al

low

the c

orre

spon

ding

actu

al co

nfig

urat

ion

(type

s and

loca

tions

of s

enso

rs) o

f the

net

wor

k to

be

retri

eved

from

the

TMC

DB

MS.

Onc

e, th

e co

nfig

urat

ion

data

is o

btai

ned,

the

sele

ctio

n of

mod

els t

o us

e w

ill b

e au

tom

atic

.A

AC

STh

e co

nfig

urat

ion

of th

e sc

enar

io sh

all a

lso

perm

it th

e sp

ecifi

catio

n of

any

103.

1.3

nece

ssar

y ru

n co

ntro

l dat

a.A

AC

STh

e co

nfig

urat

ion

of th

e sc

enar

io, i

nvol

ving

env

ironm

enta

l sim

ulat

ion

(whi

ch10

3.1.

4in

clud

es th

e en

viro

nmen

tal d

ata

that

cou

ld c

ome

from

veh

icle

pro

bes

or fr

omth

e si

mul

atio

n of

env

ironm

enta

l sen

sors

them

selv

es),

shal

l per

mit

the

initi

alsp

ecifi

catio

n of

envi

ronm

enta

l con

ditio

ns (e

.g.,

tem

pera

ture

, pol

lutio

n le

vels

,pr

ecip

itatio

n, e

tc.).

This

coul

d be

pro

vide

d vi

a an

SQ

L A

PI.

This

is s

uppo

rted

by th

e C

omm

on G

UI.

The

GU

I will

com

ply

with

Mot

if St

yle

Gui

de.

AA

CS

103.

2A

AC

S10

3.2.

1A

AC

S10

3.2.

2A

AC

S10

3.2.

3A

AC

S10

3.2.

3.1

AA

CS

103.

2.3.

2

AA

CS

103.

2.3.

3A

ACS

103.

2.3.

4

AA

CS10

3.2.

3.5

AA

CS

103.

3A

AC

S10

3.3.

1

AA

CS

104

AA

CS

104.

1

The

user

inte

rface

sha

ll in

gest

man

ually

ent

ered

eve

nts

via

an o

pera

tor i

nter

face

durin

g (r

eal-t

ime)

sim

ulat

ion.

The

oper

ator

sha

ll be

abl

e to

inpu

t a fa

ilure

mod

e fo

r any

spe

cifie

d co

mpo

nent

such

as a

det

ecto

r, a

cont

rolle

r or c

omm

unic

atio

n lin

e at

any

poi

nt in

tim

e.Th

e op

erat

or sh

all s

peci

fy th

e “p

enet

ratio

n” o

f Pro

be V

ehic

les,

by v

ehic

le ty

pe,

as w

ell a

s th

e in

form

atio

n tra

nsfe

rred

betw

een

the

TMC

and

the

vehi

cle.

The

oper

ator

shal

l spe

cify

out

put o

ptio

ns o

f all

sim

ulat

ed c

ompo

nent

s in

real

time.

The

oper

ator

shah

be

able

to c

ontro

l the

type

s of o

utpu

ts fr

om p

robe

veh

icle

s.

The

oper

ator

shal

l sel

ect t

hose

loop

det

ecto

rs th

at w

ill d

ispl

ay on

/off

stat

e in

anim

atio

n fo

rmat

, inc

ludi

ng c

alls

to th

e co

ntro

ller,

and

thos

e fo

r whi

ch st

ates

cond

ition

, ove

r tim

e, w

ill b

e acc

esse

d an

d ar

chiv

ed. /

/Res

erve

d//,

The o

pera

tor s

hall

spec

ify lo

catio

ns o

f Cha

ngea

ble M

essa

ge S

igns

.//R

eser

ved/

/.Th

e op

erat

or s

hall

spec

ify lo

cal (

i.e.,

cont

rolle

r-bas

ed) p

roce

ssor

s of

adi

strib

uted

cont

rol a

rchi

tect

ure.

(Eac

h su

ch co

ntro

ller w

ill ex

ecut

e a sp

ecifi

cal

gorit

hm)

//Res

erve

d//.

The

oper

ator

shal

l spe

cify

con

trolle

r-bas

ed d

ata

acqu

isitio

n. fu

sion.

and

com

mun

icat

ion

prot

ocol

. //R

eser

ved/

/.Th

e G

UI s

hall

prov

ide

disp

lays

for t

he s

imul

ated

dat

a fo

r sel

ecte

d str

eam

s.

For e

ach

sim

ulat

ed c

ompo

nent

, the

sim

ulat

or sh

all h

ave

an o

utpu

t mod

ule

whi

ch p

rovi

des g

raph

ical

and

text

info

rmat

ion

to th

e op

erat

or. T

his m

odul

ew

ill in

clud

e bo

th st

atic

and

ani

mat

ion

(for

pro

bes)

gra

phic

s. Th

e an

imat

ion

can

be p

rovi

ded

in re

al ti

me (

i.e. i

n pa

ralle

l with

the s

imul

atio

n m

odel

’s ex

ecut

ion)

.Th

e co

mpo

nent

sim

ulat

ion

mod

els

shal

l m

icro

scop

ical

lyre

plic

ate,

to

the

sam

e le

vel

of d

etai

l as

the

dev

ices

the

mse

lves

,th

eir

outp

ut d

ata,

str

uctu

re,

tran

smis

sion

rat

es, a

nd p

roto

col

info

rmat

ion.

Dep

endi

ng u

pon

the

leve

l of s

ophi

stic

atio

n of

the

mod

el, i

t sho

uld

also

stoc

hast

ical

ly ca

use c

erta

in co

mpo

nent

s of t

he sy

stem

to fa

il on

a pr

obab

ilist

ic

The a

ccur

acy

and

mea

ning

fuln

ess o

f the

sim

ulat

ed d

ata i

s afu

nctio

n of

the

leve

l of s

ophi

stic

atio

n fo

r eac

h m

odel

.Fo

rin

stan

ce, t

he sp

eed

outp

ut fr

om a

loop

det

ecto

r mig

ht b

ege

nera

ted

a nu

mbe

r of w

ays:

a. L

ess S

ophi

stic

ated

- ran

dom

num

ber g

ener

ator

.b.

Sop

hist

icat

ed -

base

d of

f of h

isto

ric o

r arc

hive

d da

ta fo

r asi

mila

r con

text

.c.

Mor

e So

phis

ticat

ed -

base

d on

his

toric

dat

a an

d re

spon

sive

toch

ange

s in

traff

ic co

ntro

l.

DY

NA

MIC

TR

AFF

IC A

SSIG

NM

EN

T S

UB

SYST

EM

(A

DT

A)

IDA

DT

A10

0

AD

TA10

0.1AD

TA10

1*

AD

TA10

1.1

AD

TA10

1.2

AD

TA10

1.3

REQ

UIR

EMEN

T AN

D F

UN

CTIO

NAL

SPE

CIFI

CATI

ON

IM

PLEM

ENTA

TIO

N S

PECI

FICA

TIO

NS

ADTA

sha

ll in

terf

ace

with

the

Int

egra

ted

Mod

el M

anag

er f

orTr

ansfe

rrin

g da

ta t

o/fr

om o

ther

TM

C su

ppor

t sy

stem

s.Th

ein

terf

ace

shal

l su

ppor

t bo

th t

he s

tand

-alo

ne u

se o

f AD

TA a

swe

ll as

tra

nsfe

rrin

g da

ta b

etw

een

AD

TA a

nd o

ther

sys

tem

se.

g. T

WTM

).A

DTA

sha

ll tra

nsfe

r the

com

pute

d M

OE

to T

WTM

via

the

Mod

el M

anag

er fo

rhe

pur

pose

of d

eter

min

ing

the

onse

t or s

prea

d of

con

gesti

on.

ADTA

sha

ll op

erat

e in

a d

escr

iptiv

e m

ode

to p

erfo

rm a

pat

h-ba

sed

traf

fic a

ssig

nmen

t of

a t

ime-

depe

nden

t O

-D t

able

with

inth

e co

ntex

t of

a p

resc

ribe

d sc

enar

io t

hat

repr

esen

ts b

oth

dem

and

and

supp

ly c

hara

cter

istic

s. W

hile

in

this

mod

e, A

DTA

sha

llsu

ppor

t re

gion

al r

equi

rem

ents

for

net

wor

k lo

ads

as w

ell

as T

CSre

quir

emen

ts o

f lin

k vo

lum

e pr

ojec

tions

. Th

e pr

imar

y us

es o

fth

e de

scri

ptiv

e as

signm

ent

outp

uts

are:

a. Re

gion

al L

evel

: For

ecas

ting

15 m

inut

e ne

twor

k lo

ads a

t key

inte

rfac

e po

ints

at T

CS b

ound

arie

s. Th

e req

uire

d as

sign

men

t int

erva

l is a

func

tion

of th

esi

ze o

f the

net

wor

k. F

or sm

all n

etw

orks

a 1

5min

ute

inte

rval

is p

roba

bly

suff

icie

nt; f

or la

rge n

etw

orks

, TW

TM m

ay re

quire

30-

min

ute,

or e

ven

long

er, i

nter

vals

to d

evel

op lo

ng-te

rm st

rate

gies

.Ev

alua

ting

pote

ntia

l TW

TM s

trate

gies

in c

once

rt w

ith a

det

aile

d tra

ffic

sim

ulat

ion

mod

el.

b. TM

C L

evel:

Dev

elop

ing

5-m

inut

e lin

k vo

lum

e fo

reca

sts

(see

abo

ve) f

or u

seby

TCS

con

trol a

lgor

ithm

s in

deve

lopi

ng th

e m

id-te

rm fo

reca

sts.

AD

TA sh

all h

ave t

he ca

pabi

lity

to au

tom

atic

ally

adju

st th

e ass

ignm

ent t

ime

inte

rval

dep

endi

ng o

n pr

evai

ling

cond

ition

s an

d th

e siz

e of

the

netw

ork

for

whi

ch th

e as

signm

ent i

s be

ing

dete

rmin

ed (n

ote

that

AD

TA h

as th

e ca

pabi

lity

to a

ssig

n a

parti

al O

-D o

ver a

sub

netw

ork)

.D

eman

d ch

arac

teris

tics t

o be

con

sider

ed b

y A

DTA

incl

ude,

in a

dditi

on to

the

O-D

mat

rix, t

he u

niqu

e ch

arac

teris

tics

and

dem

ogra

phic

s of

trav

eler

s in

the

regi

on w

hich

influ

ence

trav

el b

ehav

ior.

For e

xam

ple,

AD

TA sh

ould

reco

gniz

em

ultip

le u

ser c

lass

es in

term

s of a

vaila

bilit

y of

ATI

S eq

uipm

ent a

ndkn

owle

dge o

f the

net

wor

k.AD

TA sh

all b

e ab

le to

sim

ulat

e an

ass

ignm

ent f

or a

freq

uent

ly c

hang

ing

O-D

mat

rix w

here

any

nod

e in

the

netw

ork

can

be p

oten

tially

con

sider

ed a

s an

orig

in. T

hat i

s, th

e or

igin

-des

tinat

ion

coor

dina

tes

are

not f

ixed

.

4 tra

ffic

ass

ignm

ent a

pplic

atio

n is

spaw

ned

by th

e in

tegr

ated

Mod

eling

Man

ager

(AIM

M),

an a

pplic

atio

n se

rver

. AIM

M s

ets

up th

e A

DTA

inpu

t file

s and

pro

cess

es th

e ou

tput

s, di

rect

ing

them

to th

e clie

nt ap

plic

atio

ns.

Dep

endi

ng o

n th

e im

plem

enta

tion

of th

e as

sign

men

t alg

orith

m, a

dire

ct in

terfa

ce to

a tr

affic

sim

ulat

ion

prog

ram

may

be

requ

ired.

In a

desc

riptiv

e mod

e, A

DTA

solv

es a

user

opt

imal

traf

ficas

sign

men

t pro

blem

. Sup

ply

char

acte

ristic

s are

an

inpu

t to

the

proc

ess i

nclu

ding

net

wor

k ge

omet

ry an

d ch

arac

teris

tics,

as w

ell

as th

e co

ntro

l stra

tegy

.

AD

TA m

ay n

eed

to su

ppor

t mul

tiple

leve

ls o

f net

wor

kab

stra

ctio

n. T

he lo

wes

t lev

el c

orre

spon

ds to

the

repr

esen

tatio

n in

deta

iled

traff

ic si

mul

atio

ns. A

t the

hig

hest

leve

l, on

ly m

ajor

arter

ials a

nd in

terc

hang

es n

eed

to b

e mod

eled

.

AD

TA sh

all e

xecu

te a

t 5-m

inut

e in

terv

als a

t the

regi

onal

leve

l.Th

e up

date

freq

uenc

y re

quire

men

t at t

he T

MC

for 5

-min

ute

fore

cast

s is

eve

ry 1

min

ute.

The

se ti

min

g re

quire

men

ts w

ill b

ein

vesti

gate

d du

ring

the

desig

n ph

ase.

AD

TA sh

all m

odel

mul

tiple

use

r cla

sses

for e

ach

0-D

pai

r. U

ser

clas

ses a

lso

refle

ct b

ehav

ior;

for e

xam

ple,

som

e us

ers m

ay b

em

ore

aver

se to

rout

e di

vers

ion.

AD

TA10

1.4

AD

TA10

1.4.

1

AD

TA sh

all p

rovi

de su

ffic

ient

det

ail f

or sp

ecify

ing

the t

raff

ic co

ntro

l stra

tegi

es

bein

g im

plem

ente

d, th

e ne

twor

k re

pres

enta

tion,

and

driv

er b

ehav

ior t

o ac

hiev

ean

acce

ptab

le le

vel o

f acc

urac

y in

the r

esul

ting

assi

gnm

ent.

AD

TA sh

all h

ave

the

capa

bilit

y to

sim

ulat

e th

e dr

iver

beh

avio

r in

resp

onse

toth

e var

ious

cont

rol m

odes

, par

ticul

arly

CM

S an

d ro

ute d

iver

sion

.

AD

TA10

1.4.

2A

DTA

shal

l em

ploy

pat

h tra

vel t

imes

that

are

con

sist

ent w

ith Ii

nk ti

mes

deriv

ed f

rom

sim

ulat

ion/

optim

izat

ion

prog

ram

s be

ing

used

for

traf

fic c

ontro

lde

term

inat

ion.

AD

TA1O

1.4.2.

1A

DTA

shal

l rep

rese

nt th

e fu

ll ra

nge

of a

cces

s con

trol f

unct

ions

poten

tially

avai

labl

e in

a mat

ure I

VH

S en

viro

nmen

t, in

clud

ing:

a. V

ario

us tr

affic

sign

al c

ontro

l mod

es.

b. R

amp

met

ers.

c. C

MS.

d. R

ever

sibl

e lan

es.

e. H

OV

lane

s.f.

Bro

adca

st in

form

atio

n to

veh

icle

s via

ATI

S, H

AR

, etc

.

In th

e si

mpl

est c

ase,

beh

avio

r is r

epre

sent

ed b

y a

prob

abili

stic

choi

ce m

odel

for e

ach

user

clas

s whi

ch y

ield

s, fo

r eac

h ev

ent,

the

num

ber o

f tra

vele

rs re

spon

ding

, by

resp

onse

cat

egor

y ty

pe’.

Som

e acc

ess c

ontro

l fun

ctio

ns ar

e mod

eled

via

the n

etw

ork

repr

esen

tatio

n. O

ther

s ar

e re

flect

ed in

the

“con

trol l

ogic

” at

netw

ork

node

s. Th

e re

quire

d re

pres

enta

tion

depe

nds

on th

efu

nctio

n of

AD

TA. F

or d

evel

opin

g lin

k-sp

ecifi

c M

OE

one

requ

ires

a de

taile

d re

pres

enta

tion;

for d

evel

opin

g re

gion

al lo

ads,

itis

Onl

y es

sent

ial t

hat s

uffic

ient

det

ail b

e pr

ovid

ed to

cap

ture

driv

ers’

rout

e cho

ices

. CM

S an

d ot

her i

nfor

mat

ion

diss

emin

atio

nfu

nctio

ns ca

n be

mod

eled

usi

ng “i

nfor

mat

ion

node

s.” V

ehic

les

with

in th

e ra

nge

of a

n in

form

atio

n no

de w

ill a

ctiv

ate

thei

r driv

erbe

havi

or l

ogic

.

AD

TA10

1.4.

2.2

AD

TA sh

all i

nter

face

with

a tra

ffic

sim

ulat

ion

mod

el to

com

pute

var

ious

MO

E us

ed in

the

assi

gnm

ent p

roce

ss. T

he si

mul

atio

n m

odel

shal

l hav

e th

eca

pabi

lity

to si

mul

ate i

ncid

ent c

ondi

tions

, inc

ludi

ng tr

affic

acci

dent

s,co

nstru

ctio

n de

lays

, wea

ther

, etc

. The

requ

ired

deta

il in

the

simul

atio

n m

odel

isde

pend

ent o

n th

e A

DTA

func

tion

bein

g pe

rform

ed. F

or d

evel

opin

g ne

twor

klo

ads,

the r

equi

rem

ent i

s to

mai

ntai

n co

nsis

tenc

y of

trav

el ti

me c

alcu

latio

nsan

d m

aint

aini

ng c

erta

in f

low

con

strai

nts.

For

eval

uatin

g TW

TM s

trate

gies

one

mus

t als

o ha

ve th

e ca

pabi

lity

to re

pres

ent t

he v

ario

us c

ontro

l opt

ions

, whi

chre

quire

s a

finer

leve

l of d

etai

l inc

ludi

ng th

e in

corp

orat

ion

of in

divi

dual

driv

erbe

havi

or to

spec

ific c

ontro

ls (e

.g.,

CMS

mes

sage

reco

mm

endi

ng d

iver

sion

). It

is n

oted

that

nm

ning

a dy

nam

ic tr

affic

assi

gnm

ent w

ith a

deta

iled

sim

ulat

ion

will

mee

t bot

h re

quire

men

ts.

AD

TA

AD

TA

sha

ll be

cap

able

of

solv

ing

larg

e-sc

ale

real

istic

102

netw

orks

(e.

g.,

Los

Ang

eles

met

ro a

rea)

bot

h in

ter

ms

ofge

omet

ric

feat

ures

, tr

affi

c co

ntro

l fe

atur

es,

and

netw

ork

load

ing.

ADTA

101

.4.2.2

is a

der

ived

requ

irem

ent w

hich

repr

esen

ts a

nim

plem

enta

tion

deta

il. T

he c

ompu

tatio

n of

traf

fic M

OE

coul

d be

inte

rnal

to tr

affic

ass

ignm

ent,

alth

ough

cur

rent

rese

arch

is n

ot in

this

dire

ctio

n.Se

vera

l tra

ffic

simul

atio

n m

odel

s ar

e ca

ndid

ates

for

con

sider

atio

nin

clud

ing

CORF

LO, a

nd C

OR

SIM

. The

inte

rfac

e be

twee

n th

edy

nam

ic a

ssig

nmen

t and

the

sim

ulat

ion

can

be o

f tw

o ty

pes:

a. R

un a

ssig

nmen

t ->

com

pute

turn

% ->

sim

ulat

e.b.

Imbe

d th

e dy

nam

ic a

ssig

nmen

t with

in th

e si

mul

atio

n.

Net

wor

ks o

f thi

s siz

e. m

ay c

omm

ise

over

500

0 no

des a

nd a

sm

any

links

. The

pro

cess

ing

requ

irem

ent i

s not

like

ly to

be

met

by st

anda

rd w

orks

tatio

ns; p

aral

lel p

roce

ssin

g an

d m

ulti-

com

putin

g pl

atfo

rm a

rchi

tect

ures

nee

d to

be

eval

uate

d(M

ahm

assa

ni, H

., et

. al.

A R

evie

w o

f Dyn

amic

Ass

ignm

ent i

n

T

raff

ic S

imul

atio

n M

odel

s fo

r A

TIS

/AT

MS

App

licat

ions

,,

T

T

r

a

ff

i

c

Sim

ulat

ion

Mod

els

Cent

er fo

r Tra

nspo

rtatio

n Re

sear

ch, U

nive

rsity

of T

exas

at

Aus

tin, F

HW

A C

ontra

ct D

TFH

61-9

0-R-

0007

4, A

pril

199

1).

I

AD

TA

103*

AD

TA

sha

ll pr

ovid

e bo

th r

eal-t

ime

capa

bilit

ies

as w

ell

assu

ppor

t fo

r of

flin

e ev

alua

tion

act

ivit

ies.

Real

-tim

e re

quire

men

ts ar

e dr

iven

by

need

to u

pdat

e tra

vel d

eman

d

ADTA

A

DTA

shal

l dev

elop

a c

ompl

ete

assi

gnm

ent o

f the

full

O-D

mat

rix w

ithin

the

proj

ectio

ns.

103.

1 tim

e w

indo

w re

quire

d by

TW

TM to

dev

elop

a p

roje

ctio

n of

lin

k lo

ads (

15-

min

ute p

roje

ctio

n ev

ery

5 m

inut

es).

The T

WTM

tim

e win

dow

incl

udes

the

time

to sy

nthe

size

an

O-D

mat

rix, r

un th

e as

sign

men

t, an

d pe

rfor

m a

nysu

bseq

uent

man

ipul

atio

ns /c

alib

ratio

ns r

equi

red

outsi

de th

e AD

TA p

rogr

am.

AD

TA

104*

AD

TA

sha

ll su

ppor

t th

e ev

alua

tion

of T

WT

M-d

evel

oped

stra

tegi

es/ta

ctic

s in

rea

l tim

e an

d on

line

(use

r in

the

loo

p)Im

plem

enta

tion

depe

nds o

n ov

eral

l con

figur

atio

n (s

ee A

DTA

101.

thro

ugh

a di

rect

int

erfa

ce t

o a

traf

fic s

imul

atio

n pr

ogra

m f

orge

nera

ting

netw

ork

and

path

-bas

ed M

OE

..

AD

TA

105

AD

TA

sha

ll ha

ve t

he c

apab

ility

to

assi

gn a

par

tial

O-D

mat

rix.

A p

artia

l m

atri

x is

def

ined

as

a pa

rtia

l se

t of

O-D

pai

rs.

The

The p

artia

l O-D

mat

rix d

efin

es a

subn

etw

ork

over

whi

ch th

e OD

s

requ

irem

ent

to d

eal

with

inc

ompl

ete

O-D

dat

a is

allo

cate

d to

will

be

assi

gned

. In

case

s whe

re a

ny o

f the

subn

etw

ork

links

are

the

O-D

Syn

thes

is p

roce

ss.

on p

aths

bet

wee

n O

-D p

airs

whi

ch a

re n

ot in

tern

al to

the

subn

etw

ork,

acc

omm

odat

ions

mus

t be

mad

e. F

or e

xam

ple,

aco

arse

O-D

ass

ignm

ent o

n th

e fu

ll ne

twor

k ca

n ge

nera

tesu

bnet

wor

k O

-D e

stim

ates

(ent

ry a

nd e

xit p

oint

O-D

) whi

ch c

anbe

ass

igne

d to

the

deta

iled

subn

etw

ork.

AD

TA

106

AD

TA

sha

ll op

erat

e in

nor

mat

ive

mod

e to

dev

elop

a “

syst

emop

timal

ass

ignm

ent”

of t

he g

iven

ful

l or

par

tial

O-D

mat

rix.

Syst

em o

ptim

al a

ssig

nmen

t is

defin

ed a

s th

e as

sign

men

t of t

heO

-D m

atrix

suc

h th

at th

e ov

eral

l sys

tem

-leve

l obj

ectiv

e (e

.g.,

AD

TA10

6.1

AD

TA10

6.2

AD

TA10

7

AD

TA sh

all h

ave

the

flexi

bilit

y of

rede

finin

g th

e w

eigh

ts a

ssoc

iate

d w

ith th

eva

rious

obj

ectiv

e fu

nctio

n M

OE

incl

udin

g tra

ffic

and

envi

ronm

enta

l.

AD

TA sh

all h

ave

the

flexi

bilit

y to

spec

ify th

e “b

est”

rout

es b

etw

een

a gi

ven

O-D

pai

r. Th

e “b

est”

rout

es w

ill b

e pr

oces

sed

by T

WTM

to d

eter

min

e ro

utin

gin

stru

ctio

ns to

CM

S or

ATI

S.AD

TA sh

all c

ompu

te p

ath-

base

d tra

vel t

ime e

stim

ates

accu

rate

ly to

with

inex

pect

ed tr

avel

tim

e var

iatio

n on

the p

aths

for t

he g

iven

traf

fic co

nditi

ons.

aver

age

spee

d, tr

avel

tim

e) is

min

imiz

ed/m

axim

ized

. The

syst

em o

ptim

al a

ssig

nmen

t DO

ES N

OT

invo

lve

the

dete

rmin

atio

n of

the

optim

al c

ontro

l pla

n co

rres

pond

ing

to th

eop

timal

rout

es.

Whe

n in

nor

mat

ive

mod

e, o

ne c

anno

t im

bed

the

traff

icas

sign

men

t with

in th

e tra

ffic

sim

ulat

ion

mod

el.

This

requ

irem

ent i

s co-

shar

ed w

ith th

e acc

urac

y fo

r the

O-D

proc

essi

ng a

nd th

e ov

eral

l for

ecas

ting

resp

onsi

bilit

y of

TW

TM,

whi

ch m

ay fu

se D

TA d

ata

with

oth

er so

urce

s (e.

g., p

robe

dat

a).

Trav

el ti

me

varia

nces

will

be

dete

rmin

ed d

urin

g Ta

sk D

.

ISSU

ES:

Seve

ral k

ey p

erfo

rman

ce is

sues

rela

ting

to th

e A

DTA

Sub

syste

m re

mai

n to

be

solv

ed. T

hese

issu

es a

rc p

rimar

ily re

late

d to

the

size

of t

he p

robl

em to

be

deal

t with

, the

leve

l of s

imul

atio

n de

tail

incl

udin

g th

e re

pres

enta

tion

of d

river

beh

avio

r an

d th

eas

sign

men

t tim

e in

terva

l. F

or th

e pu

rpos

e of

this

spec

ifica

tion,

we

have

ass

umed

a 1

5-m

inut

e ass

ignm

ent p

erio

d up

date

; eve

ry 5

mm

utes

on

a ro

lling

hor

izon

bas

is. It

rem

ains

to b

e de

term

ined

whe

ther

a 3

0-m

inut

e in

terv

al w

ith 1

0-15

min

ute

upda

tes

issu

ffici

ent f

or re

gion

al lo

ad d

eter

min

atio

n.

Ano

ther

issu

e de

als

with

the

synt

hesis

of t

he o

rigin

-des

tinat

ion

(O-D

) mat

rix a

nd th

e po

tent

ial r

elat

ions

hip

betw

een

the

AD

TASu

bsys

tem

and

the

O-D

syn

thes

is pr

oces

s- F

or t

he s

ame

reas

on th

at o

ne w

ould

inte

rface

a D

TA m

odel

with

traf

fic s

imul

atio

n to

mai

ntai

n tra

vel t

ime

cons

iste

ncy,

one

mus

t mam

tain

trav

el ti

me

cons

iste

ncy

betw

een

the 0

-D s

ynth

esis

pro

blem

and

the

traff

icas

sign

men

t pro

blem

. We

have

kep

t the

two

proc

esse

s se

para

te in

this

spe

cific

atio

n fo

r con

veni

ence

in d

ealin

g w

ith th

e A

DTA

Su

bsys

tem

as a

com

plet

e pa

ckag

e so

as t

o in

crea

se m

odul

arity

.

HIS

TOR

ICA

L D

ATA

AN

ALY

SIS

(AH

DA

)

rmin

ggsta

tistic

al a

naly

sisth

e ana

lysi

s req

uire

men

t, ana

lpr

ovid

e by

the C

omm

on G

UI

anal

ysis

tool

set (

com

mer

cial

pro

vario

us a

naly

sis

and

disp

lay

optio

ns, i

nclu

ding

sim

ple

retri

eval

sfro

m th

e D

BMS.

Rep

orts

shal

l be

cust

omiz

able

by

the

user

.

Stor

ed in

eith

er o

pera

ting

syst

ems f

iles o

r file

s mai

ntai

ned

by th

eD

BM

S or

the

tool

set p

acka

ge, b

ut m

anag

ed b

y th

is s

yste

m.

AH

DA

The

AH

DA

sub

syst

em s

hall

have

the

cap

abili

ty t

o pe

rfor

m10

1st

atis

tical

an

alys

is

as

need

ed.

The

stat

istic

al a

naly

sis p

acka

ge sh

all h

ave

full

capa

bilit

ies t

ope

rfor

m m

inim

um, m

axim

um, m

ean,

med

ian,

mod

e, s

um,

stand

ard

devi

atio

n, p

erce

ntile

s, et

c.A

HD

A T

he A

HD

A s

ubsy

stem

sha

ll pr

ovid

e an

ope

rato

r in

terf

ace.

The

Th

e G

UI w

ill b

e pr

ovid

ed b

y th

e Co

mm

on G

UI s

ubsy

stem

. If a

103

oper

ator

int

erfa

ce s

hall

be g

raph

ical

and

int

erac

tive.

co

mm

erci

al p

rodu

ct is

use

d it

shou

ld c

ompl

y w

ith O

SF/M

otif

style

gui

delin

es.

.

AHDA

The

oper

ator

inte

rface

sha

ll su

ppor

t the

man

ual e

ntry

of r

eque

sts fo

r hist

oric

dat

a.10

3.1

The

entry

sha

ll in

clud

e th

e fie

lds

that

com

plet

ely

spec

ify th

e re

ques

t.AH

DATh

e op

erat

or in

terfa

ce s

hall

supp

ort s

elec

tion

of a

ppro

pria

te re

port

form

at.

103.

24H

DA

The

oper

ator

inte

rface

sha

ll su

ppor

t sel

ectio

n of

pre

defin

ed re

port

form

ats

from

a10

3.2.

1 m

enu.

4HD

ATh

e op

erat

or in

terfa

ce s

hah

supp

ort c

reat

ion

and

mod

ifica

tion

of re

port

form

ats

103.

2.2

grap

hica

lly an

d/or

from

a m

enu.

AHDA

The

oper

ator

inte

rface

sha

ll su

ppor

t har

d co

py p

rinto

ut o

f rep

orts.

103.

3A

HD

AT

he A

HD

A s

ubsy

stem

sha

ll pr

ovid

e a

syst

em i

nter

face

to

the

I/O

An

even

t ent

ity a

nd a

tim

e w

ill b

e pr

ovid

ed to

the

I/O M

anag

er,

104

Man

ager

for

sch

edul

ing

diss

emin

atio

n of

the

rep

ort

to t

heap

prop

riat

e en

tity.

via

an A

PI (T

CP/IP

or P

OSI

X m

essa

ge q

ueue

s). T

he e

vent

IDw

ill la

ter b

e us

ed to

reca

ll th

e co

rres

pond

ing

repo

rt to

bege

nera

ted

and

trans

mitt

ed to

the

appr

opria

te lo

catio

ns a

t the

requ

este

d tim

e.

Not

e: T

he I/

O m

anag

er sc

hedu

le d

ata

to b

e ou

tput

to e

xter

nal

agen

cies

and

pro

cess

es to

be

run.

AH

DA

T

he A

HD

A s

ubsy

stem

sha

ll pr

ovid

e a

syst

em i

nter

face

to

the

I/O P

rovi

ded

by a

n ap

plic

atio

n A

PI. P

OSI

X m

essa

ge q

ueue

s or

105

Man

ager

for

sch

edul

ing

regu

lar

repo

rts

that

nee

d to

be

gene

rate

d TC

P/IP

soc

kets

can

be

used

. For

app

licat

ions

that

requ

ire u

ser

by t

his

subs

yste

m.

Thi

s co

uld

invo

lve

repo

rts

that

nee

d in

put c

ontro

l, an

ala

rm sh

all b

e se

nt to

the

GU

I.st

atis

tical

ana

lysi

s an

d us

er c

ontr

ol a

nd/o

r in

put.

AH

DA

The

AH

DA

sub

syst

em s

hall

prov

ide

a sy

stem

int

erfa

ce t

o th

e Pr

ovid

ed v

ia a

n A

PI w

ith th

e D

BM

S (e

.g.,

SQL)

.10

6D

ata

Val

idat

ion

for

stor

ing

the

gene

rate

d re

port

s in

the

TM

CD

BM

S.

INTE

GR

ATE

D M

OD

ELIN

G M

AN

AG

ER (

AIM

M)

ID

RE

QU

IRE

ME

NT

& F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

SAI

MM

A

IMM

sha

ll m

anag

e al

l m

odel

s in

clud

ed w

ithin

the

AT

MS.

It

100

will

man

age

all

inpu

ts a

nd o

utpu

ts f

rom

eac

h m

odel

. T

his

AIM

M o

vera

ll so

ftwar

e arc

hite

ctur

e is t

hat o

f a se

rver

whi

ch

incl

udes

col

lect

ing

and

form

attin

g da

ta s

o th

at i

t is

com

patib

lere

ceiv

es re

ques

ts fr

om v

ario

us T

MC

app

licat

ions

(e.g

., TW

TM).

with

wha

t is

exp

ecte

d by

the

var

ious

mod

els,

and

vic

e ve

rsa.

The r

eque

st in

clud

es th

e def

initi

on o

f the

mod

el to

be e

xecu

ted

Thi

s is

a n

eces

sary

and

des

irab

le f

unct

ion

to p

rovi

de,

sinc

ean

d su

ffic

ient

dat

a to

def

ine

a m

odel

ing

scen

ario

. Thi

s may

be

in

mos

t of

the

mod

els

have

alr

eady

bee

n de

velo

ped

or w

ill b

eth

e fo

rm o

f dire

ct d

ata

trans

fer o

f dat

a an

d co

ntro

l par

amet

er

revi

sed

for

IVH

S co

mpa

tibi

lity.

valu

es a

s wel

l as p

oint

ers t

o da

taba

se fi

les c

onta

inin

g th

ene

cess

ary

data

. AIM

M’s

func

tion

is to

con

stru

ct th

e in

put f

iles,

exec

ute

and

mon

itor t

he p

rogr

am, r

efor

mat

the

outp

uts a

s per

the

requ

estin

g ap

plic

atio

ns re

quire

men

ts an

d re

spon

d w

ith th

e res

ults

.Pa

rt of

the

serv

er p

roce

ss m

ay a

lso

incl

ude

prom

ptin

g fo

r nee

ded

user

inpu

ts.

A m

ore

inte

llige

nt v

ersi

on o

f AIM

M w

ould

hav

e it

dete

rmin

e th

e

AIM

M

AIM

M sh

all m

anag

e th

e in

terf

ace

to a

ll Tr

affic

Sim

ulat

ion

mod

els.

This

100.1

in

clud

es a

ll of

the

mac

rosc

opic

and

mic

rosc

opic

leve

l mod

els.

AIM

M

AIM

M sh

all m

anag

e th

e in

terf

ace

to th

e Si

gnal

and

Con

trol O

ptim

izat

ion

100.

2 m

odel

s.

appr

opria

te m

odel

(s)

base

d on

the

eval

uatio

n re

quire

men

t.It

is p

resu

med

that

man

y of

the

mod

els d

o no

t hav

e st

anda

rd d

ata

form

ats.

Whe

n ru

nnin

g a

serie

s of m

odel

s, A

IMM

will

man

age

the

data

trans

fer i

n m

emor

y. In

cas

es w

here

the

data

form

ats o

f the

mod

els d

o no

t coi

ncid

e, A

IMM

will

und

erta

ke th

e nec

essa

ryco

nver

sion

.

AIM

M10

0.3

AIM

M sh

all m

anag

e the

inte

rfac

e to

the D

ynam

ic T

raff

ic A

ssig

nmen

t mod

el.

Dyn

amic

traf

fic a

ssig

nmen

t, al

thou

gh it

is a

sim

ulat

ion/

optim

izat

ion

mod

el, i

s co

nsid

ered

sep

arat

ely

sinc

e it

AIM

M10

0.4

AIM

M10

1

AIM

M s

hall

trans

fer

data

bet

wee

n va

rious

mod

els.

AIM

M s

hall

obta

in t

he n

eces

sary

mod

el i

nput

s fr

om t

he T

MC

DB

MS.

T

his

incl

udes

sta

tic n

etw

ork

data

(i.e

., ge

omet

ries

),in

cide

nt d

ata,

rea

l-tim

e su

rvei

llanc

e or

tra

ffic

sta

te d

ata

(link

spee

ds/v

olum

es,

link

turn

ing

volu

mes

, pa

rkin

g ca

paci

ties

by

loca

tion,

etc

.), s

ugge

sted

rou

ting

info

rmat

ion,

O-D

dat

a or

tabl

es,

tran

sit

sche

dule

s an

d da

ta,

envi

ronm

enta

l da

ta (

rain

,sn

ow,

fog,

ic

y pa

vem

ents

, te

mpe

ratu

re,

pollu

tion

vary

ing

both

spat

ially

an

d te

mpo

rally

), ve

hicl

e cl

asse

s an

d co

mpo

sitio

n,

and

curr

ent

traf

fic

cont

rol

stra

tegi

es/ta

ctic

s/pl

ans

(cur

rent

stra

tegi

es/ta

ctic

s/pl

ans

for

sign

als,

C

MS,

H

AR

), an

d ar

chiv

edor

his

tori

c da

ta.

com

pris

es a

dis

tinct

supp

ort s

yste

m.

The

DB

MS

will

con

tain

mos

t dat

a ne

eded

by

the

vario

us m

odel

s.A

IMM

shal

l ext

ract

the

data

usi

ng S

QL

quer

ies a

nd re

form

at in

the

requ

ired

inpu

t file

form

at fo

r the

mod

els.

Non

-DB

MS

data

pro

cess

ed b

y A

IMM

incl

udes

dat

a th

at is

inpu

tby

the

oper

ator

(e.g

., sc

enar

io d

ata)

or d

ata

pass

ed fr

om c

lient

appl

icat

ions

(e.g

., TW

TM c

ontro

l stra

tegy

).

AIM

M10

2

AIM

M10

2.1

AIM

M10

2.1.

1

AIM

M s

hall

supp

ort

a G

UI

to s

uppo

rt t

he i

nter

actio

n be

twee

n T

he U

ser I

nter

face

will

Dro

vide

all c

apab

ilitie

s sup

porte

d by

the

the

user

and

the

var

ious

mod

els.

The

GU

I sh

all

supp

ort

ente

ring

and

dis

play

ing

data

.

The

GU

I sha

ll su

ppor

t the

cap

abili

ty to

allo

w th

e op

erat

or to

defin

e a sc

enar

io.

A sc

enar

io w

ill ca

ptur

e the

size

and

scop

e of t

he an

alys

is n

etw

ork,

the c

ontro

lin

put d

ata,

the

surv

eilla

nce

inpu

t dat

a, tra

ffic

flow

inpu

t dat

a, tra

ffic

com

posi

tion,

etc

. The

inpu

t dat

a m

ay b

e re

al-ti

me

data

or a

rchi

ved/

hist

oric

data

. A sc

enar

io sh

all f

acili

tate

the

conf

igur

ing

of th

e sy

stem

prio

r to

exec

utin

g an

y si

mul

atio

n or

mod

elin

g. T

his i

nclu

des d

efin

ing

whi

ch in

put

data

will

be

used

, as w

ell a

s des

crib

ing

the

run

cont

rol d

ata

(incl

udin

gex

ecut

ion

spee

ds --

real

-tim

e and

hyp

er re

al-ti

me v

aria

bilit

y). T

his s

ubsy

stem

shal

l also

sup

port

dyna

mic

(in

tera

ctiv

e) c

hang

es to

the

conf

igur

atio

n du

ring

run-

time.

The

GU

I sha

ll pe

rmit

the

user

to in

tera

ctiv

ely

chan

ge th

e si

mul

atio

nen

viro

nmen

t as

exec

utio

n pr

ocee

ds (

e.g.,

to in

trodu

ce/re

mov

e a

lane

clo

sure

,in

cide

nt, s

urve

illan

ce an

omal

y, sp

ecia

l eve

nt, m

aint

enan

ce ev

ent,

etc.

anyw

here

in th

e ana

lysi

s net

wor

k).

AIM

M10

2.1.

2

AIM

M10

2.2

The

GU

I sha

ll pe

rmit

storin

g an

d re

triev

al o

f pre

defm

ed c

onfig

urat

ions

{sce

nario

s) a

nd a

ssoc

iate

d ou

tput

s. Ca

se h

istor

ies

will

be

mai

ntai

ned

for

faste

ron

line

acce

ss ti

mes

.Th

e G

UI s

hall

supp

ort t

he c

apab

ility

to d

ispl

ay o

utpu

t dat

a in

var

ious

form

s.Th

e le

vel o

f det

ail a

nd th

e fo

rmat

shal

l be

tailo

rabl

e by

the

user

. The

out

put

can

be g

raph

ical

or a

lpha

num

eric

and

sha

ll be

sen

t to

eith

er th

e G

UI o

r to

afil

e.

Com

mon

GU

I. A

dditi

onal

capa

bilit

ies i

nclu

de th

ose

base

d-on

spat

ial q

uerie

s sup

porte

d by

the

GIS

. For

exa

mpl

e, o

n th

eM

TEM

net

wor

k di

spla

y, th

e us

er c

an g

raph

ical

ly in

dica

teth

e ar

ea fo

r whi

ch a

stra

tegy

is b

eing

dev

elop

ed o

r tes

ted. T

he ’ne

twor

k ‘o

bjec

ts”

with

in th

e se

lect

ed a

rea

cons

titut

e th

esu

bnet

wor

k to

be

mod

eled

.

Com

pone

nts o

f eac

h sc

enar

io ca

n be

def

ined

aut

omat

ical

ly v

ia a

nin

terf

ace

to th

e TT

CS, T

WTM

sub

syst

ems.

Curr

ent s

imul

atio

n m

odel

(s) w

ill n

eed

to b

e en

hanc

ed to

acco

mm

odat

e th

is re

quire

men

t. A

IMM

shal

l pro

cess

an

inte

rrup

tfr

om th

e U

ser I

nter

face

. An

inte

rrup

t var

iabl

e se

t by

AIM

M is

mon

itore

d by

the

sim

ulat

ion

and

whe

n se

t, ca

uses

the

prog

ram

togo

into

a s

tate

aw

aitin

g us

er in

put.

Pred

efin

ed sc

enar

ios c

an in

clud

e fix

ed ti

min

g pl

ans o

r oth

erco

ntro

l stra

tegi

es.

For a

nim

atio

n di

spla

ys, t

wo

impl

emen

tatio

ns a

re p

ossi

ble:

real

-tim

e an

d po

st s

imul

atio

n tim

e. In

the

latte

r cas

e, tr

ajec

tory

or sl

ow d

own

the a

nim

atio

n as

nee

ded.

posi

tions

of e

ach

vehi

cle

will

be

stor

ed d

urin

g th

e si

mul

atio

n so

that

inte

rpol

atio

ns c

an b

e pe

rfor

med

to p

rese

nt a

n an

imat

ion

disp

lay.

If th

e si

mul

atio

n ca

n be

run

fast

er th

an re

al ti

me,

the

This

requ

irem

ent c

an b

e im

plem

ente

d us

ing

DBM

S re

port

seco

nd o

ptio

n is

pre

ferr

ed si

nce

one

has t

he c

apab

ility

to sp

eed

up

AIM

M10

2.3

AIM

M

The

GU

I sha

ll su

ppor

t Ope

rato

r fu

nctio

ns to

cre

ate,

stor

e, an

d pr

int r

epor

ts.

The

repo

rt ca

pabi

lity

shal

l sup

port

the

capa

bilit

y fo

r pr

e-de

finin

g re

ports

.10

2.3.

1A

IMM

The

repo

rt ca

pabi

lity

shal

l sup

port

the

capa

bilit

y fo

r pr

edef

inin

g fil

e fo

rmat

s10

2.3.

2fo

r int

erfa

cing

with

oth

er c

ompo

nent

s.A

IMM

AIM

M s

hall

prov

ide

a T

MC

DB

MS

inte

rfac

e to

loa

d an

alys

is10

3an

d m

odel

ing.

Thi

s m

ay i

nvol

ve a

n ad

ditio

nal

inte

rfac

e to

the

Dat

a V

alid

atio

n su

bsys

tem

.

gene

ratio

n fu

nctio

ns. A

IMM

will

supp

ort t

he tr

ansf

er o

fsi

mul

atio

n ou

tput

s to

the

DBM

S fr

om w

here

it c

an b

e re

triev

edfo

r rep

ortin

g pu

rpos

es (s

ee A

IMM

103

).

AIM

M sh

all p

roce

ss th

e si

mul

atio

n ou

tput

file

, ext

ract

the

data

of in

tere

st a

nd lo

ad th

e TM

C D

BM

S in

acc

orda

nce

with

the

DB

MS

data

mod

el. A

IMM

shal

l acc

ess d

ata

valid

atio

n ro

utin

espr

ior t

o lo

adin

g. L

evel

1 an

d 2

valid

atio

n th

at is

per

form

ed b

y th

e D

BM

S w

ill b

e do

ne a

utom

atic

ally

.

AIM

M A

IMM

shal

l sup

port

the

capa

bilit

y to

arc

hive

sim

ulat

ion

outp

ut d

ata.

The

use

rO

vera

ll ar

chiv

ing

requ

irem

ent d

efin

ed a

t set

up ti

me

and

supp

orte

d10

3.1

sh

all h

ave

the

capa

bilit

y to

spec

ify a

t run

tim

e w

heth

er th

e da

ta is

to b

e by

the

DB

MS.

Run

time “

save

” de

clar

ed b

y th

e op

erat

or th

roug

har

chiv

ed.

the

user

inte

rface

.AI

MM

A

IMM

sha

ll pr

ovid

e an

ele

ctro

nic

syst

em i

nter

face

to

the

In au

tom

ated

mod

e, w

hen

a req

uest

is re

ceiv

ed, a

com

plet

e10

4*T

raff

ic C

ontr

ol s

ubsy

stem

. sc

enar

io is

bui

lt fr

om d

ata

in th

e DB

MS,

and

data

rece

ived

aspa

rt of

the

requ

est.

AIM

M Th

e int

erfa

ce sh

all r

ecei

ve re

ques

ts fo

r the

eval

uatio

n a p

oten

tial c

ontro

l Th

e sc

enar

io b

uild

ing

rout

ine

may

pro

mpt

the

user

for a

dditi

onal

104.

1 str

ateg

y/ta

ctic

/pla

n fro

m t

he T

raffi

c Co

ntro

l su

bsys

tem

. da

ta as

nee

ded.

AIM

M

The i

nter

face

shal

l pro

vide

supp

ort t

o re

ceiv

e req

uest

s for

the d

eterm

inati

on o

f Th

e ex

ecut

ion

of s

igna

l con

trol o

ptim

izat

ion

may

, dep

endi

ng o

n10

4.2

optim

ized

con

trol

strat

egy/

tact

ic/p

lans

fro

m t

he T

raffi

c Co

ntro

l su

bsys

tem

im

plem

enta

tion,

be

allo

cate

d to

the

Traf

fic C

ontro

l Sub

syst

em.

(e.g.

, TR

AN

SYT)

. //R

eser

ved

//.AI

MM

Th

e in

terfa

ce s

hall

retu

rn M

OE

or o

ptim

ized

con

trol t

actic

s/pla

ns to

the

Traf

fic10

4.3

Con

trol s

ubsy

stem

.AI

MM

A

IMM

sha

ll pr

ovid

e an

ele

ctro

nic

syst

em i

nter

face

to

the

Wid

e (S

ee A

IMM

104

)10

5*A

rea

Tra

ffic

M

anag

emen

t su

bsys

tem

.AI

MM

The

inte

rface

shal

l rec

eive

requ

ests

for t

he e

valu

atio

n of

a p

oten

tial w

ide

area

105.

1 co

ntro

l stra

tegy

/tact

ic/p

lan

from

the

Wid

e A

rea

Traf

fic M

anag

emen

tsu

bsys

tem

.AI

MM

Th

e in

terfa

ce s

hall

retu

rn M

OE

or o

ptim

ized

con

trol t

actic

s/pla

ns to

the

Wid

e10

5.2

Are

a Tr

affic

Man

agem

ent

subs

yste

m.

AIM

MT

he A

IMM

ser

ver

shal

l be

cap

able

of

mee

ting

onlin

e op

erat

or

AIM

M sh

all s

uppo

rt on

line

plan

ning

requ

irem

ents

whi

ch m

ay b

e10

6*

requ

irem

ents

as

wel

l as

rea

l-tim

e co

nstr

aint

s fo

r st

rate

gyem

ploy

ed b

y th

e tra

ffic

eng

inee

r in

inte

ract

ivel

y de

velo

ping

and

deve

lopm

ent

and

eval

uatio

n.

eval

uatin

g tra

ffic

man

agem

ent s

trate

gies

in a

non

tim

e-cr

itica

lm

ode.

Whe

n de

velo

ping

and

eval

uatin

g st

rate

gies

for r

eal-t

ime

impl

emen

tatio

n, A

IMM

func

tions

in a

tim

e-cr

itica

l mod

e. In

thi

mod

e, ti

min

g co

nstra

ints

are

impo

sed

on th

e m

odel

runs

to m

eet

the

over

all s

trate

gy im

plem

enta

tion

sche

dule

. For

exa

mpl

e, if

dem

and

proj

ectio

ns a

re u

pdat

ed e

very

5 m

inut

es, A

IMM

mus

tha

ve th

e ca

pabi

lity

to p

riorit

ize

its p

roce

sses

(and

reso

urce

s) to

mee

t tha

t req

uire

men

t.A

IMM

AIM

M s

hall

prov

ide

an i

nter

face

to

a st

atis

tical

ana

lysi

s If

the

user

wis

hes

to tr

ansf

er s

imul

atio

n ou

tput

s to

a s

tatis

tical

107

pack

age

for

use

in p

ost

sim

ulat

ion

anal

ysis

. T

his

pack

age

anal

ysis

pac

kage

or o

ther

dra

win

g pr

ogra

m, t

hat o

ptio

n is

shal

l pr

ovid

e gr

aphi

ng,

plot

ting,

and

dis

play

of

traf

fic d

ata

in

avai

labl

e in

the

AIM

M u

ser i

nter

face

. Thr

ee im

plem

enta

tion

mul

tipl

e fo

rmat

s.

optio

ns a

re c

onsi

dere

d: c

lient

-ser

ver w

here

AIM

M is

the c

lient

toth

e st

atis

tical

app

licat

ion,

file

tran

sfer

(sim

ilar t

o im

port

faci

litie

s in

MA

C a

nd D

OS

envi

ronm

ents

), an

d D

BM

S ex

chan

ge(c

over

ed u

nder

AIM

M 1

03).

AIM

M

AIM

M s

hall

have

the

cap

abili

ty t

o pr

oces

s m

ultip

le c

lient

108

eval

uatio

n re

ques

ts.

Req

uest

s ca

n be

of

two

gene

ral

type

s:Ea

ch e

valu

atio

n re

ques

t may

con

sist

of a

sing

le m

odel

run

or a

sequ

ence

of s

ever

al m

odel

s. Fo

r exa

mpl

e, a

rout

e div

ersi

on

a. E

valu

atio

n of

mul

tiple

stra

tegi

es fo

r a g

iven

subn

etw

ork.

b. Ev

alua

tion

of st

rate

gies

for m

ultip

le su

bnet

wor

ks.

eval

uatio

n m

ay c

onsi

st o

f a tr

affic

ass

ignm

ent m

odel

run

follo

wed

by

a de

taile

d tra

ffic

simul

atio

n m

odel

run

to e

valu

ate

the

com

pute

d ro

utes

..

Mul

tiple

sim

ulat

ion

runs

are

like

ly to

requ

ire si

gnifi

cant

mem

ory

and

proc

essi

ng p

ower

. Tw

o im

plem

enta

tion

optio

ns a

re p

ossi

ble,

one

usin

g a

mul

tipro

cess

or, t

he o

ther

bas

ed o

n m

ulti-

com

putin

g.Fo

r exa

mpl

e, N

ETSI

M c

an ru

n on

one

mac

hine

, DTA

on

anot

her.

In th

is c

onfig

urat

ion

the

AIM

M is

dis

tribu

ted

and

mus

tpr

ovid

e th

e ad

ded

func

tiona

lity

of m

anag

ing

the

distr

ibut

edre

sour

ces.

AIM

MA

IMM

sha

ll ha

ve t

he c

apab

ility

to

run

sele

cted

mod

el(s

)10

9au

tom

atic

ally

or

on a

reg

ular

bas

is.

Certa

in m

odel

s, su

ch a

s DTA

, may

nee

d to

be

run

on a

regu

lar

sche

dule

. The

sche

dulin

g pr

oces

s is a

func

tion

of th

e I/O

Man

ager

whi

ch in

this

cas

e be

com

es a

clie

nt to

AIM

M. O

ther

case

s inc

lude

thos

e in

whi

ch a

giv

en m

odel

is ru

n re

gula

rly to

eval

uate

sele

cted

stra

tegi

es d

evel

oped

by

TWTM

or T

TCS.

The

curr

ent d

esig

n ha

s the

clie

nt a

pplic

atio

n sp

ecify

ing

the

mod

el to

be ru

n.

OR

IGIN

-DES

TIN

ATI

ON

PR

OC

ESSI

NG

SU

BSY

STEM

(A

OD

P)

ID

RE

QU

IRE

ME

NT

& F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

SA

OD

P10

0A

OD

P sh

all

inte

rfac

e w

ith t

he I

nteg

rate

d M

odel

ing

Man

ager

for

tran

sfer

ring

dat

a to

oth

er T

MC

sup

port

sys

tem

s. T

he i

nter

face

AO

DP

is o

ne o

f the

mod

els b

eing

man

aged

by

the

AIM

M (s

ee

shal

l su

ppor

t bo

th t

he s

tand

-alo

ne u

se o

f A

OD

P as

wel

l as

AIM

M sp

ecifi

catio

ns).

With

in th

at so

ftwar

e ar

chite

ctur

e, th

e

tr

ansf

erri

ng d

ata

betw

een

AO

DP

and

othe

r sy

stem

s (e

.g.,

trans

fer o

f dat

a be

twee

n m

odel

s may

be

thro

ugh

the

DBM

S, o

r

Dyn

amic

T

raff

ic

Ass

ignm

ent)

.m

ay b

e en

tirel

y in

mem

ory.

AO

DP

AO

DP

shal

l sy

nthe

size

an

AO

DP

mat

rix

usin

g re

al-t

ime

traf

fic10

1da

ta.

The

dat

a so

urce

s av

aila

ble

for

AO

DP

synt

hesi

s in

clud

e:Th

e or

igin

-des

tinat

ion

synt

hesi

s pro

cess

may

be

base

d on

a

a. R

eal-t

ime l

ink

volu

mes

com

pute

d by M

TEM

.m

athe

mat

ical

pro

gram

min

g fo

rmul

atio

n (e

.g.,

linea

r

b. In

form

atio

n co

llect

ed fr

om A

TIS

and

ETTM

(bot

h cu

rrent

and

fore

caste

d).

prog

ram

min

g) w

hose

obj

ectiv

e fu

nctio

n re

pres

ents

dev

iatio

ns

c. H

isto

rical

orig

in-d

estin

atio

n an

d lin

k vo

lum

e in

form

atio

n.be

twee

n ob

serv

ed li

nk v

olum

es an

d th

ose p

redi

cted

by

the

impl

icit

assi

gnm

ent i

n th

e sy

nthe

sis

proc

ess.

AODP

A

OD

P sh

all h

ave

the

flexi

bilit

y to

dev

elop

a p

artia

l AO

DP

mat

rix fo

r por

tions

101.

1

o

f the

regi

onal

net

wor

k.Pa

rtial

orig

in-d

estin

atio

n in

form

atio

n ca

n be

fact

ored

bas

ed o

nhi

stor

ical

and

act

ual d

ata

and

built

into

the

form

ulat

ion

via

the

cons

train

ts.A

OD

PA

OD

P sh

all

have

the

cap

abili

ty t

o fo

reca

st t

he s

ynth

esiz

ed10

2A

OD

P m

atri

x ov

er t

he a

ssig

nmen

t pe

riod

req

uire

d by

dyn

amic

The s

ynth

esiz

ed o

rigin

-des

tinat

ion

mat

rix ca

n be

fact

ored

by

traf

fic a

ssig

nmen

t, cu

rren

tly a

ssum

ed t

o be

15

min

utes

.so

me

over

all T

OD

fact

or o

r by

O-D

pai

r-dep

ende

nt T

OD

fac

tors

.Th

e TO

D fa

ctor

may

in tu

rn b

e co

mpu

ted

base

d on

aco

mpa

rison

of t

he c

urre

nt m

atrix

with

his

toric

al m

atric

es. T

hefo

reca

stin

g pr

oces

s mus

t inc

orpo

rate

info

rmat

ion

on fu

ture

orig

in d

estin

atio

ns r

ecei

ved

from

ATI

S.A

0D

PA

OD

P s

hall

prov

ide

both

rea

l-tim

e ca

pabi

litie

s as

wel

l as

103

supp

ort

for

offl

ine

eval

uati

on a

ctiv

itie

s.(S

ee ti

min

g re

quire

men

ts fo

r AD

TA.)

A0D

PA

OD

P sh

all b

e ab

le to

synt

hesi

ze a

n A

OD

P m

atrix

with

in th

e tim

e w

indo

w10

3.1re

quire

d by

TW

TM to

dev

elop

a p

roje

ctio

n of

link

load

s (1

5-m

inut

e pr

ojec

tion

ever

y 5

min

utes

). [s

ee A

DTA

103

.11

A0

DP

AO

DP

sha

ll m

aint

ain

path

tra

vel

time

cons

iste

ncy

with

tra

ffic

104

assi

gnm

ent

in

AD

TA

.Th

e or

igin

-des

tinat

ion

synt

hesi

s and

traf

fic a

ssig

nmen

tpr

oces

ses c

an b

e in

tegr

ated

ove

r a g

iven

ass

ignm

ent i

nter

val o

rco

uple

d. In

the

form

er c

ase,

con

verg

ence

of t

he e

ntire

pro

cess

isso

ught

with

in a

sin

gle

run

of th

e sy

nthe

sis-

assi

gnm

ent p

roce

ss.

In th

e la

tter c

ase,

the

resu

lts o

f one

per

iod

are

used

as i

nput

toth

e pr

oces

s in

the

follo

win

g pe

riod

(see

det

ails

text

des

crip

tion

of A

OD

P).

AO

DP

105*

The

A

OD

P sy

nthe

sis

proc

ess

shal

l be

se

lf-ca

libra

ting.

Sh

ort-

term

cal

ibra

tion,

if

poss

ible

, sh

ould

be

done

in

real

tim

e;Th

e no

tion

of c

alib

ratio

n is

to e

valu

ate

the

accu

racy

of t

he

low

-ter

m c

alib

ratio

n of

par

amet

ers

can

be d

one

offli

ne.

fore

casts

dev

elop

ed b

y A

DTA

and

use

thes

e re

sults

to m

odify

AO

DP

The s

ynth

esis

pro

cess

shou

ld b

e suf

ficie

ntly

accu

rate

to m

eet t

he o

vera

llth

e A

OD

P m

odel

beh

avio

r thr

ough

par

amet

er a

djus

tmen

t.

105.

1 ac

cura

cy re

quire

men

ts fo

r lin

k vo

lum

e pro

ject

ions

impo

sed

on A

DTA

.

ISSU

ES:

The

synt

hesi

s pr

oces

s, w

hich

ess

entia

lly s

olve

s th

e in

vers

e of

the

traff

ic a

ssig

nmen

t pro

blem

, can

em

ploy

a v

arie

ty o

f mod

elfo

rmul

atio

ns a

s ha

ve b

een

repo

rted

m th

e ht

erat

ure.

Rea

l-tim

e O

-D d

ata

pote

ntia

lly a

vaila

ble

thro

ugh

the

vario

us A

TIS

sour

ces

mus

t be

acco

mm

odat

ed m

the

vario

us fo

rmul

ation

s. Se

vera

l iss

ues

rem

ain

to b

e so

lved

vis-

a-vi

s th

e O

-D p

roce

ssin

g, in

clud

ing:

a.

Mai

ntai

ning

trav

el ti

me

cons

isten

cy w

ith th

e D

ynam

ic T

raffi

c A

ssig

nmen

t Sub

syste

m.

b.

Fore

casti

ng O

-D fl

ows

for t

he a

ssig

nmen

t per

iod

of 1

5-30

min

utes

.

c.

Calib

ratin

g th

e pr

oces

s us

ing

all a

vaila

ble

real

-tim

e in

form

atio

n.

Item

(a) a

bove

, has

bee

n al

lude

d to

in th

e te

xt. T

he is

sue

deriv

es fr

om th

e fa

ct th

at th

e O

-D s

ynth

es is

pro

cess

impl

icitl

y pe

rform

san

ass

ignm

ent o

f the

org

in-d

estin

atio

n pa

irs to

the

traff

ic n

etw

ork.

Tha

t ass

ignm

ent i

s ba

sed

on s

ome

assu

med

trav

el ti

me

func

tion,

eve

n in

the

simpl

est c

ase

whe

re a

shor

test

rout

e al

gorit

hm is

use

d. T

he d

ynam

ic a

ssig

nmen

t, w

hich

follo

ws,

gene

rate

sup

date

d tra

vel t

imes

whi

ch m

ay b

e in

cons

isten

t with

thos

e as

sum

ed in

O-D

pro

cess

ing.

One

app

roac

h to

the

prob

lem

invo

lves

itera

tion

betw

een

the

AO

DP

and

Dyn

amic

Tra

ffic

Ass

ignm

ent (

AD

TA) S

ubsy

stem

s, bu

t thi

s wou

ld in

trodu

ce p

erfo

rman

cepe

nalti

es w

hich

may

not

be

acce

ptab

le. F

igur

e A- 1

illu

strat

es a

n in

crem

enta

l adj

ustm

ent p

roce

ss w

hich

, whi

le n

ot g

uara

ntee

d to

be a

bsol

utel

y co

nsist

ent,

may

pro

duce

suffi

cien

tly g

ood

resu

lts. T

hese

and

oth

er a

ppro

ache

s nee

d to

be e

valu

ated

.

Ass

ignm

ent

Assi

gnm

ent

Perio

d i

Perio

d i+1

Fully

inte

grat

ed A

OD

P an

d AD

TA

I

Ass

ignm

ent

Perio

d i

Ass

ignm

ent

Per

iod

i+l

Cou

pled

AO

DP

and

AD

TA

Lege

ndAD

TA -

Dyn

amic

Tra

ffic

Ass

ignm

ent

AO

DB

- O

rigin

-Des

tinat

ion

Pro

cess

ing

Figu

re A

-I.

Incr

emen

tal

Adj

ustm

ent

Proc

ess

Fig

ure

A-2

. I

nteg

rate

d O

-D S

ynth

esis

and

Ass

ignm

ent P

roce

ss

Issu

e (b

) is

appl

icab

le to

bot

h th

e A

OD

P an

d A

DTA

Sub

syst

ems,

and

dea

ls w

ith th

e re

quire

d as

sign

men

t per

iod

whi

ch is

a fu

nctio

n of

the

size

of t

he n

etw

ork

(see

dis

cuss

ion

in A

DTA

Spe

cific

atio

n).

Fina

lly, w

hen

atte

mpt

ing

to c

alib

rate

the

O-D

pro

cess

ing,

one

mus

t use

the

link

volu

me

pred

ictio

n er

rors

. To

sup

port

this

cap

abili

ty,

the

O-D

pro

cess

or m

ust b

e ba

sed

on a

mod

el fo

rmul

atio

n w

hich

is p

aram

eter

ized

in te

rms

of th

ese

pred

ictio

n er

rors

. Fi

gure

A-2

illus

trate

s an

inte

grat

ed O

-D s

ynth

esis

and

ass

ignm

ent p

roce

ss w

ith c

alib

ratio

n.

Ass

ignm

ent

Ass

ignm

ent

Per

iod

i P

erio

d i+

1

Pre

dict

ed

v

s. A

ctua

lA

OD

PSy

nthe

sis

AO

DP

Synt

hesi

s

AD

TA

AD

TA

Tra

ffic

Sim

ulat

ion

Tra

ffic

Sim

ulat

ion

Rea

l-tim

e

Lege

nd

Dat

a

A

DTA

- D

ynam

ic T

raff

ic A

ssig

nmen

t A

OD

B-

Orig

in-D

estin

atio

n Pr

oces

sing

SIG

NA

L A

ND

CO

NT

RO

L O

PT

IMIZ

AT

ION

MO

DE

LS

(ASC

O)

ID

RE

QU

IRE

ME

NT

& F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NIM

PLE

ME

NT

AT

ION

SP

EC

IFIC

AT

ION

SA

SCO

The

ASC

O s

ubsy

stem

is

a re

posi

tory

of

inde

pend

ent

signa

l an

d10

0 co

ntro

l op

timiz

atio

n m

odel

s fo

r su

bnet

wor

k, n

etw

ork,

and

Each

mod

el in

the

libra

ry is

a p

rogr

am, o

ne o

r mor

e

regi

onal

lev

el,

incl

udin

g bo

th f

reew

ays

and

surf

ace

stre

ets

sim

ulta

neou

s cop

ies o

f whi

ch c

an b

e ex

ecut

ed b

y th

e In

tegr

ated

(e.g

., T

RA

NSY

T,

PASS

ER

II

, SI

GO

P II

I,

SOA

P,M

odel

ing

Man

ager

. All

the

mod

els i

n th

e lib

rary

are

pre

sum

ed

MA

XB

AN

D).

The

exe

cutio

n of

eac

h of

the

mod

els

is c

ontr

olle

dav

aila

ble t

hrou

gh F

HW

A.

by t

he I

nteg

rate

d M

odel

ing

Man

ager

.AS

CO10

0.1A

SCO

sha

ll su

ppor

t var

ious

leve

ls o

f fid

elity

as w

ell a

s mod

el sc

ope.

Incl

uded

S

ome

of th

e m

odel

s in

this

libr

ary

are

inte

grat

ed o

ptim

izat

ion-

are

mic

rosc

opic

, mac

rosc

opic

, and

mes

osco

pic

mod

els.

sim

ulat

ion

mod

els.

The

clas

sific

atio

n is

uni

mpo

rtant

. Not

e th

atD

ynam

ic T

raff

ic A

ssig

nmen

t is c

onsi

dere

d se

para

tely

from

this

subs

yste

m.

ASC

OA

SCO

sha

ll ob

tain

eac

h m

odel

’s n

eces

sary

inp

uts

thro

ugh

an10

1 in

terf

ace

to t

he A

IMM

. In

put

data

inc

lude

s:It

is p

resu

med

for t

his s

peci

ficat

ion

that

eac

h m

odel

's da

ta

a. D

ata

dire

ctly

from

the

TMC

DB

MS

- sta

tic n

etw

ork

data

(i.e

. geo

met

ries)

,st

ruct

ures

do

not n

eces

saril

y co

rres

pond

to th

e D

BM

S sc

hem

a.A

ll da

ta n

eede

d by

the

mod

els w

ill b

e ex

tract

ed fr

om th

e D

BM

Sin

cide

nt d

ata,

real

-tim

e su

rvei

llanc

e or

traff

ic _ s

tate

dat

a (li

nk s

peed

s/vol

umes

,tu

rnin

g vo

lum

es, p

arki

ng c

apac

ities

by

loca

tion,

etc

.), su

gges

ted

rout

ing

and

form

atte

d in

acc

orda

nce

with

the

requ

ired

inpu

t file

form

ats.

info

rmat

ion,

AO

DP

data

or

tabl

es, t

rans

it sc

hedu

les

and

data

, env

ironm

enta

lda

ta (r

ain,

snow

, fog

, icy

pav

emen

ts, t

empe

ratu

re, p

ollu

tion

vary

ing

both

spat

ially

and

tem

pora

lly),

vehi

cle c

lass

es an

d co

mpo

sitio

n.b.

Dat

a fro

m th

e U

ser I

nter

face

- sc

enar

io d

efin

ition

dat

a (s

ize

and

scop

e of

the

anal

ysis

net

wor

k, th

e su

rvei

llanc

e in

put d

ata,

traf

fic fl

ow in

put d

ata,

traf

ficco

mpo

sitio

n, et

c. ),

run

cont

rol d

ata,

eve

nts (

mod

ify tr

affic

dem

and

on a

nyen

try li

nk, m

odify

turn

ing

mov

emen

ts on

inte

rnal

link

s, fa

ilure

inpu

ts fo

r any

spec

ified

com

pone

nt su

ch a

s a d

etec

tor,

a con

trolle

r or c

omm

unic

atio

n lin

e,ch

ange

con

trol t

actic

s/pl

ans )

, etc

. Thi

s dat

a m

ay c

ome

initi

ally

at s

tartu

p(sc

enar

io co

nfig

urat

ion)

or d

ynam

ical

ly d

urin

g ru

n-tim

e.A

SCO

IASC

O s

hall

prod

uce

a w

ide

arra

y of

inf

orm

atio

n th

at s

hall

be

(See

spec

ifica

tions

for A

IMM

). N

ote

that

in so

me

case

s dire

ct10

2Ist

ored

in

the

TM

C D

BM

S fo

r us

e by

rea

l-tim

e, o

nlin

e, a

ndof

fline

app

licat

ions

. T

he o

utpu

ts w

ill b

e m

ade

avai

labl

e to

trans

fer o

f dat

a bet

wee

n m

odel

s is p

ossi

ble.

appl

icat

ions

via

the

TM

C D

BM

S. T

hese

inp

uts

will

als

o be

mad

e av

aila

ble

as o

utpu

ts t

o th

e us

er v

ia t

he I

nteg

rate

dM

odel

ing

Man

ager

.A

SCO

The A

SCO

subs

yste

m sh

all p

rovi

de o

ptim

al c

ontro

l pla

ns a

nd c

orre

spon

ding

102.

1M

easu

res

of E

ffect

iven

ess

(MO

E - s

tatis

tics

desc

ribin

g tra

ffic

oper

atio

ns a

t ahi

gh le

vel o

f det

ail)

on ea

ch n

etw

ork

link

and

for e

ach

netw

ork

node

.A

SCO

The

ASCO

subs

yste

m sh

all p

rovi

de a

ggre

gate

s of t

hese

stat

istic

s, in

102.

2ac

cord

ance

with

use

r spe

cific

atio

ns, o

ver s

ubne

twor

ks a

nd n

etw

ork-

wid

e.

ASC

O10

3*A

SCO

sha

ll su

ppor

t th

e re

al-t

ime/

onlin

e T

raff

ic M

anag

emen

tac

tiviti

es o

f th

e T

MC

as

wel

l as

the

off

line

acti

viti

es.

ASC

OA

SCO

sha

ll in

gest

info

rmat

ion

prov

ided

by

the

Wid

e A

rea

Traf

fic10

3.1

Man

agem

ent (

TWTM

) sub

syste

m w

hich

def

ines

the

scen

ario

to b

e us

ed to

It is

not

like

ly th

at “

optim

al”

wid

e-ar

ea c

ontro

l can

be

deve

lop

the

optim

al st

rate

gy/ta

ctic

/pla

n. T

his f

low

of i

nfor

mat

ion

is m

anag

ed

dete

rmin

ed in

the

sam

e se

nse

that

net

wor

k si

gnal

con

trol i

s

by A

IMM

.co

mpu

ted.

The

mod

els t

hat s

how

the

mos

t pro

mis

e ar

e th

ose

whi

ch in

tegr

ate t

rave

l dem

and

with

rout

e and

sign

al

ASC

O sh

all i

nges

t inf

orm

atio

n pr

ovid

ed b

y th

e Tr

affic

Con

trol s

ubsy

stem

optim

izat

ion.

~ ASC

O~ 1

03.2

whi

ch d

efin

es th

e sce

nario

to b

e use

d to

dev

elop

the o

ptim

alTh

is re

quire

men

t rep

rese

nts t

he o

nlin

e us

e of

the

mod

els f

or

stra

tegy

/tact

ic/p

lan.

Thi

s flo

w o

f inf

orm

atio

n is

man

aged

by

AIM

M.

dete

rmin

ing

netw

ork

sign

al p

lans

or r

amp

met

erin

g st

rate

gies

.

ASC

OTh

e m

odel

s sha

ll be

abl

e to

exe

cute

15-3

0 tim

es fa

ster

than

real

tim

e to

mee

t10

3.3

the

real

-tim

e re

quire

men

t of t

he tr

affic

con

trol s

yste

m (n

ot a

ll m

odel

s hav

e th

eTh

e al

loca

tion

of si

gnal

opt

imiz

atio

n m

odel

s whi

ch a

re u

sed

in

sam

e pe

rform

ance

req

uire

men

ts).

real

-tim

e as

par

t of t

he T

raff

ic C

ontro

l Sys

tem

(e.g

.,

ASC

OTh

e ASC

O su

bsys

tem

shal

l hav

e an

inte

rfac

e mod

ule t

hat s

hall

trans

form

the

TRA

NSY

T as

par

t of S

CO

OT)

to A

SCO

is a

n im

plem

enta

tion

’ 103

.3. 1

info

rmat

ion

prov

ided

by

the

mod

el to

the

traff

ic c

ontro

l sof

twar

e, in

to a

form

atco

nsid

erat

ion

whi

ch d

epen

ds o

n th

e ov

eral

l con

figur

atio

n of

the

whi

ch is

com

patib

le w

ith th

e con

trol s

oftw

are d

atab

ase.

cont

rol s

yste

m so

ftwar

e as

wel

l as o

n th

e pe

rfor

man

ce o

fAI

MM

and

ASC

O. T

he p

rese

nt sp

ecifi

catio

n le

aves

that

issu

e

TR

AF

FIC

SIM

UL

AT

ION

MO

DE

LS

(AT

SM)

ID

RE

QU

IRE

ME

NT

& F

UN

CT

ION

AL

SPE

CIF

ICA

TIO

NS

IMPL

EM

EN

TA

TIO

N

SPE

CIF

ICA

TIO

NS

AT

SM1O

OT

he A

TSM

sub

syst

em i

s a

repo

sito

ry o

f in

depe

nden

t tr

affic

sim

ulat

ion

mod

els

for

subn

etw

ork,

ne

twor

k,

and

regi

on l

evel

,(S

ee A

SCO

100

.)

incl

udin

g bo

th f

reew

ays

and

surf

ace

stre

ets

(e.g

., TR

AF)

. Th

eex

ecut

ion

of e

ach

of t

he m

odel

s is

con

trol

led

by t

he I

nteg

rate

dM

odel

ing

Man

ager

.A

TSM

100.1

ATS

M sh

all s

uppo

rt va

rious

leve

ls o

f fid

elity

as w

ell a

s mod

el sc

ope.

Incl

uded

are

mic

rosc

opic

, mac

rosc

opic

, and

mes

osco

pic

mod

els.

(See

req

uire

men

t for

dyn

amic

traf

fic a

ssig

nmen

t.)

AT

SM10

1A

TSM

sha

ll ob

tain

eac

h m

odel

’s n

eces

sary

inp

uts

thro

ugh

anin

terf

ace

to A

IMM

. In

put

data

inc

lude

s:Cu

rren

t mod

els a

re n

ot c

apab

le o

f usi

ng/ p

roce

ssin

g al

l the

dat

a

a. D

ata

dire

ctly

from

the

TMC

DB

MS

- sta

tic n

etw

ork

data

(i.e

., ge

omet

ries),

item

s lis

ted

and

wou

ld re

quire

var

ious

enha

ncem

ents

(e.g

.,

inci

dent

dat

a, re

al-ti

me

surv

eilla

nce

or tr

affic

sta

te d

ata

(link

spe

eds/v

olum

es,

wea

ther

dat

a as

effe

ctin

g ca

r-fol

low

ing

mod

el, d

ischa

rge

link

turn

ing

volu

mes

, par

king

cap

aciti

es b

y lo

catio

n, e

tc.),

sugg

este

d ro

utin

ghe

adw

ay, f

ree f

low

spee

d).

info

rmat

ion,

TTC

S da

ta o

r tab

les,

trans

it sc

hedu

les a

nd d

ata,

envi

ronm

enta

lda

ta (r

ain,

snow

, fog

, icy

pav

emen

ts, t

empe

rtur

e po

llutio

n va

ryin

g bo

thM

any

of th

e req

uire

d en

hanc

emen

ts d

eal w

ith th

e nee

d to

spat

ially

and

tem

pora

lly),

vehi

cle

clas

ses

and

com

posit

ion,

and

cur

rent

traf

ficsi

mul

ate

the

full

rang

e of

IVH

S in

form

atio

n di

ssem

inat

ion

cont

rol

strat

egie

s/tac

tics/p

lans

(cu

rrent

stra

tegi

es/ta

ctic

s/pla

ns f

or s

igna

ls,ca

pabi

litie

s who

se in

fluen

ce o

n dr

iver

beh

avio

r mus

t be

CM

S, H

AR

).re

pres

ente

d (e

.g.,

rout

e gui

danc

e, C

MS,

HA

R).

b. D

ata

from

the

Use

r Int

erfa

ce -

scen

ario

def

initi

on d

ata

(size

and

scop

e of

the

anal

ysis

net

wor

k, th

e con

trol i

nput

dat

a, th

e sur

veill

ance

inpu

t dat

a, tr

affic

The

larg

est o

bsta

cle

rela

tes t

o th

e ne

ed to

repr

esen

t bot

h de

man

d

flow

inpu

t dat

a, tr

affic

com

posi

tion,

etc

. ), r

un c

ontro

l dat

a, e

vent

s (m

odify

and

cont

rol w

ithin

the

sam

e m

odel

fram

ewor

k an

d to

dea

l with

traff

ic d

eman

d on

any

ent

ry li

nk, m

odify

turn

ing

mov

emen

ts on

inte

rnal

met

ropo

litan

-siz

e ne

twor

ks.

links

, fai

lure

inpu

ts fo

r any

spec

ified

com

pone

nt su

ch a

s a d

etec

tor,

aco

ntro

ller o

r com

mun

icat

ion

line,

cha

nge

cont

rol t

actic

s/pl

ans )

, etc

. Thi

s dat

aO

ther

curr

ent c

ontra

cts w

ith F

HW

A m

ay ad

dres

s thi

s

may

com

e ini

tially

at st

artu

p (s

cena

rio co

nfig

urat

ion)

or d

ynam

ical

ly d

urin

gre

quire

men

t.

run-

time.

AT

SMA

TSM

sha

ll pr

oduc

e a

wid

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03.)


LAS-ATMS-000

APPENDIX B

ATMS FUNCTIONAL INTERFACE AND GENERIC REQUIREMENTS(BASELINE VERSION 2.1)


LAS-ATMS-0001

APPENDIX B

ATMS FUNCTIONAL INTERFACE AND GENERIC REQUIREMENTS

(BASELINE VERSION 2.1)

B.l Overview

The following functions represent basic requirements as derived from the ATMSobjectives, as well as requirements imposed upon ATMS by external entities (seeFigure B-l). These requirements have been carried over and updated from anearlier report (Task B - ATMS Concept of Operations and Generic SystemRequirements). Note that changes to requirements are reflected with change barsalong the right hand margin. These requirements represent the baselinerequirements for the ATMS system, and are thus under configuration control. Forfurther information, a requirements change matrix is located at the end of thissection (refer to Table B-3).

The requirements presented here set the foundation for the specific requirementsthat will be developed for each of the proposed ATMS Support Systems. EachSupport System will provide high-level traceability back to these ATMSrequirements.

Requirements traceability will be facilitated through the following numberingscheme. First, there is a 4-character identifier to designate the source of therequirement. After the identifier is a numeric designator used to signify the levelof the requirement. Table B-l provides a mapping between identifiers andrequirements sources.

Note: Requirements with an asterisk after the identifier are anticipated to be long-term ATMS requirements (i.e., met in 2002 not 1997).

Table B-l. Requirements Identifier Mapping

Identifier I Requirements Source

ATMSATISAPTS

Derived from ATMS ObjectivesAdvanced Traveler Information SystemsAdvanced Public Transit Systems

cvo Commercial Vehicle OperationsAVCS Advanced Vehicle Control SystemsNWS WeatherNADBIVHS

National DatabasesIntelligent Vehicle Highway Systems

EMER Emergency ResponseTRANLAW

Transportation DepartmentsLaw Enforcement

Loral AeroSys B-l March 1994


LAS-ATMS-0001

B.l ATMS Derived Requirements

ATMS collects data from various sensor types, probe vehicles, and other sources(e.g., toll collection data) to identify traffic infrastructure conditions.

ATMS 1

ATMS 1.1

ATMS 1.2

ATMS 1.3

ATMS 1.4

ATMS 1.5

ATMS 1.6

ATMS shall collect surveillance data from various sources.

ATMS shall ingest data from point detectors, video, probe,environmental, and voice data.

ATMS shall validate received data. This capability includesrange and limit checking.

ATMS shall check data integrity. This capability includesverifying that received data is consistent with the transmitteddata.

ATMS shah fuse received data into a common format.

ATMS shall support both long- and short-term data archives.

ATMS shall detect communication and equipment failures.

Based upon data received from various types of infrastructure and environmentalsensors, probe vehicles, and other sources, ATMS shall identify and categorizetraffic and infrastructure (roadways and other elements of the environment inwhich vehicles are traveling) conditions. This includes the capability todetermine when conditions are normal/abnormal based upon day and time. In theevent conditions are abnormal, ATMS shall determine the nature of theabnormality.

ATMS 2 ATMS shall identify and categorize traffic network andinfrastructure conditions.

ATMS 2.1 ATMS shall determine derived traffic performance parameters(Level 1 data, which includes determining abnormalities intraffic; e.g., abnormal link speed; abnormal queue-length).

ATMS 2.2 ATMS shall identify and classify traffic conditions, such asrecurrent congestion, non-recurrent congestion (Level 2 data,which includes classifications).

Based upon conditions of the traffic network and supporting infrastructure (referto ATMS 1 and 2), ATMS shall develop and implement traffic control techniquesthat are both adaptive and predictive. Adaptive techniques allow for adjustingtraffic control methods dynamically in real time in response to changing trafficpatterns and demands as they occur. Predictive techniques allow for adjustingcontrol methods in response to predicted traffic patterns and demands. Trafficcontrol methods are primarily traffic signal timing strategies, but also includeCMS; variable access restrictions; and variable lane use and turn movement

Loral AeroS ys B-3 March 1994


LAS-ATMS-0001

restrictions. Other control techniques include dissemination of travelerinformation providing route selection and route guidance instructions designed tooptimize performance of the overall traffic network.

ATMS 3 ATMS shall perform adaptive and predictive strategy trafficcontrol.

ATMS 3.1 ATMS shall develop traffic flow predictions using currentconditions, historical data, and O-D data.

ATMS 3.2 ATMS shall assess effectiveness of system in responding tothe predicted flow conditions.

ATMS 3.3 ATMS shall generate alternative control strategies based onactual and predicted traffic network conditions.

ATMS 3.4

ATMS 3.5

ATMS 3.6

ATMS shall evaluate alternative control strategies.

ATMS shall implement selected traffic control strategies.

ATMS shall disseminate traffic control information tonecessary field components.

Through monitoring traffic and the traffic infrastructure (refer to ATMS 1 and 2)ATMS will be capable of detecting incidents and responding with an effectiveapproach to manage the resolution of the incident in the shortest time, with theleast impact to traffic throughput. Consideration for the safety of incident victimsand others on the affected roadways is also considered in the incident response.An incident is defined as any non-normal occurrence affecting or having thepotential to affect the traffic network’s performance. Thus, an incident couldinvolve vehicular traffic directly, such as a collision between vehicles on theroadway, or indirectly as an occurrence in the traffic infrastructure, such as afallen rock on the roadway. Incident Management will analyze the conditionscaused by the incident and employ appropriate traffic control strategies to resolvethe incident and restore the network to normal conditions (refer to ATMS 3).

ATMS 4

ATMS 4.1

ATMS 4.2

ATMS 4.3

ATMS 4.4

ATMS 4.5

ATMS shall perform incident detection and management.

ATMS shall detect incidents. Most incidents are defined asunanticipated events resulting in a reduction of capacity or anincrease in congestion. Another type of incident that ATMSwill detect is an accident under low-volume conditions, whichis not readily detectable from traffic flow rates.

ATMS shall classify incidents in terms of traffic networkimpact, incident seriousness, and human safety.

ATMS shall determine the initial emergency response plan.

ATMS shall contact and coordinate emergency response.

ATMS shall predict incident duration.

Loral AeroSys B-4 March 1994


ATMS 4.6

ATMS 4.7

ATMS 4.8

ATMS 4.9

ATMS 4.10

ATMS 4.11

ATMS 4.12

ATMS 4.13

LAS-ATMS-0001

ATMS shall predict the impact of the incident on trafficconditions.

ATMS shall determine strategies for responsive traffic control.

ATMS shall evaluate strategies.

ATMS shall implement strategies.

ATMS shall receive and process incident status reports andupdate response plans.

ATMS shall provide route selection for emergency vehicles.

ATMS shall track emergency vehicles enroute for coordinatedsignal preemption.

ATMS shall provide estimates of the likelihood of incidents,based on historical data, time of day, location and currentenvironmental and traffic conditions. The estimations will bespecific to roadway segments, and differentiated by type,likelihood, location, and severity of the potential incident.

ATMS will manage demand upon the roadways to optimize the performance ofthe overall traffic network system. Demand management strategies include theability to employ traffic control techniques (refer to ATMS 3) based uponmonitored conditions of traffic and of the traffic infrastructure (refer to ATMS 1and ATMS 2) with the specific objective of influencing driver behavior to adjustdemand.

ATMS 5 ATMS shall perform demand management.

ATMS 5.1 ATMS shall determine the need to influence demand.

ATMS 5.2 ATMS shall develop an integrated traffic control strategycomprising a demand management component consisting of:

a. Route selection.

b. Integrated control strategies implemented with signals,CMS, ramp meters, HOV enforcement, vehiclerestriction, etc.

C. Providing environmental and traffic data to externalorganizations so that actual demand managementstrategies can be developed (e.g., HOV lanes, congestionpricing, toll pricing, etc.)

ATMS 5.3 ATMS shall implement control strategies?

ATMS 5.4 ATMS shall disseminate traveler information (historical data,demand information) to External Systems.



LAS-ATMS-0001

ATMS will maintain static data on the capacity and location of parking facilitiesand dynamic data on the usage and availability of parking resources as monitoredin real time. A more advanced version will predict traffic resource availabilitybased upon traffic and the traffic infrastructure monitoring. ATMS willdisseminate these data through ATIS and APTS elements, as well as throughTraffic Advisories, to optimize the availability of parking resources to satisfy bothindividual travelers and transit operators. Individual travelers will use parkinginformation to complete a trip as efficiently as possible, minimizing time wastedon roadways after driving to full facilities. Transit operators will use thiscapability to achieve efficient modal transitions (i.e., park the car and board thesubway). Parking facility information is also important to event management(refer to ATMS 8).

ATMS 6* ATMS shall manage the dissemination of parking information.

ATMS 6.1 ATMS shall monitor parking usage data.

ATMS 6.2 ATMS shall capture parking goals from trip planning data. I

ATMS 6.3

ATMS 6.4

ATMS shall predict parking availability.

ATMS shall disseminate parking availability data to ExternalSystems.

ATMS will coordinate with the planners and implementors of infrastructureconstruction and maintenance activities to minimize the impact of these activitieson traffic flow. ATMS techniques will include scheduling construction activitiesat times when impact to traffic is minimized and traffic control techniques (referto ATMS 3) appropriate to construction activities.

ATMS 7 ATMS shall manage the impact of construction activities uponthe traffic network.

ATMS 7.1 ATMS shall receive construction plans.

ATMS 7.2

ATMS 7.3

ATMS shall evaluate the impact to traffic conditions.

ATMS shall coordinate with construction planners to reviseplans and project schedules as indicated by traffic evaluation.

ATMS 7.4 ATMS shall develop temporary revisions to traffic controlprocedures and strategies as needed.

ATMS 7.5 ATMS shall implement traffic management strategies.

ATMS will coordinate with the planners and implementors of planned specialevents that are expected to have a significant effect upon traffic to minimize theimpact of these activities on traffic flow. ATMS techniques include thescheduling of events at times when impact to traffic is reduced (when this ispossible), and traffic control techniques (refer to ATMS 3) appropriate to theevent and the anticipated effect upon traffic.


LAS-ATMS-0001ATMS Functional Requirementsand Specifications

ATMS 8 ATMS shall manage the impact of planned events(conventions, parades, etc.) upon the traffic network.

ATMS 8.1

ATMS 8.2

ATMS 8.3

ATMS shall receive event plans.

Evaluate the impact to traffic conditions.

ATMS shall coordinate with event planners to revise plans andevent schedules (as feasible) as indicated by traffic evaluation.

ATMS 8.4 ATMS shall develop temporary revisions to traffic controlprocedures and strategies as needed.

ATMS 8.5 ATMS shall implement traffic management strategies.

ATIS, ARTS, CVO, and AVCS require the exchange of basic information toaccomplish an integrated system approach for IVHS. The informationcomponents exchanged are primarily static and dynamic traffic data and trafficinfrastructure information.

ATMS 9 ATMS shall perform information management anddissemination to support the integrated operation of all IVHSsegments.

ATMS 9.1 ATMS shall disseminate the following data to ATIS, ARTS,CVO, and AVCS elements, and to other regional ATMSentities:

a. Real-time Level 1 traffic information (i.e., trafficabnormalities identified).

b. Real-time Level 2 traffic information (i.e., trafficabnormalities categorized and quantified).

C. Static and dynamic network data (e.g., geometries,roadway environmental conditions, etc.).

. d. Historical Level 1 and 2 traffic information.

ATMS 9.2 ATMS shall respond to ad hoc requests for traffic networkstatus data and impending planned special events andconstruction activities.

ATMS requires self-sustaining functions that include the ability to monitor itsown internal systems and interfaces, identifying when subsystem componentsrequire regular maintenance as well as identifying and suggesting solutions forsystem malfunctions. This capability will also monitor the actions of ATMSoperators, automatically providing operator aid when needed. These systemmanagement capabilities will contribute to the objective for an inexpensivesystem to operate and maintain.

ATMS 10 ATMS shall provide a self-sustaining capability, automaticallymonitoring the performance of ATMS.



LAS-ATMS-0001

ATMS 10.1 ATMS shall monitor status data.

ATMS 10.2 ATMS shall identify system faults.

ATMS 10.3 ATMS shall determine remedies.

ATMS 10.4 ATMS shall fix system faults.

ATMS 10.5 ATMS shall schedule and perform preventive maintenanc

ATMS 10.6 ATMS shall monitor operator inputs.

ATMS 10.7 ATMS shall support operator performance enhancements.

ATMS 10.8 ATMS shall schedule and respond to equipment malfunctonnotices.

ATMS 10.9 ATMS shall schedule and respond to roadway malfunctionnotices.

ATMS 10.10 ATMS shall manage the configuration of all assets,

ATMS requires the capability to communicate with both IVHS and non-IVHSentities for the purpose of wide-area traffic control.

ATMS 11 ATMS shall provide capabilities to support informationexchange within an ATMS entity. This includes necessarycommunications for TMC-to-TMC data exchange, where eachTMC is in the same ATMS region.

ATMS 11.1 ATMS shall disseminate traffic management informationwithin an ATMS entity as indicated by agreed uponMemorandum of Understanding (MOU).

ATMS 11.2 ATMS shall receive traffic management information frominter-regional ATMS entities.

ATMS I 1.3 ATMS shall adjust traffic management strategies asappropriate.

ATMS 12 ATMS Support Systems shall provide simulation to testvarious components and for operator training.

B.2 Requirements Originating From Other IVHS Elements

The following list details requirements for the IVHS External Systems as a whole.This list is intended to be a synopsis for the ATIS, APTS, CVO, and AVCSentities. Table B-2 is a summary of IVHS External Systems Requirements.




Table B-2. IVHS External Systems Requirements MatrixRequirement ATIS APTS CVO AVCS

IVHS 1 v v v vIVHS 2 v v v vIVHS 3 v v

IVHS externals require static data including roadway information such as highway geometries,restrictions due to long-term construction projects, toll locations, incidents, and historicaldemand levels at network locations by time of day. ATIS elements, for example, either in-vehicle, hand-held devices for travelers, kiosks, or other fixed elements, will process receivedstatic data against dynamic data (refer to ATIS 2) to perform traveler services such as TravelerAdvisory, Traveler Service Information, Trip Planning, Route Selection, Route Guidance, andIn-Vehicle Signing (refer to ATMS 9).

IVHS 1 ATMS shall provide historical information related to theroadway system to vehicles and other devices.

IVHS 1.1 ATMS shall develop historical traffic-related data.

IVHS 1.2 ATMS historical data will consist of link times, geometries,road restrictions, volumes, control strategies, incidents, etc.,by time of day.

IVHS 1.3 ATMS shall transmit historical data to vehicles and otherDevices.

Dynamic data is an ongoing and timely record of the traffic network’s current status. It includessuch information as control strategies and signal settings in effect, link travel times, demandlevels, incidents, events, travel advisory messages (e.g., “Accident Ahead, use alternate routes –Rt. XX”), parking availability, environmental conditions, and restrictions in effect, such asconstruction projects.

IVHS 2 ATMS shall provide to IVHS entities dynamic, real-timeInformation regarding the current status of the roadway system.Real-time information includes traffic-related data (link times, volumes, incidents, etc.), travel advisory messages, and parking availability.

Route selection, assumed to be performed by ATIS elements, is assisted by ATMS. Routeselection consists of calculating a best route of travel based upon a trip already selected by thetraveler in the form of an origin and destination at a particular time. Route selection can beperformed to satisfy a number of objectives, a primary one being to provide a trip with thefeatures preferred by the


LAS-ATMS-0001

traveler (e.g., quickest, avoid toll roads, avoid freeways, avoid surface streets,scenic routes, etc.). One advantage to having ATMS play a role in routing is theability to influence demand (and thus, network loading) to optimize theperformance of the roadway network at the system level. This is done so thatcongestion is minimized and throughput is maximized for the roadway system asa whole. If routing was done entirely by ATIS entities (i.e., distributed routingwhere each vehicle computes its own route) and the ATMS had no input, it wouldnot be possible to influence demand and network loading (since each vehicle isperforming their own routing independently) and better utilize the capacity of theroadways. Further, ATMS could not substantially alter/refine control strategies(at least not as well as it could if it had some control over routing), since therewould be less statistical control over each vehicle.

IVHS 3 ATMS shall contribute to the route selection process. ATMSshall compute suggested and alternative routes between O-Dpairs, which it will transmit (along with real-time trafficinformation) to IVHS entities (refer to Assumption b. inAppendix D). Routing for individual vehicles however, is notperformed (except for HAZMAT carriers and emergencyvehicles).

IVHS 3.1 ATMS shall have the capability to receive O-D data fromvehicles or aggregated O-D data from other IVHScomponents.

IVHS 3.2 ATMS shall aggregate (if necessary) and develop suggestedroutes between O-D pairs.

IVHS 3.3 ATMS shall optimize routes with respect to the requirementsof the traffic network.

IVHS 3.4 ATMS shall disseminate real-time suggested route data toIVHS components.

B.3 Requirements Originating From Non-IVHS External Elements

B.3.1 Weather

Weather predictions are an important input required for managing traffic. ATMSwill require the capability to receive weather forecast data for anticipating trafficconditions, incident detection, and incident management. This data will be storedfor long- and short-term trend analysis.

NWS 1 ATMS will receive and process weather forecast data fromcommercial and public weather forecast service organizations.

NWS 1.1 ATMS shall receive weather forecast data from public andprivate services.

NWS 1.2 ATMS shall validate forecast data to ensure it is transmittedfrom legitimate sources.



LAS-ATMS-0001

NWS 1.3 ATMS shall check data integrity to ensure that the datacontent is of good quality.

NWS 1.4 ATMS shall archive all received forecast data.

ATMS will pre-process data to extract the appropriate parameters to use as inputfor managing the traffic network.

NWs2 ATMS will pre-process weather forecast data.

NWS 2.1 ATMS shall identify and extract parameters of interest.

NWS 2.2 ATMS shall assign the forecast to a network area of interest.

In addition to receiving regular weather service broadcasts, ATMS will require thecapability to initiate specific forecast data (e.g., near-term “micro forecasts”) tosupport activities such as incident management, where occurrences are unplanned.

NWS 3* Perform ad hoc weather forecast requests.

B.3.2 Environment

ATMS will require the capability to receive environmental status data such as airquality levels, from public and private organizations.

ENV 1 ATMS will receive and process air quality data from publicand private environmental monitoring service organizations.

ENV 1.1 ATMS shall receive environmental status data from Non-IVHS External systems.

ENV 1.2 ATMS shall validate forecast data to ensure it is transmittedfrom legitimate sources.

ENV 1.3 ATMS shall check data integrity to ensure that the datacontent is of good quality.

ENV 1.4 ATMS shall archive all received environmental data.

ATMS will pre-process data to extract appropriate parameters to use as input formanaging the traffic network.

ENV 2

ENV 2.1

ENV 2.2

ATMS will pre-process environmental data.

ATMS shall identify and extract parameters of interest.

ATMS shall assign environmental data to a network area ofinterest.

ENV 3* Initiate transmittal of air quality data.



LAS-ATMS-0001

B.3.3 National Databases

It is assumed that large databases containing data from a national perspective willbe required by ATMS. One such database could conceivably maintaininformation about vehicles transporting HAZMAT.

HAZMAT planning data includes description of planned trips, routes, desiredschedules, and the hazardous material’s nature. ATMS will retrieve these datafrom the national database and use this information to coordinate routes andprovide advance notice to emergency services and other affected organizations.

NADB l* ATMS will receive HAZMAT manifest data from a nationaldatabase.

NADB 1.1 ATMS shah detect HAZMAT carriers without cargoidentification from surveillance data.

NADB 1.2

NADB 1.3

ATMS shall send information queries to the national database.

ATMS shall receive and validate data, and check dataintegrity.

ATMS will use this data to manage traffic and the roadway as HAZMAT carrierstravel through the traffic network.

NADB 2* ATMS will have the capability to receive real-time locationinformation regarding vehicles carrying hazardous materials.

NADB 2.1 ATMS shah receive location data.

NADB 2.2 ATMS shah validate location data.

NADB 2.3 ATMS shall perform route selection for HAZMAT carriers.

As the ATMS monitors and manages HAZMAT traffic, it will send newinformation obtained to the national database as updates.

NADB 3* ATMS shall send update data to the national database.

B.4 Requirements Originating From Emergency Response Systems

B.4.1 Emergency Vehicles

This category includes assets used for responding to traffic network problems.Examples of these assets are police, ambulance, fire, and tow trucks.



LAS-ATMS-0OO1

Emergency vehicles require static data that includes roadway information such ashighway geometries, restrictions due to long-term construction projects, pastincidents, toll locations, and historical demand levels at network locations by timeof day. Emergency operations elements, either in-vehicle or operations centerswill process received static data and compare against dynamic data (refer toEMER 2) to perform services such as Traveler Advisory, Route Selection, RouteGuidance, and In-Vehicle Signing (refer to ATMS 9).

EMER 1 ATMS shall provide historical information related to theroadway system to vehicles and other devices.

EMER 1.1

EMER 1.2

ATMS shall develop historical traffic-related data.

ATMS historical data shall consist of link times, geometries,road restrictions, volumes, control strategies, incidents, etc.,by time of day.

EMER 1.3 ATMS shall transmit historical data to vehicles and otherdevices.

As with other components within the system, emergency vehicles require dynamicdata. Emergency operations elements, either in-vehicle or operations centers willprocess received static data and compare it against dynamic data (refer to EMER1) to perform services such as Traveler Advisory, Route Selection, RouteGuidance, and In-Vehicle Signing (refer to ATMS 9).

EMER 2 ATMS shall provide to IVHS entities dynamic, real-timeinformation regarding the current status of the roadwaysystem. Real-time information includes traffic-related data(link times, volumes, incidents, etc.), travel advisorymessages, etc.

This function, currently performed by emergency operations elements, should beperformed by ATMS. Route selection entails calculating a best route of travelbased on a trip already selected by the traveler in the form of an O-D at aparticular time. Route selection can be performed to provide the quickest, safestroute for the emergency vehicle to the desired location (fire, crime, accident). Therationale for providing route selection for emergency vehicles is that ATMS is inthe best position to assess the traffic network’s current state. Because of this,ATMS is in the position to select the optimum route for these vehicles. Inaddition, it is likely that signal preemption will be used by emergency vehicles.ATMS is best suited for accommodating this requirement since it can controlsignals and coordinate the routes of various responding vehicles.

EMER 3 ATMS shall perform emergency vehicle route selection andupdates for individual emergency vehicles.

EMER 3.1 ATMS shall disseminate route selection results to IVHS andnon-IVHS elements.

EMER 3.2 ATMS shall optimize the routes based on the current state ofthe traffic network to facilitate a safe and speedy arrival ofemergency vehicles to the incident scene.


LAS-ATMS-0001

Keeping other entities informed about the current status of incidents is animportant component of incident management. This function, which could beperformed by emergency operations elements in some jurisdictions, could also beperformed by ATMS. ATMS would determine when to send a Travel Advisory bycontinuously comparing real-time traffic, roadway, and environmental conditionsagainst pre-determined categories and guidelines. During an emergency, theATMS would send frequent and urgent advisories to emergency vehicles inprogress to the incident scene (same as ATMS 9).

EMER 4 ATMS shall derive and transmit Travel Advisory Messages toemergency operations elements.

In responding to an incident, an emergency vehicle requires current informationregarding the resolution status of incidents in progress, whether it is the incidentto which the vehicle is responding or another incident that potentially will beencountered en route.

EMER 5 ATMS shall transmit incident detection and incidentmanagement data to emergency operations elements.

Signal preemption is an important tool for promoting rapid response to emergencysituations. This capability provides an advanced version of remote signalpreemption, where the ATMS manages signals along the route of an emergencyvehicle based upon decision processing against these data types: real-timedynamic traffic status, the vehicle’s origin/destination goal, route selection, andreal-time tracking of the vehicle. An advantage of this approach is that signalscan be coordinated between different responding vehicles, for example, two firecompanies converging on the same intersection. Note, signal preemption can beperformed by the vehicle on the roadway, directly transmitting signal control asthe emergency vehicle approaches intersections.

EMER 6 ATMS shall perform signal preemption for emergencyvehicles.

Incident management requires that ATMS should be the initial agent forcoordinating incident responses. It is possible that once the response team arrivesat the incident scene, that coordination will become the responsibility for someother agency (e.g., the police) Based upon real-time tracking of the emergencyvehicle’s position, the ATMS would analyze dynamic traffic conditions andcommunicate with the vehicle, providing interactive guidance.

EMER 7 ATMS shall perform emergency vehicle traffic coordination.

EMER 7.1 ATMS shall provide emergency vehicle notification toresponding agencies.

EMER 7.2

EMER 8.

ATMS shall perform emergency vehicle tracking.

ATMS shall have the capability to electronically interface intoexisting dispatch databases.

EMER 8.1 ATMS shall have the capability to electronically interface intopolice and emergency dispatch databases.



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EMER 8.2 ATMS shall use the data obtained from these databases toverify incidents, and to better manage traffic around theincident.

B.4.2 Road Maintenance

Road maintenance elements require static data to maintain roadways.Maintenance vehicle operators, either through in-vehicle or operations centers,will process received static data against dynamic data (refer to TOW 2) toevaluate roadway conditions, and to plan and carry out maintenance activities.Maintenance operators will also use the information to perform services such asTraveler Advisory, Route Selection, Route Guidance, and In-Vehicle Signing, tosupport operators as they plan and carry out trips to maintenance sites.

MAIN 1 ATMS shall provide historical information related to theroadway system to vehicles and other devices.

MAIN 1.1

MAIN 1.2

ATMS shall develop historical traffic related data.

ATMS historical data will consist of link times, geometries,road restrictions, volumes, control strategies, incidents, etc.,by time of day.

MAIN 1.3 ATMS shall transmit historical data to vehicles and otherdevices.

Maintenance vehicle operators, either through in-vehicle or operations centers,will process received dynamic data against static data to evaluate roadwayconditions and to plan and carry out maintenance activities. Maintenanceoperators will also use the information to perform such services as TravelerAdvisory, Route Selection, Route Guidance, and In-Vehicle Signing, to supportoperators as they plan and carry out trips to maintenance sites.

MAIN 2 ATMS shall provide to IVHS entities dynamic real-timeinformation regarding the current status of the roadwaysystem. Real-time information includes, traffic-related data(link times, volumes, incidents, etc.), travel advisorymessages, etc.

MAIN 3 ATMS shall provide dispatch notices to maintenance crewsfor instances where repairs are automatically detected.Additionally, ATMS provides suggestions for preventiveaction.



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B.5 Requirements Originating From Organization Users

B.5.1 Local JurisdictionTransportation Departments

Local transportation departments have the basic responsibility for developingtransportation management policy. The ATMS will accept this information andevaluate it against the current capabilities and make appropriate modifications tosystem capabilities, processes, or interfaces to comply with the policy. ATMSwill prepare and send a response to the transportation department uponcompletion, indicating the nature of the response to the policy directive.

TRAN 1 ATMS shall receive traffic management policy and budgetinformation, and evaluate and modify transportationmanagement in response.

TRAN 1.1 ATMS shall evaluate policy information against currentpractice and procedures.

TRAN 1.2 ATMS shall modify and implement procedures as required.

TRAN 1.3 ATMS shall develop budget estimates to meet trafficmanagement policies and objectives.

TRAN 1.4 ATMS shall modify and implement procedures to satisfyapproved budgets.

Event planners will negotiate traffic management plans with the transportationdepartment, who will send the information to the ATMS. The ATMS willmaintain pre-planned event management strategies, procedures, and capabilitiesand will recall these from the database to apply appropriately. In rare cases,events will be planned for which there are no sufficient pre-planned strategies.The ATMS will devise and deploy new strategies. The ATMS will prepare andsend a response to the transportation department upon indicating the nature of theresponse to the event.

TRAN 2 ATMS shall receive special event planning information,evaluate, develop, and implement appropriate transportationmanagement capabilities and procedures.

TRAN 2.1 ATMS shall evaluate event plans.

TRAN 2.2 ATMS shall develop traffic management plans.

TRAN 2.3

TRAN 2.4

ATMS shall develop new traffic management capabilities orprocedures, if required.

ATMS shall implement traffic management monitor andcontrol strategies for events.



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B.5.2 Law Enforcement

LAW 1 ATMS will provide law enforcement entities with violationstatistics, as special requests or if required, but will notfunction to actively enforce the law (e.g., speed limits, HOV)for a general system. Statistics might include compliance toHOV and speed restrictions, but will not be for individualvehicles (though this might be obtainable via CCTV).



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Table B-3. RequirementsChange Log

Old NewRequirement Requirement

Type of

Identification IdentiticationChange Rational for Change Date

ATMS 1

ATMs 1.1

Modified Incorporated environmental data from 10/93environmental sensors as a data source. Eventhough we have ENV requirements, this changewas still accommodated, because the ENVrequirements are for ingesting environmental datathat is from an asset that is an external system. TheATMS requirements cover data sources that areconsidered to be organic to the ATMS.

Modified Added environmental data to the list of sensors 10/93sending data to the ATMS.

ATMS 2.1

ATMS 2.2

ATMS 3.6

ATMS 5.2

ATMS 6

ATMS 4.2

ATMS 9.1

ATMS 10.5

ATMS 1.6

ATMS 4.13

New Created a new requirement for the detection of 10/93communication and equipment failures. Thisrequirement used to be subsumed by ATMS 2.2.

New Added an annotation/clarification in parenthesis. 10/93

Modified Moved the “communication failures, equipment 1 0/93failures” to an new requirement -- ATMS 1.6.Also, “incidents” was removed since this is coveredin ATMS 4.1. Finally, added an annotation inparenthesis.

Modified Add clarification to end of sentence “to field 12/93components.”

New The addition of a requirement that will perform 10/93incident prediction.

Modified Added "c." which explains how other demand 1 O/93management strategies are developed for ATMS.

Modified Flagged as a future requirement (2002). 10/93

Modified Deleted “facility” since it was misleading. 10/93

Modified Clarification - “other regional ATMS entities.” 12/93

Modified Added “schedule,” since a function of the ATMS 10/93will be to schedule maintenance activities.

ATMS 10.8

ATMS 10.9

Modified Added “schedule,” since a function of the ATMS 1 0/93will be to schedule repairs to equipment.

Modified Added “schedule,” since a function of the ATMS 1 0/93will be to schedule repairs to the roadway.



Table B-3. RequirementsChange Log (Cont'd)

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Old NewRequirement Requirement

Type ofRational for Change Date

Identification IdentificationChange

ATMS 10.10 New ATMS requirement for performing configuration 12/93management of all assets.

ATMS 11 Modified Clarification for the necessary communication for 12/93transmitting data within an ATMS region, i.e.,between TMCs.

ATMS 11.1 Modified Clarification for the necessary communication for 12/93transmitting data within an ATMS region, i.e.,between TMCs.

TMS 11.2 Modified Clarification for the necessary communication for 12/93transmitting data within an ATMS region, i.e.,between TMCs.

ATMS 12 New The addition of requirements for the ATMS Support 10/93System that will ensure the accomplishment ofdesign goals.

ATMS 12.1 New The addition of requirements for the ATMS Support 1 O/93System that will ensure the accomplishment ofdesign goats.

ATMS 12.2 New The addition of requirements for the ATMS Support 10/93System that will ensure the accomplishment ofdesign goals.

ATMS 12.3 New The addition of requirements for the ATMS Support 10/93System that will ensure the accomplishment ofdesign goals.

TMS 12 Moved Moved to a system-level requirement in the Task C 12/93document -- does not belong here, because it is notan ATMS functional-level requirement,

T M S 12 New Created a new ATMS 12 for all types of simulation. 12/93ATMS 13 New The addition of requirements for the ATMS Support l0/93

System that will ensure the accomplishment ofdesign goals.

MS 13 Moved Moved to a system-level requirement in the Task C 12/93document -- does not belong here, because it is notan ATMS functional-level requirement.

IIVHS 1.3 New Requirement to transmit historical data. 12/93HS 3 Modified Added “alternative” to clarify that ATMS will 10/93

generate and transmit suggested and alternativeroutes.



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Table B-3. RequirementsChange Log (Cont'd)

Rational for Change

EMER 8

EMER 8.1

EMER 8.2

MAIN 1.3

Modified

New

New

New

New

perform emergency vehicle coordination to theaccident scene from the traffic perspective not thelogistics perspective.Changed “dispatch” to “notification” to clarify that 10/93the ATMS will not dispatch emergency vehicles, butrather provide notification to responding agencies.

New requirement for interfacing into existing 1 0/93dispatch databases.New requirement for interfacing into existing 10/93dispatch databases.New requirement for interfacing into existing 1 0/93dispatch databases.

Requirement to transmit historical data. 12/93

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APPENDIX C

ATMS REQUIREMENTS TRACEABILITY



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APPENDIX C

ATMS REQUIREMENTS TRACEABILITY

In this Appendix there are two tables. Table C-l will show which Support Subsystemsfulfill the high-level ATMS requirements. Table C-l is sorted in alphabetical order bySupport Subsystem name. Table C-2 will show a different sorting of the first table.Table C-2 is sorted by the ATMS requirement identifier and it shows which SupportSubsystems fulfill the various ATMS requirements.

Table C-I. Support Subsystem to ATMS Requirements Mapping

Support Subsystem Requirement

ATMS Component Simulation ATMS 12ModelsAutomated Control Sofhware ATMS 10.4,Downloading ATMS 10.5,

ATMS 10.7,ATMS 10.8,

Configuration and Inventory ATMS 10.10ManagementData Validation ATMS 1.2

N W S 1.2ENV 1.2,NADB 1.2

Document and File ATMS 10.7Management

Dynamic Traffic Assignment ATMS 3.1,IVHS 3.2,

Event Planning and SchedulinIVHS 3.3ATMS 7.1,ATMS 7.2,ATMS 7.3,ATMS 8.1,ATMS 8.2,ATMS 8.3,ATMS 9.2,TRAN 2.1,T R A N 2.3

Analysis Mapfrom Task B

1.1.1.3

1.3.2.8

1.3.2.7

1.1.2.2, 1.1.2.3

1.3.1, 1.3.2.2,1.3.2.4, 1.3.2.6,1.3.2.11, 1.3.3,1.3.4, 1.3.5, 1.3.61.2.2.1(P)

1.2.3.1, 1.2.3.2

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Historical Data Analysis

I/O Manager

cident Management

dividuall Vehicle Routing

ATMS 9. 1 d, 1.4.1ATMS 9.2,IVHS 1.1,IVHS 1.2,EMER 1.1,EMER 1.2,MAIN 1.1,LAW 1ATMS 1.1 (except point 1.4.1, 1.4.2, 1.4.5detector)ATMS 5.4,ATMS 6.4,ATMS 7.1,ATMS 7.5,ATMS 8.1ATMS 8.5,ATMS 9.1,ATMS 9.2,IVHS 1.3,IVHS 2,IVHS 3.1,IVHS 3.4,NWS 1.1,ENV 1.1,ENV 3EMER 1.3,EMER 2,EMER 3.1,EMER 4,EMER 5,EMER 8.1MAIN 1.3,MAIN 2,MAIN 3,TRAN 1(only ),TRAN 2(only),TRAN 2.4,LAW 1,NADB 1.2,NADB 2.1,NADB 3ATMS 4(-4 1), 1.2.4(- 1.2.4.3)EMER 7.1,EMER 8.2ATMS 4.11 1.2.3.1NADB 2.3,EMER 3.2,IVHS 3.3

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Input Stream Processing ATMS 1.1, 1.1.1.1, 1.1.1.2,ATMS 7.1, 1.1.3.6, 1.1.3.7,ATMS 8.1, 1.2.4.1, 1.4.1

IVHS 3.1,NWS 1.1,NWS 2.1,ENV 1.1,ENV 2.1,NADB 1(only)NADB 2.1,NADB 2.2,EMER 8.1,TRAN 1 (only),T R A N 2(only)

Integrated Modeling Manager ATMS 3.1, 1.2.2.2, 1.2.2.3,ATMS 3.2, 1.2.2.4, 1.2.2.5,ATMS 3.3, 1.2.3.1, 1.2.3.2,ATMS 3.4, 1.2.5

ATMS 4.6,ATMS 4.7,ATMS 4.8,ATMS 6.3,ATMS 7.2,ATMS 7.4,ATMS 8.2,ATMS 8.4,TRAN 2.2,TRAN 2.3

ter-TMC Data Exchange ATMS 11.1, l/D1ATMS 11.2

aintenance Management ATMS 10.3, 1.3.2.1ATMS 10.4,ATMS 10.5,ATMS 10.7,ATMS 10.8,ATMS 10.9,

igin-Destination Processing ATMS 3.1, 1.2.2.1, 1.2.2.2IVHS 3.2



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Output Stream Processing ATMS 5.4,ATMS 6.4,ATMS 9.1,ATMS 9.2,IVHS 1.3,IVHS 2,IVHS 3.4,NADB 1.2,NADB 3,EMER 1.3,EMER 2,EMER 3.1,EMER 4,EMER 5,EMER 8.1,MAIN 1.3,MAIN 2,MAIN 3,LAW 1

Probe Vehicle Tracking ATMS 4.12,EMER 7.2

Signal and Control ATMS 3.3,Optimization Models ATMS 3.4,

ATMS 4.7,ATMS 4.8,

ATMS 7.4,ATMS 8.4,TRAN 2.2,TRAN 2.3

Surveillance Image Processing ATMS 1.1 (image only),ATMS 1.2,ATMS 1.3ATMS 2.1,

ATMS 2.2,ATMS 4.1,ATMS 4.2

MC Database Management AllystemMC Hardware and Software ATMS 10.2,onitoring ATMS 10.3,

ATMS 10.5,ATMS 10.7,ATMS 10.8,

1.4.2

1.2.2.4(P)

1.2.2.2, 1.2.2.3,1.2.2.4, 1.2.2.5,1.2.3.1, 1.2.3.2,1.2.5

1.1.3.7

1/DI

1.3.2.3, 1.3.2.4,1.3.2.5, 1.3.2.6

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Traffic and Environmental ATMS 1.2, 1.1.2, 1.1.3,Monitoring ATMS 1.4, 1.2.1.1, 1.2.1.2,

ATMS 2.1,2.2, 1.2.1.3, 1.2.1.4

ATMS 4.1,ATMS 4.13,NWS 2.2,ENV 2.2EMER 8.2

Traffic Control ATMS l.l(only Point 1.1.1(P), 1.1.2(P),Detector data), 1.2.2(P), 1.2.3(P),ATMS 3.1, 1.2.5(P), 1.2.6(P)ATMS 3.2,ATMS 3.3,ATMS 3.4,ATMS 3.5ATMS 4.9,ATMS 5.3,ATMS 7.5,ATMS 8.5,ATMS 10.1,ATMS 10.2,ATMS 11.3,EMER 6,TRAN 2.4

raffic Simulation Models ATMS 3.3, 1.2.2.2, 1.2.2.3,ATMS 3.4, 1.2.2.4, 1.2.2.5,ATMS 4.6, 1.2.3.1, 1.2.3.2,

ATMS 4.7,1.2.5

ATMS 4.8,ATMS 6.3,ATMS 7.2,ATMS 7.4,ATMS 8.2,ATMS 8.4,TRAN 2.2,TRAN 2.3

ide-Area Traffic ATMS 3.1, 1.2.1, 1.2.2, 1.2.3,hnagement System ATMS 3.3, 1.2.5, 1.2.6

ATMS 3.4,ATMS 5.1,ATMS 5.2IVHS 3.3



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Table C-2. Requirements to Support System Mapping

Requirement Support SubsystemAnalysis Map from

Task BATMS 1

ATMS 2

ATMS 3

ATMS 4

Traffic and Environmental 1.1.2, 1.1.3, 1.2.1.1,Monitoring 1.2.1.2, 1.2.1.3, 1.2.1.4Surveillance Image Processing 1.1.3.7TMC Database Management 1/DISystemData Validation 1.1.2.2, 1.1.2.3Traffic Control 1.1.1(P), 1.1.2(P),

1.2.2(P), 1.2.3(P),1.2.5(P), 1.2.6(P)

I/O Manager 1.4.1, 1.4.2, 1.4.5Input Stream Processing 1.1.1.1, 1.1.1.2, 1.1.3.6

1.1.3.7, 1.2.4.1, 1.4.1Traffic and Environmental 1.1.2, 1.1.3, 1.2.1.1,Monitoring 1.2.1.2, 1.2.1.3, 1.2.1.4Surveillance Image Processing 1.1.3.7TMC Database Management 1/DISystemTMC Database Management 1/DISystemWide-Area Traffic Management 1.2.1, 1.2.2, 1.2.3, 1.2.:System 1.2.6Traffic Control 1.1.1(P), 1.1.2(P),

1.2.2(P), 1.2.3(P),1.2.5(P), 1.2.6(P)

Origin-Destination Processing 1.2.2.1, 1.2.2.2Integrated Modeling Manager 1.2.2.2, 1.2.2.3, 1.2.2.4,

1.2.2.5, 1.2.3.1, 1.2.3.2,1.2.5

Signal and Control Optimization 1.2.2.2, 1.2.2.3, 1.2.2.4,Models 1.2.2.5, 1.2.3.1, 1.2.3.2,

1.2.5Dynamic Traffic Assignment 1.2.2.1(P)Traffic Simulation Models 1.2.2.2, 1.2.2.3, 1.2.2.4,

1.2.2.5, 1.2.3.1, 1.2.3.2,1.2.5

Traffic and Environmental 1.1.2, 1.1.3, 1.2.1.1,Monitoring 1.2.1.2, 1.2.1.3, 1.2.1.4Surveillance Image Processing 1.1.3.7Probe Vehicle Tracking 1.2.2.4(P)TMC Database Management l/D1SystemTraffic Control 1.1.1(P), 1.1.2(P),

1.2.2(P), 1.2.3(P),1.2.5(P), 1.2.6(P)

Incident Management 1.2.4(- 1.2.4.3)

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Individual Vehicle RoutingIntegrated Modeling Manager

1.2.3.11.2.2.2, 1.2.2.3, 1.2.2.41.2.2.5, 1.2.3.1, 1.2.3.21.2.5

Signal and Control Optimization 1.2.2.2, 1.2.2.3, 1.2.2.4Models 1.2.2.5, 1.2.3.1, 1.2.3.2

1.2.5Trafficc Simulation Models 1.2.2.2, 1.2.2.3, 1.2.2.4

1.2.2.5, 1.2.3.1, 1.2.3.2

ATMS 5 TMC Database Management1.2.5l/D1

ATMS 6

I/O ManagerOutput Stream ProcessingTMC Database Management

1.2.5(P), 1.2.6(P)1.4.1, 1.4.2, 1.4.51.4.2l/D1

SystemIntegrated Modeling Manager 1.2.2.2, 1.2.2.3, 1.2.2.4

1.2.2.5, 1.2.3.1, 1.2.3.2.

Traffic Simulation Models1.2.51.2.2.2, 1.2.2.3, 1.2.2.4

1 .2 .2 .5 1.2.3.1, 1.2.3.2.

ATMS 7

I/O ManagerOutput Stream ProcessingTMC Database Management

1.2.51.4.1, 1.4.2, 1.4.51.4.21/DI

SystemTraffic Control 1.1.1(P), 1.1.2(P),

1.2.2(P), 1.2.3(P),1.2.5(P), 1.2.6(P)

Event Planning and Scheduling 1.2.3.1, 1.2.3.2Integrated Modeling Manager 1.2.2.2, 1.2.2.3, 1.2.2.4,

1.2.2.5, 1.2.3.1, 1.2.3.2,1.2.5

Signal and Control Optimization 1.2.2.2, 1.2.2.3, 1.2.2.4,Models 1.2.2.5, 1.2.3.1, 1.2.3.2,

1.2.5Traffic Simulation Models 1.2.2.2, 1.2.2.3, 1.2.2.4,

1.2.2.5, 1.2.3.1, 1.2.3.2,1.2.5

TMS 8

I/O ManagerInput Stream Processing

TMC Database Management

1.4.1, 1.4.2, 1.4.51.1.1.1, 1.1.1.2, 1.1.3.6,1.1.3.7, 1.2.4.1, 1.4.11/DI

(SystemTraffic Control

I1.1.1(P), 1.1.2(P),1.2.2(P), 1.2.3(P),1.2.5(P), 1.2.6(P)

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APPENDIX D

ATMS ASSUMPTIONS



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APPENDIX D

ATMS ASSUMPTIONS

The following are our ATMS assumptions developed in an earlier report.

a. It is assumed that the ATIS, APTS, and CVO segments of IVHS will allhave the capability to communicate with ATMS to provide and receivetraffic-related information. These segments will have the capability touse this information to perform their functions of trip planning(suggested modes, schedules), route selection, vehicle scheduling, etc.,appropriate to each segment. This assumption implies that these IVHSsegments will not require trip planning, route selection, etc., from ATMSto meet their own objectives (although ATMS may have versions ofthese capabilities to meet traffic network management goals).

b. The ATMS role in routing is to assist ATIS/CVO entities in routedetermination and selection. More specifically, the ATMS role is not todetermine routes for individual vehicles, but rather to ingest aggregated(or to aggregate) Origin-Destination (O-D) data pairs, to generatesuggested routes for groups of vehicles sharing commonalties in O-Ddata, and to disseminate this information along with the traffic networkstatus to IVHS. It is understood that ATIS will actually furthercompute/select particular routes for individual vehicles, however, ATMSmust play an active role in routing to better manage the traffic network(i.e., traffic demand). This assumes a hybrid approach, combining thebenefits of centralized and distributed routing.

C. Emergency and HAZMAT vehicle routing can be performed by ATMS.These are the only cases where ATMS performs individual vehiclerouting. Thir assumption implies that route selection is done on aspecial-case basis (e.g., emergency vehicles).

d. It is assumed that advanced capability sensors will be available, withinreasonable technology forecasts, appropriate to the needs of advancedtraffic surveillance and control.

e. It is assumed that a sufficient number of private, commercial, and transitvehicles will be equipped as probes to provide adequate data to ATMSto support advanced traffic surveillance and control.

f. It is assumed that during the time frame of this version of ATMS (theyear 2002) early versions of AVCS will be available, providingenhanced driver assistance through vehicle-to-roadway interactions, andthat these interactions will not require dynamic interactions with ATMSor any special data types other than basic traffic and traffic infrastructureconditions.

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g. It is assumed that the ATMS role in multi-modal trip planning is limited to information correlation and dissemination, and that ATMS will not

perform the actual multi-modal trip planning and management functions.In this concept, ATMS would maintain information - primarily ATMStraffic data - and provide this information to ATIS/APTS elements thatwould determine actual multi-modal parameters and options.

h. Assets of the traffic network having primary or secondary surveillancefunctions are assumed to be internal (organic) to ATMS, not externalentities. Examples include loop detectors, parking utilization sensors,Electronic Toll and Traffic Management (ETTM) components(assuming the ETTM entity has AVI from which traffic volumes can bederived), etc.

i. In-vehicle signing is assumed to be part of other IVHS elements (i.e.,ATIS).

j. ATMS will support the development of various demand managementstrategies, which are mostly implemented by external organizations.Although the implementation of demand management strategies is doneby external organizations, ATMS can support the analysis to determineeffective strategies (e.g., congestion pricing, parking pricing, roadpricing, impact fees, zoning restrictions, truck-free zones). Directparticipation in the implementation of demand strategies is limited toaggregate routing information embedded in the dynamic network data,and control strategies for organic ATMS components (i.e., signals, CMS,ramp meters, etc.). This includes route diversion information in the caseof incidents and congestion.

k. ATMS will provide data on violation rates, but not for individualvehicles. Individual vehicle violation determination is not a necessaryfunction of ATMS, although ATMS does not preclude functionality forthis purpose.

1. ATMS will provide integrated (i.e., freeways and surface street) trafficmanagement at a regional (wide-area) level. To do this, ATMS mustimplement traffic management strategies across different trafficjurisdictions.

m. ATMS will exchange regional traffic data with adjacent ATMS entitiesthrough an external interface.

n. The ATMS role in incident management is limited to incident detection,initial incident notification to emergency units, and routing andcoordination of emergency vehicles. Once emergency units arrive at thescene, they assume responsibility for coordinating the incident’sresolution. It is assumed that ATMS may not actually manage theincident scene. ATMS does however, assume responsibility formanaging traffic operations including CMS updates, alternate routing,and information dissemination.

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0. The- ATMS role in parking management is limited to collecting anddisseminating parking surveillance data. Garages equipped withappropriate sensors will transmit utilization levels to ATMS, where thedata are collected and transmitted to ATIS. ATIS then uses thisinformation to assist travelers in efficiently carrying out multi-modal(and single mode) trips requiring a modal transition near a parkingfacility. For example, a traveler wishing to park their car and board asubway system can use this information to go directly to subway stationswhere parking is currently available, and avoid stations where parkingfacilities are full.

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AIANSIAPIAPPAPTSASMATISATMSAVCSAVIAVLCASECCTVCMSCOTSCRCCUAc v oDBMSDOTDTAERSIETTMFHWAGISGTRIGUIHARHOVIMI/OIPCPIPOIRITMSIVHS

ACRONYMS AND ABBREVIATIONS

Artificial IntelligenceAmerican National Standards InstituteApplication Program InterfaceApplication Portability ProfileAdvanced Public Transportation SystemATMS System ManagementAdvanced Traveler Information SystemAdvanced Traffic Management SystemsAdvanced Vehicle Control SystemAutomatic Vehicle IdentificationAutomatic Vehicle LocationComputer-Aided Software EngineeringClosed-Circuit TelevisionChangeable Message SignsCommercial-Off-the-ShelfCyclic Redundancy CheckingCommon User AccessCommercial Vehicle OperationsDatabase Management SystemDepartment of TransportationDynamic Traffic AssignmentEnvironmental Systems Research InstituteElectronic Toll and Traffic ManagementFederal Highway AdministrationGeographic Information SystemGeorgia Tech Research InstituteGraphical User InterfaceHighway Advisory RadioHigh Occupancy VehicleIncident ManagementInput/OutputIncident Prediction and Congestion PropagationInput Process OutputInfraredInter-Jurisdictional Traffic Management SupervisesIntelligent Vehicle Highway System

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LANMOEMPOMT0NISTO-DOATSOJTORNLRDRSQLTCSTMCUPSUTCS

ACRONYMS AND ABBREVIATIONS (CONT’D)

Local Area NetworkMeasures of EffectivenessMetropolitan Planning OrganizationsManage Traffic OperationsNational Institute of Standards and TechnologyOrigin-DestinationOff-Line Analysis and Trend SystemOn-the-Job TrainingOak Ridge National LaboratoriesRequirements Discrepancy ReportStructured Query LanguageTraffic Control SystemTraffic Management CenterUninterruptible Power SupplyUrban Traffic Control System

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AACS

ADTAAHDAAIMMAODPASCO

ATSMCIOMCISPCOSPDDFMDDVADIDEDTDBM S I PMTEMMVTRSACS

SCIM

SEPSSMMSSTHS

TIVRTIMSTTCS

SUPPORT SUBSYSTEM ACRONYMS

Analysis and Modeling ATMS Component Simulation ModelsSubsystemAnalysis and Modeling Dynamic Traffic Assignment SubsystemAnalysis and Modeling Historical Data Analysis SubsystemAnalysis and Modeling Integrated Modeling Manager SubsystemAnalysis and Modeling Origin-Destination Processing SubsystemAnalysis and Modeling Signal and Control Optimization ModelsSubsystemAnalysis and Modeling Traffic Simulation Models SubsystemExternal Communications I/O Manager SubsystemExternal Communications Input Stream Processing SubsystemExternal Communications Output Stream Processing SubsystemData Management Document and File ManagementData Management Data Validation SubsystemData Management Inter-TMC Data Exchange SubsystemData Management TMC Database SubsystemMonitoring Surveillance Image Processing SubsystemMonitoring Traffic and Environmental Monitoring SubsystemMonitoring Vehicle Tracking SubsystemSystem Management Automated Control Software DownloadingSubsystemTraffic Management Configuration and Inventory ManagementSubsystemSystem Management Event Planning and Scheduling SubsystemTraffic Management Maintenance Management SubsystemSystem Management TMC Hardware and Software MonitoringSubsystemTraffic Management Individual Vehicle Routing SubsystemTraffic Management Individual Management SubsystemTraffic Management Traffic Control System SubsystemTraffic Management Wide-Area Traffic Management Subsystem

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ATMS Functional Requirements and Specifications

Documents

Transcript of ATMS Functional Requirements and Specifications