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
Loral AeroSys iii March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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)
Loral AeroSys iv March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
TABLE OF CONTENTS (CONT’D)
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
Loral AeroSys March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
TABLE OF CONTENTS (CONT’D)
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
Loral AeroSys vi March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.”
Loral AeroSys l-l March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys l-2 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys l-3 March 1994
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.
Loral AeroSys l-4 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-000 I
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.
Loral AeroSys 2-l March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-2 March 1994
ATMS Functional Requirements LAS-ATMS-0001and Specifications
Loral AeroSys 2-3 March 1994
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
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
Table 2-1. Support System/Identifier Mapping
Table 2-2. Support Subsystem Acronyms
Loral AeroSys 2-4 March 1994
Loral AeroSys 2-5 March 1994
ATMS Functional Requirements LAS-ATMS-0001and Specifications
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
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-7 March 1994
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.
Lora l AeroSys 2-8 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys 2-9 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys 2-10 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-11 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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).
2-12 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-13 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-14 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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:
La-al AeroSys 2-15 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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).
Loral AeroSys 2-16 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-17 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-19 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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:
Loral AeroSys 2-20 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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:
Loral AeroSys 2-21 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-22 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-23 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys 2-24 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-25 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-26 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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:
Loral AeroSys 2-27 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys 2-28 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-29 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-30 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-3 1 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-32 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-m
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.).
Loral AeroSys 2-34 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-35 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-36 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-37 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-38 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-39 March 1994
ATMS Functional Requirementsand Specifications
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).
LAS-ATMS-0001
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
Loral AeroSys 2-40 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 2-41 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys 2-43 March 1994
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
ATMS Functional Requirementsand Specifications
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.
Loral AeroS ys 2-47 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys 2-48 March 1994
ATMS Functional Requirementsand Specifications
“what-if” analysis to be usedevaluation/determination.
LAS-ATMS-0001
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.
Loral AeroSys 2-49 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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,
Loral AeroSys 2-50 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
ATMS Functional Requirementsand Specifications
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).
Loral AeroSys 2-52 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 3-1 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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:
Loral AeroSys 3-2 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 3-3 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys 3-4 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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).
Loral AeroSys 3-5 March 1994
ATMS Functional Requirementsand Specifications
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++
Loral AeroSys 3-6 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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).
Loral AeroSys 3-7 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 3-8 March 1994
ATMS Functional Requirementsand Specifications
3.3.3 Event Logging
LAS-ATMS-0001
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.
Loral AeroSys 3-9 March 1994
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.
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 3-11 March 1994
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 3-13 March 1994
ATMS Functional Requirements LAS-ATMS-0001and Specifications
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.
Loral AeroSys 3-14 March 1994
ATMS Functional Requirementsand Specifications
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.).
Loral AeroSys 3-15 March 1994
ATMS Functional Requirementsand Specifications
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),
Loral AeroSys 3-16 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 3-17 March 1994
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 4-2 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys 4-3 March 1994
ATMS Functional Requirementsand Specifications
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
Loral AeroSys 4-4 March 1994
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
APPENDIX A
FUNCTIONAL REQUIREMENTS AND SPECIFICATIONS FORSUPPORT SUBSYSTEMS
Loral AeroSys March 1994
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
e ar
ray
of i
nfor
mat
ion
that
sha
ll be
102
stor
ed i
n th
e T
MC
DB
MS
for
use
by r
eal-t
ime,
onl
ine,
and
(See
ASC
O 1
02.)
offli
ne
appl
icat
ions
. T
he o
utpu
ts w
ill b
e m
ade
avai
labl
e to
appl
icat
ions
via
the
TM
C D
BM
S. T
hese
inp
uts
will
also
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
TSM
102.
1AT
SM sh
all p
rovi
de M
easu
res o
f Eff
ectiv
enes
s (M
OE
- sta
tistic
s des
crib
ing
traff
ic o
pera
tions
at a
high
leve
l of d
etai
l) on
each
net
wor
k lin
k an
d fo
r eac
hne
twor
k no
de.
ATS
MA
TSM
sha
ll pr
ovid
e ag
greg
ates
of t
hese
sta
tistic
s, in
acc
orda
nce
with
use
r10
2.2
spec
ifica
tions
, ove
r su
bnet
wor
ks a
nd n
etw
ork-
wid
e.
ATS
M10
2.3
ATS
M10
2.4
ATS
M10
2.5
AT
SM10
3*A
TSM
103.
1
ATS
M10
3.2
ATS
M10
3.3
ATS
M s
hall
prod
uce
vehi
cle
traje
ctor
y da
ta a
t one
-sec
ond
inte
rval
s, to
be
outp
ut to
the
TMC
DB
MS.
ATS
M sh
all p
rovi
de a
hist
ory
of co
ntro
l act
ions
(e.g
., ph
ase d
urat
ions
and
sequ
ence
s, cy
cle l
engt
h, o
ffse
t) ov
er ti
me.
ATS
M sh
all h
ave a
n in
lerf
ace m
odul
e tha
t sha
ll tra
nsfo
rm th
e inf
orm
atio
npr
ovid
ed b
y th
e si
mul
atio
n m
odel
to th
e tra
ffic
con
trol s
oftw
are,
into
a fo
rmat
whi
ch is
com
patib
le w
ith th
e co
ntro
l sof
twar
e da
ta b
ase.
//R
eser
ved/
/.A
TSM
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
activ
ities
.A
TSM
sha
ll re
ceiv
e in
form
atio
n pr
ovid
ed b
y th
e W
ide
Are
a Tr
affic
Man
agem
ent s
ubsy
stem
whi
ch d
efin
es th
e sc
enar
io a
nd m
anag
emen
tst
rate
gy/ta
ctic
/pla
n to
be
eval
uate
d. T
he fl
ow o
f inf
orm
atio
n is
man
aged
by
AIM
M.
ATS
M s
hall
rece
ive
info
rmat
ion
prov
ided
by
the
Traf
fic C
ontro
l sub
syste
mw
hich
def
ines
the
scen
ario
and
man
agem
ent s
trate
gy/ta
ctic
/pla
n to
be
eval
uate
d.Th
e flo
w o
f inf
orm
atio
n is
man
aged
by
AIM
M.
The
mod
els s
hall
be a
ble
to e
xecu
te 15
-30
times
fast
er th
an re
al ti
me
to m
eet
the
timin
g re
quire
men
ts fo
r dev
elop
ing
and
eval
uatin
g str
ateg
ies
( not
all
mod
els
have
the
sam
e pe
rform
ance
requ
irem
ents)
.
This
requ
irem
ent s
uppo
rts th
e po
tent
ial c
apab
ility
of t
he tr
affic
cont
rol s
yste
m to
use
sim
ulat
ions
in re
al ti
me
to d
efin
e co
ntro
lstr
ateg
ies.
(See
ASC
O 1
03.)
ATMS Functional Requirementsand Specifications
LAS-ATMS-000
APPENDIX B
ATMS FUNCTIONAL INTERFACE AND GENERIC REQUIREMENTS(BASELINE VERSION 2.1)
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
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
ATMS Functional Requirementsand Specifications
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 Functional Requirementsand Specifications
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.
Loral AeroSys B-5 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys B-6 March 1994
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.
Loral AeroSys B-7 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys B-8 March 1994
ATMS Functional Requirements LAS-ATMS-0001and Specifications
Loral AeroSys B-9 March 1994
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
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys B-10 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys B-11 March 1994
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys B-12 March 1994
ATMS Functional Requirementsand Specifications
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.
ATMS Functional Requirementsand Specifications
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.
Loral AeroSys B-14 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys B-15 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys B-16 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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).
Loral AeroSys B-17 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys B-18 March 1994
ATMS Functional Requirementsand Specifications
Table B-3. RequirementsChange Log (Cont'd)
LAS-ATMS-0001
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.
Loral AeroSys B-19 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys
B-20 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
APPENDIX C
ATMS REQUIREMENTS TRACEABILITY
Loral AeroSys March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys C-l March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys C-2 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys C-3 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroS ys c-4 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys C-5 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
Loral AeroSys
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)
C-6 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
Loral AeroSys
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)
C-7 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
APPENDIX D
ATMS ASSUMPTIONS
Loral AeroSys March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys D-l March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys D-2 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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.
Loral AeroSys D-3 March 1994
ATMS Functional Requirementsand Specifications
LAS-ATMS-0001
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
Loral AeroSys AB-1 March 1994
ATMS Functional Requirementsand Specifications
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
Loral AeroSys AB-2 March 1994
LAS-ATMS-0001
ATMS Functional Requirements LAS-ATMS-0001and Specifications
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
Loral AeroSys SA- 1 March 1994