ISSN 1055- 1425
December 2008
This work was performed as part of the California PATH Program of the
University of California, in cooperation with the State of California Business,
Transportation, and Housing Agency, Department of Transportation, and the
United States Department of Transportation, Federal Highway Administration.
The contents of this report reflect the views of the authors who are responsible
for the facts and the accuracy of the data presented herein. The contents do not
necessarily reflect the official views or policies of the State of California. This
report does not constitute a standard, specification, or regulation.
Final Report for Task Order 6613
CALIFORNIA PATH PROGRAM
INSTITUTE OF TRANSPORTATION STUDIES
UNIVERSITY OF CALIFORNIA, BERKELEY
San Diego I- 15 Integrated Corridor
Management ( ICM) System: Phase I
UCB- ITS- PRR- 2008- 33
California PATH Research Report
Mark Miller, Linda Novick,
Yuwei Li, Alex Skabardonis
CALIFORNIA PARTNERS FOR ADVANCED TRANSIT AND HIGHWAYS
SAN DIEGO I- 15 INTEGRATED CORRIDOR MANAGEMENT ( ICM) SYSTEM: PHASE I
Mark A. Miller
Linda Novick
Yuwei Li
Alexander Skabardonis
Final Report for PATH Task Order 6613
ACKNOWLEDGEMENTS
This work was performed by the California PATH Program at the University of California at Berkeley, in
cooperation with the State of California Business, Transportation and Housing Agency, Department of
Transportation ( Caltrans), Division of Research and Innovation ( DRI) ( Interagency Agreement
# 65A0208). The contents of this paper reflect the views of the authors, who are responsible for the facts
and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or
policies of the State of California.
The authors thank Gulprit (“ Pete”) Hansra of Caltrans DRI for his support and advice during the project.
The authors also thank Bruce Churchill and Derek Pines of the Delcan Corporation for their dedication,
professionalism, and excellent work on this project. Alex Estrella, Thomas Bruccoleri, Samuel Johnson,
Melissa Miles, and Gwen Kruger of the San Diego Association of Governments ( SANDAG) for their
valuable input to the research team throughout the project. Finally, the authors thank each of the
participants in the San Diego I- 15 ICMS Corridor Working Group from the cities of San Diego,
Escondido, and Poway, the Metropolitan Transit System and the North County Transit District for their
valuable contributions to and support of the project’s objectives.
i
ii
ABSTRACT
This report describes the Stage One work of the US Department of Transportation’s ( DOT) federally-sponsored
Integrated Corridor Management ( ICM) Program for the I- 15 Corridor in San Diego County,
California, between State Route 52 in the city of San Diego and State Route 78 in the city of Escondido.
The development work is based on the systems engineering process whereby this work focused
specifically on the concept of operations and the system requirements specifications. The development of
the concept of operations consists of the following elements: vision, goals and objectives for the I- 15
corridor; operational concept description, approaches, and strategies; corridor user needs; implementation
issues; institutional framework; and operational scenarios. The development of the system requirements
specification primarily depends on the set of user needs developed in concept of operations. Seventeen
user needs were transformed into 17 corresponding functional areas for the I- 15 ICMS system, which
formed the core of the development of the system requirements. The report also includes a description of
the data available for the next Phase of I- 15 ICM effort ( analysis, modeling and simulation).
Key Words: integrated corridor management, concept of operations, system requirements specifications
iii
iv
EXECUTIVE SUMMARY
This report constitutes the final deliverable for PATH Project Task Order 6613 under contract 65A0208
⎯ “ San Diego Integrated Corridor Management Demonstration I- 15 in San Diego County”. We describe
in this report the Stage One work of the US Department of Transportation’s ( DOT) federally- sponsored
Integrated Corridor Management System Program for the I- 15 Corridor in San Diego County, California
between State Route 52 in the city of San Diego and State Route 78 in the city of Escondido.
The development work is based on the systems engineering process whereby the focus was specifically
on two primary development research efforts: Concept of Operations and System Requirements
Specifications. The development of the Concept of Operations followed a specific investigative process
and consisted of the following elements in sequential order for the I- 15 ICM system: vision, goals and
objectives for the I- 15 corridor; operational concept description, approaches, and strategies; corridor user
needs; implementation issues; institutional framework; and operational scenarios. The development of the
System Requirements Specifications depended primarily on the set of user needs that we developed as
part of the Concept of Operations.
For the Concept of Operations, the ICM system concept for the I- 15 Corridor consisted of the following
four primary elements:
• Share/ Distribute Information
o Pre- trip traveler information
o En- route traveler information
• Improve Roadway Junctions/ Interfaces
o Transit signal priority
o Freeway ramp meters/ arterial traffic signal coordination
o Bus rapid transit
• Accommodate/ Promote Network Shifts
o Modify ramp metering rates
o Congestion pricing for managed lanes
• Manage ( Short- Term) Capacity/ Demand
o Modify HOV restrictions
In terms of hardware and software components, a lot of what San Diego envisions for its I- 15 ICM system
already exists in that there are various systems that manage the networks for individual modes – called
modal management systems – for example, for the freeway, arterial, and transit networks. Connecting
these individual systems is the Intermodal Transportation Management System ( IMTMS) – the “ glue”
that ties together the modal management systems and allows for the sharing of data and functional
capabilities across modes. For example, IMTMS is what allows a transit agency to receive information on
traffic conditions, and IMTMS is the system that allows cities to share event management information, as
well as traffic video and camera control, with other cities and Caltrans. IMTMS facilitates communication
between agencies within an individual management system and between different management systems.
There is, however, a major part of the I- 15 ICM system that is currently at the conceptual level. It is
called the Decision Support System ( DSS). DSS will support the ability to generate suggested action
plans in response to regional events. The events may be recurring ( morning and afternoon peak travel),
planned ( San Diego Chargers football games at Qualcomm Stadium), or unplanned and unexpected
( brush fires such as what occurred in October 2007). The figure below shows schematically the IMTMS
and its connections to the various modal management systems together with its connection to the DSS,
depicted in the upper right corner ( highlighted in a grayish- blue square). While IMTMS collects and
v
routes data ( shown as the blue portion of the modal boxes), DSS will consist of the tools needed to
develop, recommend and transmit actions to specific traffic contro1 devices and public transportation
systems ( shown as the gray portion of the modal boxes).
Regional
Transportation
Network
XML
IMTMS Web Services
Transit ( RTMS)
Freeway
( ATMS 2005)
Arterial
( QuicNet 5)
911 ( CAD)
IMTMS
Network
511
XML
Congestion
Events
CMS
CCTV
RMS
Freeway Events
Arterial Events
Congestion
Events
CMS
CCTV
Signal Phasing
Bus location
Train location
Events
Security CCTV
Schedule
Transportation
Coordinator
Transportation
Coordinator
Area Coordinators
Corridor Management
Decision
Support
System
Monitoring Strategies
Control Strategies*
Signal timing
CMS signing
CCTV control
Road closures
EV routing RMS Timing
CMS signing
CCTV control
Modify bus service
Create new routes
* Using tools such as:
• Expert systems
• GIS
• Real‐ time modeling
Etc.
Freeway
Arterial
Transit
Public Safety
ATIS/ 511
Modal Color Scheme
The I- 15 ICM system will need to operate in many different environments and respond to a variety of
transportation- related situations along the corridor. The following six scenarios are representative of
travel conditions along the I- 15 Corridor in which the ICM system will need to operate:
• Daily operations of recurring congestion
• Freeway incident, major or minor
• Arterial incident, major or minor
• Transit incident
• Special planned event
• Disaster response
vi
ICMS system users include transportation planners, operations supervisors, traffic engineers, public safety
dispatchers, transit dispatchers and transportation management center operators. The Concept of
Operations captured a user- oriented perspective that addresses core issues about what the corridor
currently lacks and what the ICM system could provide; currently known elements and high- level system
capabilities; geographical and physical extents of the I- 15 Corridor; stakeholders involved and their
responsibilities; time sequence of activities to be performed; and resources needed to design, build,
operate, and maintain the ICM system for the I- 15 Corridor.
The primary output from this user- perspective approach was the set of User Needs, which are provided in
the following list:
1. Store configuration data
2. Collect and process data
3. Access and store historical data
4. Publish information to system managers
5. Interactively conference with multiple agencies
6. Display information
7. Coordinate transportation and public safety operations for event management
8. Share control of field devices
9. Manage video imagery
10. Respond to corridor events ( planned or unplanned)
11. Assess impact of corridor management strategies
12. Publish information to system users
13. Measure corridor performance
14. Manage corridor demand and capacity to optimize long- term performance
15. Measure system performance
16. Manage the ICM system including time synchronization, user accounts, data backup and
archival
17. Provide documentation and training
These 17 user needs were transformed into 17 corresponding functional areas for the I- 15 ICMS system,
which formed the core of the development of the System Requirements Specifications. Each user need
was partitioned to an appropriate level of detail to develop a corresponding set of unambiguous, complete
and correct system requirements
vii
viii
CONTENTS
ACKNOWLEDGEMENTS .......................................................................................................................... i
ABSTRACT ............................................................................................................................... ................. ii
EXECUTIVE SUMMARY ........................................................................................................................ iii
LIST OF TABLES ............................................................................................................................... ...... vii
LIST OF FIGURES ............................................................................................................................... .... vii
CHAPTER 1. Introduction ........................................................................................................................... 1
CHAPTER 2. The Concept of Operations and System Requirements
Specification Products ............................................................................................................................... .. 3
CHAPTER 3. Quality and Availability of the I- 15 ICM Corridor Data ....................................................... 7
CHAPTER 4. Potential Benefits of the Proposed I- 15 ICMS ...................................................................... 9
CHAPTER 5. Conclusions .......................................................................................................................... 15
APPENDIX A. Concept of Operations Summary ..................................................................................... 16
APPENDIX B. System Requirements Specification Summary ................................................................. 35
APPENDIX C. Sample Data List for Analysis, Modeling, and Simulation .............................................. 41
ix
x
LIST OF TABLES
Table 1. ICMS Concept of Operations user Needs ...................................................................................... 5
Table 2. ICMS Consistency of Content between ConOps and SysReqSpec Documents ........................... 6
Table 3. Schedule for Operational Deployment of Assets— I- 15 Corridor ............................................. 11
LIST OF FIGURES
Figure 1. The “ V” Diagram for the Systems Engineering Process ............................................................. 2
Figure 2. I- 15 Corridor: Managed Lanes Segments ................................................................................. 10
Figure 3. ICMS System Concept ............................................................................................................... 14
xi
xii
CHAPTER 1
INTRODUCTION
This report constitutes the final deliverable for PATH Project Task Order 6613 under contract 65A0208
⎯ “ San Diego Integrated Corridor Management Demonstration I- 15 in San Diego County”. We describe
in this report the Stage One work of the US Department of Transportation’s ( DOT) federally- sponsored
Integrated Corridor Management System Program for the I- 15 Corridor in San Diego County, California.
The participation of San Diego area transportation and public safety stakeholders, led by the San Diego
Association of Governments and representing the city and county of San Diego, the cities of Escondido
and Poway, and the two primary transit agencies – Metropolitan Transit System and North County Transit
District, played a valuable role throughout the project in providing input and feedback to the PATH
research team as it developed its primary deliverables: Concept of Operations ( ConOps) and System
Requirements Specification ( SysReqSpec).
The San Diego site is the I- 15 Corridor between State Route 52 in the city of San Diego and State Route
78 in the city of Escondido. I- 15 is a principal route through this economically vital and fast- growing
region in California. Already a model for the multi- modal deployment of the latest as well as emerging
Intelligent Transportation Systems ( ITS) technologies for data collection, demand management and
congestion pricing strategies, the region is dedicated to providing the added value from systemic,
comprehensive, and integrated approaches to transportation management for this corridor. San Diego’s
vision for the I- 15 Corridor under such approaches includes working collaboratively and cooperatively
through ongoing institutional partnerships; giving travelers the opportunity to make seamless and
convenient shifts among travel modes and among the corridor’s networks to complete their trips; and
improving person- and vehicle- throughput, connectivity, safety, environmental compatibility, and
enhancing accessibility to reach destination points in a reliable and timely manner.
Stage One of the ICM Program focused on the initial phases of the systems engineering process for a
project as shown schematically in the “ V” diagram in Figure 1, that is, development of the ConOps and
the SysReqSpec as depicted on the left hand side of Figure 1. The ConOps and SysReqSpec are two of
the three components for San Diego’s Technical Application for Stage Two of the ICM Program, which
consists of the analysis, modeling, and simulation of the corridor using accumulated sample data that was
provided to US DOT by the San Diego stakeholder team.
Development of the ConOps and the SysReqSpec underwent a draft- review- revision process and the final
version of each of these two deliverables were submitted to US DOT together with a Technical
Application Summary for final review as the US DOT goes through its downselect process to determine
which of the eight Stage One Pioneer Sites would be invited to continue to participate in Stage Two of the
ICM Program. While summaries of the final versions of the ConOps and the SysReqSpec are provided in
Appendices A and B of this report, the complete version of each product may be obtained by contacting
Alex Estrella at SANDAG at aes@ sandag. org.
1
Figure 1: The “ V” Diagram for the Systems Engineering Process
2
CHAPTER 2
CONCEPT OF OPERATIONS
AND SYSTEM REQUIREMENTS SPECIFICATION PRODUCTS
The San Diego ConOps and SysReqSpec documents, which represent the I- 15 ICMS system concept and
how it will operate, were produced in a consistent and logical fashion. Content consistency is evident in
numerous ways, yet primarily through the one- to- one relationship between the set of 17 User Needs
( ConOps Sections 1.8 and 4.3; SysReqSpec 3.4) and the set of 17 system functional areas that define at a
high- level the types of system requirements the I- 15 ICMS system must satisfy ( SysReqSpec Sections 3.7
and 3.8). The set of 17 functional areas for the I- 15 ICMS system requirements was derived from the
corresponding set of User Needs ( Table 1). Each of the 17 major functions contains all its associated
requirement types, including constraints, data, functional, interface, hardware, and performance. This
approach is expected to streamline the transition to the design phase of the ICMS system by grouping all
requirements related to a single function. A description of each of these 17 functional areas is in
Appendix B. Moreover by design we have listed the User Needs and system functional areas in a specific
order to be consistent with the normal flow of activities in corridor operations.
Another area of content consistency between the ConOps and the SysReqSpec documents connects the
state of the corridor with the operational mode and state of the ICMS system. We described the corridor
state in terms of six operational scenarios ( ConOps, Section 5), which are representative of travel
conditions within the I- 15 corridor in which the ICMS system will need to operate:
• Daily Operations with morning and afternoon peak travel;
• Major/ minor freeway incident;
• Major/ minor arterial incident;
• Transit incident;
• Special ( Planned Event; and
• Disaster/ Emergency Response.
In the SysReqSpec document ( Sections 2.3 and 2.31), we presented ICMS system operational modes and
states. The ICMS system will operate in two basic modes ( normal, failure). During ICMS system
operation, transitions to and from various operational states will occur in the Normal Mode. These
transitions will closely track changes in the state of the corridor itself, i. e., if an incident occurs in the
corridor, the ICMS system transitions to an event management and response plan state.
Additional areas of content consistency between the ConOps and the SySReqSpec are shown in Table 2
together with references to the relevant sections of each document.
The development of the set of proposed requirements – in terms of both quality and quantity – has
resulted in a product that is well suited for the San Diego region’s unique combination of operating
characteristics, transportation assets, and mobility management strategies. The SysReqSpec document
provides a complete picture of San Diego’s ICMS system, including its description, context, subsystems,
users and their roles both individually and as a management team, constraints, operational modes and
states. The San Diego local area Stakeholder Working Group provided the technical and operational
foundation for the SysReqSpec document. We conducted a series of workshops with both a “ core”
Working Group and an expanded team that included regional public safety personnel. This iterative
process resulted in a set of detailed requirements reflecting the specific needs and systems of the San
Diego Region. The Federal Technical Assistance Team’s two site visits provided additional guidance on
the development of both User Needs and System Requirements resulting in the creation of a high- level
functional decomposition based on our set of 17 User Needs, which provided the significant benefit of
3
maintaining a one- to- one correspondence between the requirements within each functional area and its
corresponding User Need.
Our approach has given the local stakeholder team an opportunity to take full advantage of the nature of
the San Diego region’s current and successful transportation management strategies. Moreover, the team
has developed system requirements for the ICMS system in a systematic fashion that is detailed and
complete. We are confident that this will also allow the San Diego region to move toward the system
design phase in an efficient manner. This methodology provides SANDAG with the added benefit that the
I- 15 ICMS system should be readily transportable to other corridors within the San Diego region without
major modifications and SANDAG fully intends to expand the ICM corridors beyond I- 15. Guided by
this strategy, we followed a detailed and iterative process that resulted in an extensive set of requirements
in both depth and breadth; moreover, our written requirements were found to be accurate, complete, and
clearly written by the US DOT Team.
4
Table 1: ICMS Concept of Operations User Needs
Number and Title Description/ Rationale
1. Access/ Store ICMS
Configuration Data
Create and manage a configuration database that maintains static
information on various I- 15 corridor parameters.
2. Collect and Process
Data
Collect data from a variety of existing and planned systems after which
processing algorithms are invoked to produce a higher level of
information aggregation.
3. Access/ Store ICMS
Historical Information
Create and populate a historical database that contains real- time
information on corridor performance derived from data collected.
4. Publish Information
to System Managers
Disseminate data from all sources to agencies that manage one or more
modes in the integrated corridor network.
5. Interactively
Conference with
Multiple Agencies
Allow system managers from multiple agencies to directly collaborate in
real- time prior to, during or after a major corridor event using voice,
video and data formats.
6. Display Information Display a variety of data formats that agency decision- makers can use to
visualize corridor operations, make decisions and take actions to
implement the various decision components.
7. Coordinate
Transportation & Public
Safety Operations
Promote coordination and sharing of data between transportation and
public safety communities.
8. Share Control of
Devices
Allow agencies to remotely control selected field device functions
regardless of location or agency ownership based on interagency
agreements.
9. Manage Video
Imagery
Produce and share among system users a variety of video imagery that
shows a critical view of emerging and on- going corridor events.
10. Respond to Corridor
Planned and Unplanned
Events
Allows ICMS users and managers to use a decision- support tool that
fuses data collected at the event site to generate a response plan that can
be updated as necessary before transmitting plan components to the
affected systems.
11. Assess Impact of
Corridor Management
Strategies
Allows corridor managers to model various traffic and service
management strategies to gauge their impact on corridor performance and
return timely results to affect decision- making during a major event.
12. Publish Information
to System Users
Provides corridor information to the regional 511 system for
dissemination to various system users across a variety of media; makes
available a standard XML data stream and video imagery to other entities
for dissemination to system users.
13. Measure Corridor
Performance
Examines multi- modal corridor data from both short- term and long- term
perspectives from both historical databases and PeMS.
14. Manage Corridor
Demand and Capacity to
Optimize Long- Term
Performance
Provides for corridor managers to collaboratively develop longer- term
corridor capacity and demand management strategies.
5
Number and Title Description/ Rationale
15. Measure System
Performance
Monitoring of field devices, server systems and communications
networks needed to support corridor management functions. Based on
monitored data, metrics for system components will be measured and
stored in the historical database.
16. Manage ICMS
System
Provides administrative functions of ICMS including data management
for ICMS configuration data, user account management incorporating
system- wide security functions and IT- centric functions such as data
backup and archival.
17. Maintain the ICMS
System Throughout its
Full Life- Cycle
Provides logistical support to the ICMS system through its full life- cycle
( definition, development, testing, documentation, training and
maintenance).
Table 2: Consistency of Content between ConOps and SysReqSpec Documents
Area of Content Consistency Document References
Goals and objectives of proposed I- 15 ICMS
system
ConOps, Sections 1.6 and 4.1; SysReqSpec,
Section 1.2.2
Timeline for operational deployment of corridor
assets
ConOps, Section 4.5 ( Figure 4- 1); SysReqSpec,
Section 2.7.6 ( Table 2- 5)
Decision Support System ConOps, Section 5 ( Figure 5- 2); SysReqSpec,
Section 2.2.3 ( Figure 2- 7)
Performance Measures ConOps, Sections 4.9, 4.9.1, and 4.9.2;
SysReqSpec, Section 3.8.13
Intermodal Transportation Management System
( IMTMS)
ConOps, Sections 3.4, 5 ( Figure 5- 1);
SysReqSpec Section 2.2.2 ( Figure 2- 3)
Modal management systems ( ATMS 2005,
MLCS, RAMS, and RTMS)
ConOps, Section 3.4; SysReqSpec, Sections
2.2.2.1, 2.2.2.2, 2.2.2.6, and 2.2.2.7
6
CHAPTER 3
QUALITY AND AVAILABILITY OF THE I- 15 CORRIDOR DATA
The I- 15 stakeholder team provided Sample Data to US DOT for review ( Appendix C). This sample data
indicated that there are four networks that have real- time or near real- time data collection capability as
follows:
1. I- 15 freeway general purpose/ mainline lanes
2. I- 15 freeway Managed Lanes ( ML)
3. Arterial network for three primary I- 15 corridor arterials
o Centre City Parkway
o Pomerado Road
o Kearny Villa/ Black Mountain Road
4. Transit network
The I- 15 Managed Lanes facility is currently within the median of I- 15 between SR 163 and SR 56 ─
corresponding to the eight- mile South Segment of the full 21- mile ML facility ─ and is a two- lane
reversible, high occupancy toll ( HOT) facility. This barrier- separated facility operates southbound during
the a. m. peak period, northbound during the p. m. peak period, and all day ( northbound) during the
weekend. The Middle Segment of the ML facility, which is currently under construction, will be the first
of the three ML segments to become operational; it is being deployed in phases between July 2008 and
January 2009. Data for the I- 15 general purpose lanes, current Reversible Lanes facility ( and future ML
facility) and on- ramps consist of real- time vehicle occupancy and count data collected every 30 seconds
from embedded inductive loops and non- intrusive radar detectors. Data quality and coverage along the I-
15 freeway generally lies between 88- 90%, which is above and beyond the statewide average and
provides evidence that Caltrans’ District 11 ( San Diego County) has the best quality and coverage per
freeway lane mile in the state.
The Arterial Network encompasses the cities of San Diego, Poway, and Escondido with the following
three primary arterials identified as candidates to carry excess capacity in their respective jurisdictions:
Kearny Villa Road/ Black Mountain Road ( 7 miles), Pomerado Road ( 13 miles); and Centre City Parkway
( 6 miles). Additionally, there are secondary parallel routes that can be used in the case of emergencies.
Vehicle counts ( AADT) and turning movements have, until recently, been the primary source of arterial
data; however, arterial data are currently in the process of being significantly expanded using detection
technologies including inductive loops and wireless sensors to collect occupancy data that is at a much
finer level than simply AADT. Data is being collected on the three primary I- 15 corridor arterials at least
once at each mid- block location as part of the initial deployment of Arterial- Performance Measurement
System ( A- PeMS), the web- based performance measurement and evaluation tool that will expand the
coverage of the statewide PeMS system from freeways alone to freeways and arterials. While the initial
deployment of A- PeMS will occur in July 2008, there will be extended implementation of A- PeMS to
additional I- 15 arterials by July 2009. The current A- PeMS application is expected to have between 85%
and 90% accuracy rate.
The Transit Network consists of express bus service into San Diego operated by MTS ( Routes 20, 810,
820, 850, and 860) and local service operated by NCTD ( Route 350). Bus Rapid Transit system service
will be operational with the Managed Lanes system and will include service from three stations along the
corridor. In addition to freeway and arterial PeMS, a Transit- PeMS ( T- PeMS) is also currently under
development with its functional framework complete by July 2008 and initial deployment scheduled for
July 2009.
7
The ConOps and SysReqSpec identify the performance measures and data collection tools that will be
used to analyze, model, and simulate the I- 15 ICMS system ─ freeway ( general purpose and managed
lanes), arterial, and transit networks ─ as part of the Stage Two AMS ( Con Ops Section 4.9 – 4.9.2;
SysReqSpec 3.8.13). SANDAG has a GIS based comprehensive four- step model that can provide trip
tables as inputs to more detailed tools such as simulation models. Also the region has a complete
inventory of all network data in electronic format; moreover, the Caltrans District 11 Transportation
Management Center and the traffic signal QuicNet 4 software can provide all the control data ( ramp
metering rates, signal timing plans etc.). Key available performance data that will be provided through
PeMS and A- PeMS include, but are not limited to, estimation of vehicle and person miles traveled,
vehicle and person hours traveled, travel times, travel speeds, level of service, and vehicle and person
hours of delay. Key available transit performance measures that will be provided through T- PeMS
include real- time transit arrivals, schedules, ridership levels, percent transit vehicle capacity utilization,
and other vehicle transit fare or security monitoring indicators. In sum, all possible data requirements are
readily available.
8
CHAPTER 4
POTENTIAL BENEFITS OF PROPOSED I- 15 ICMS
The I- 15 Corridor is currently undergoing significant design and operational improvements including
• Construction of the 21- mile long managed lanes ( ML) facility that will greatly expand the current
eight- mile long reversible express lanes facility at the southern end of the corridor. The ML
facility is divided into three segments as noted in Figure 2.
• A high- frequency Bus Rapid Transit ( BRT) express bus system.
• The 511 traveler information system – launched in February 2007 – while available for all San
Diego area travelers, allows travelers using the I- 15 corridor to make better- informed decisions
about their travel along the corridor, such as whether to take their trip, when to begin their trip,
what travel mode to take, such as transit, or what route to take
• Collection of arterial data as part of the initial deployment of Arterial- PeMS in July 2008 on I-
15’ s three primary arterials parallel to I- 15, namely, Centre City Parkway ( 6 miles), Pomerado
Road ( 13 miles), and Kearny Villa/ Black Mountain Road ( 7 miles).
In terms of operational approaches, the I- 15 ICMS system will consist of the sharing and dissemination of
information among the corridor’s agencies; improving network junctions especially at freeway on- ramps
and off- ramps where the freeway and arterial networks converge; promoting shifts between networks,
such as arterials accommodating traffic diverted from I- 15 or travelers using transit instead of their cars
based on information from the 511 system; and managing the travel desires of travelers given the capacity
limits of available roadway facilities in both the short- and long- term ( ConOps Section 4.2).
In terms of hardware and software components, some of what San Diego envisions for its I- 15 ICMS
system already exists ( ConOps Section 4.5; SysReqSpec Section 2.7.6) in that there are various systems
that manage the networks for individual modes – modal management systems – for example, for the
freeway, arterial, and transit networks. Connecting these individual systems is the Intermodal
Transportation Management System ( IMTMS) – the “ glue” that ties together the modal management
systems and allows for the sharing of data and functional capabilities across modes. IMTMS facilitates
communication between agencies within an individual management system and between different
management systems. Table 3 shows a timeline for the operational deployment of the I- 15 corridor assets.
There is, however, a major part of the I- 15 ICM system that is currently at the conceptual level. It is
called the Decision Support System ( DSS) ( ConOps Sections 4.5 and 5; SysReqSpec Sections 2.2.3 and
2.2.4). DSS will support the ability to generate suggested action plans in response to regional events. The
events may be recurring ( morning and afternoon peak travel), planned ( San Diego Chargers football
games at Qualcomm Stadium), or unplanned and unexpected ( e. g., brush fires that struck San Diego
County in October 2007). DSS combines existing model management data sources with data fusion tools
to aid in the complex decision- making inherent in corridor operations. Such tools are needed to develop,
recommend and transmit actions to specific traffic control devices and public transportation systems
( shown as the gray portion of the modal boxes). The significance of the DSS lies in the fact that modal
actions in response to short- term or long- term impacts on the corridor will be coordinated and not carried
out in isolation as is usually the case.
9
Figure 2: I- 15 Managed Lanes Segments
10
Table 3. Schedule for Operational Deployment of Assets— I- 15 Corridor
I- 15 Corridor Assets Deployment Schedule
1. Managed Lanes Control System ( MLCS) ( together with
Congestion Pricing System)
a. Middle Segment
b. North Segment
c. South Segment
a. Phased deployment: Jul 2008– Jan
2009
b. January 2012
c. January 2013
2. Bus Rapid Transit Stations & Direct Access Ramps
a. Middle Segment
b. North Segment
c. South Segment
d. New vehicles, more frequent service, Bus arrival signage
a. Phased deployment: Jul 2008- Jan
2009
b. January 2012
c. January 2013
d. January 2013
3. Arterial Data Collection Capabilities
a. A- PeMS Initial Deployment Phase along primary I- 15
arterials ( Centre City Parkway, Pomerado Road, Kearny
Villa/ Black Mountain Road)
b. Extended Implementation beyond I- 15 arterials
a. July 2008
b. July 2009
4. Advanced Transportation Management System ( ATMS) Operational
5. Intermodal Transportation Management System
( IMTMS) ( less RIWS and RAMS)
Operational
6. Lane Closure System ( LCS) Operational
7. Regional Arterial Management System ( RAMS)
a. Initial Deployment Phase
b. Integration of QuicNet 4+ into IMTMS environment
c. Full Implementation Phase ( regionalization of QuicNet
4+)
a. July 2008
b. January 2009
c. March 2009
8. Regional Event Management System ( REMS) ( currently
CHP CAD)
Operational
9. Regional Integrated Work Stations ( RIWS)
a. Acceptance testing
a. Completed
11
I- 15 Corridor Assets Deployment Schedule
b. Phased implementation subject to regional agreements b. 2009
10. Regional Transit Management System ( RTMS) Operational
11. CHP Media Incident feed and Integration into IMTMS Operational
12. Regional Communication Networks
a. Communication Plan with gaps identified and most cost
effective strategies identified; 90% complete by 2012
b. South Segment of Managed Lanes
c. Middle Segment of Managed Lanes
d. North Segment of Managed Lanes
a. April 2008
b. 2008
c. 2012
d. 2012
13. Caltrans Fiber Optic Network Oct– Dec 2008 ( Phase 1)/ 2012 ( Phase 2)
14. Upgrades in Freeway Management System monitoring
capabilities ( more detectors and full coverage CCTV).
Oct – Dec 2008 ( Phase 1)/ 2012 ( Phase
2)
15. Revised/ Upgraded Incident Management procedures
for Automated Detection and Response
Oct – Dec 2008 ( Phase 1)/ 2012 ( Phase
16. Expanded implementation of Changeable Message
Signs ( along I- 15 Managed Lanes)
Oct – Dec 2008 ( Phase 1)/ 2012 ( Phase 2)
17. Upgrading of I- 15 Reversible Lane Control System
( RLCS) on South Segment of I- 15
Completed
18. Compass Card Financial Clearinghouse System
a. Pre- Test Phase
b. Employee Initial Test Phase ( SANDAG, MTS, and
NCTD)
c. Mini- Customer Initial Test
d. Full System Launch
a. Completed ( April– June 2007)
b. October 2007 – July 2008
c. March 2008
d. July 2008
19. 511 Advanced Traveler Information System
a. Initial System Launch for phone and web
b. Launch for Public Access TV Channel
a. February 2007
b. September 2007
20. Smart Parking System ( SPS)
a. Initial Deployment Phase ( Coaster rail stations along I-a.
July 2008
12
I- 15 Corridor Assets Deployment Schedule
5)
b. Framework for regional extensibility
b. May 2010
21. San Diego Performance Measurement System ( PeMS)
a. Freeway
b. Arterial
c. Transit
c1. Framework of functionality
c2. Initial Deployment
a. Operational
b. July 2008 – July 2009
c1. July 2008
c2. 2009
22. VCTMC/ Decision Support System ( DSS) June 2010
23. Transit Signal Priority on NCTD Bus Route 350 in
Escondido ( BRT Feeder)
2008
The ConOps and SysReqSpec each discuss potential performance measures that will be used to show
improved corridor mobility as we previously discussed in Section 3.0. Performance measure objectives,
for example, reduction in travel time, increase in travel speeds, reduction in vehicle and person hours of
delay, and reduction in incident response and clearance times will be validated by the Stage Two AMS
work by initially developing a set of operational scenarios with which to conduct numerous “ what- if”
tests in the context of both ‘ with’ and ‘ without’ ICMS- related improvements. A comparative analysis will
then be performed for each scenario to determine the magnitude and direction of any change in the values
for our performance measures. In this way, whether the performance measure objectives are validated will
be determined.
Derivable from the I- 15 ICMS system concept that we have described in this summary and, in particular,
depicted schematically in Figure 3, together with the implementation of additional project investments
along the I- 15 corridor ( Table 3), we expect there to be the following primary benefits from this system:
• Reduced travel times ( freeway general purpose lanes, managed lanes, arterials, transit)
• Reduced vehicle and person hours of delay
• Improved level of service ( freeway general purpose lanes, managed lanes, arterials)
• Increased travel time reliability
• Reduced incident response and clearance times
• Increased transit ridership
While detailed comparisons between various operational scenarios will be conducted as part of the Stage
Two AMS work, at this time we can nonetheless describe at least preliminarily such comparative
examinations, which have contributed to an estimation of the significant cost saving factors for ICMS
system benefits. Based on output from SANDAG’s Regional Transportation Planning Model and from
the PeMS system, the ConOps describes ( ConOps, Section 3.3, Appendix A) the current state of the I- 15
corridor for the freeway, arterial, and transit networks with respect to particular performance measures.
13
For the freeway network, performance measures include level of service, vehicle hours of delay,
bottleneck duration, length of bottleneck vehicle queues, average speed, and number of incidents; for the
arterial network, the level of service measure is used for the three primary arterials running parallel to I-
15 ( Centre City Parkway, Pomerado Road, Kearny Villa/ Black Mountain Road); for the transit network,
average weekday bus speed, travel times, and ridership are described. In SANDAG’s 2030 San Diego
Regional Transportation Plan ( RTP), comparisons are made among three alternative scenarios for the I- 15
corridor  current conditions, with project investments along the corridor including ICMS system
operational approaches, and a no- build scenario.
For the I- 15 freeway network, improvements were shown to be made under the implementation of the
Managed Lanes system that will be one but a key element of the I- 15 ICMS system. In essence, we have
until now been limited in our estimation of cost saving factors by the use of SANDAG’s RTP data and
PeMS- related data. This work, however, will be greatly expanded upon during the Stage Two AMS
component of the ICM Program.
Regional
Transportation
Network
XML
IMTMS Web Services
Transit ( RTMS)
Freeway
( ATMS 2005)
Arterial
( QuicNet 5)
911 ( CAD)
IMTMS
Network
511
XML
Congestion
Events
CMS
CCTV
RMS
Freeway Events
Arterial Events
Congestion
Events
CMS
CCTV
Signal Phasing
Bus location
Train location
Events
Security CCTV
Schedule
Transportation
Coordinator
Transportation
Coordinator
Area Coordinators
Corridor Management
Decision
Support
System
Monitoring Strategies
Control Strategies*
Signal timing
CMS signing
CCTV control
Road closures
EV routing RMS Timing
CMS signing
CCTV control
Modify bus service
Create new routes
* Using tools such as:
• Expert systems
• GIS
• Real‐ time modeling
Etc.
Freeway
Arterial
Transit
Public Safety
ATIS/ 511
Modal Color Scheme
Figure 3: I- 15 ICMS System Concept
14
CHAPTER 5
CONCLUSIONS
The San Diego Pioneer Site’s Technical Application demonstrates that the I- 15 Corridor is an ideal
location to continue with Stage Two of the ICM Program. Moreover, during Stage Two, the strengths of
and benefits derived from the I- 15 corridor will become ever more evident and continue to be highlighted.
San Diego has already invested heavily in the development of this corridor  as well as throughout the
region  through its Managed Lanes facility with congestion pricing, bus rapid transit system, 511
advanced traveler information system, unified traffic signal control system, Intermodal Transportation
Management System, enhanced data collection for corridor arterials and transit network through
development of A- PeMS and T- PeMS, respectively.
Successful collaborative partnerships among transportation and public safety stakeholders have grown
stronger as a result of working on Stage One as exemplified by the coordinated response to last fall’s San
Diego wildfires. These investments coupled with the San Diego Team’s continued efforts to enhance
already rich data collection and analysis capabilities help make the San Diego I- 15 Pioneer Site
unsurpassed in its ability to demonstrate and to realize the potential of integrated corridor management.
The San Diego team looks forward to building on the commitment of a fully integrated I- 15 corridor and
to begin developing plans for expanding its I- 15 corridor ICMS system region- wide.
15
APPENDIX A
CONCEPT OF OPERATIONS SUMMARY
A. 1 Introduction and Document Contents
The I- 15 corridor in San Diego is a model for the multi- modal deployment of the latest and evolving
technologies in the region. The region continues to seek the benefits of Intelligent Transportation Systems
( ITS) through capital investments in transit, highway, and arterial systems, while focusing on data sharing
through early adoption of the Regional ITS Architecture. The San Diego region has a rich history of
partnership among the San Diego Association of Governments ( SANDAG), its member agencies, and
diverse stakeholders, who are all committed to the ICM vision and implementation of the ICMS to
support ICM programs.
ICM consists of the operational coordination of multiple transportation networks and cross- network
connections comprising a corridor and the coordination of institutions responsible for corridor mobility.
ICM programs provide better information, coordination of network junctions, proactive management of
capacity and demand, advanced technologies and systems, and improved institutional arrangements.
ICMS is a “ system of systems,” i. e., an transportation management system ( TMS) that connects the
individual network- based TMS, provides decision support, and enables joint operations according to a set
of operational procedures agreed to by the network owners. ICMS facilitates ICM programs to meet
corridor needs and realize the ICM vision.
This Concept of Operations ( ConOps) for an ICMS to be deployed along the I- 15 corridor includes the
cities of San Diego, Poway, and Escondido. The corridor connects major regional employment centers
and interregional goods movement locations. The 21- mile I- 15 corridor, including a Managed Lanes
section, is already a model for the multi- modal deployment of the latest and evolving technologies for
data collection, demand management, and pricing strategies. The region is dedicated to providing
additional value from comprehensive approaches to transportation management. The newly implemented
511 advanced traveler information system ( 511 ATIS) provides corridor users with real- time information
and efficient travel alternatives.
This document provides an overview of the San Diego region’s ICMS concept, describes current
operations in the corridor, how they will function in the near term once the ICMS concept is operational,
and identifies current and future responsibilities of San Diego regional stakeholders. By highlighting the
flexible and innovative approaches to management along this corridor, the user will understand how
improvements currently underway along the corridor serve as a foundation for even further integration in
the future. For example, there will be a Bus Rapid Transit ( BRT) system along the corridor with BRT
stations ( called centers) having direct access ramps ( DARs) to the Managed Lanes facility and fostered
through transit- oriented developments. The centers will include an array of ITS elements such as real-time
arrival information, trip planning kiosks, smart card electronic payment devices for pre- boarding
payment, and smart parking technologies to allow for posting of space availability and reservations.
The successful implementation of the ICMS and concepts requires a proactive, strategic, and
collaborative approach to public and private- sector stakeholder partnerships, along with a history of
successful joint operation initiatives, both of which have been achieved under the institutional umbrella of
SANDAG. The Virtual Corridor Transportation Management Center ( VCTMC) outlined in this document
will allow for the coordination among multiple agencies on multiple levels for data collection and
processing, data sharing, and decision support based on workflow and on an expansion of available
information.
16
By providing a user- oriented view of the potential for integrated management along the I- 15 corridor, the
ConOps focuses on the corridor’s needs and problems, goals and objectives, proposed operational
approaches, and strategies for attaining these goals, the institutional framework in which the ICMS will
operate, and the associated operational, technical, and institutional issues that must be addressed in the
future. SANDAG’s partnerships can fully capitalize on existing technologies to design and implement
model deployment and technology transfer initiatives to dramatically improve corridor mobility and
productivity along the I- 15 corridor.
A. 2 Development of the I- 15 ConOps
The development of the ConOps for the San Diego I- 15 ICMS is an important step in the overall process
to plan and implement integrated corridor management for the corridor. The development and
implementation of the I- 15 ICMS system follows the principles of “ systems engineering,” which is a
formal process to help develop a system of higher integrity, reduce the risk of schedule delays and cost
overruns, ensure better system documentation, and promote a higher level of stakeholder participation.
The systems engineering process is shown as a “ V” diagram below in Figure 1- 1 as a way of relating the
different stages in the system life cycle to one another. As shown in the diagram, the ConOps is a
relatively early activity in the overall systems engineering process.
Figure 1- 1. Systems Engineering Process (“ V” Diagram)
The I- 15 ICMS ConOps is essentially a user- oriented perspective of integrated corridor management for
the corridor, and thus, corridor stakeholders play the primary and invaluable role in its development and
mark the initial milestone along the road to I- 15 ICMS implementation for the corridor’s stakeholders.
The development of the ConOps has, in essence, been the first test of institutional coordination and
integration for the I- 15 corridor stakeholders and because of the history and strong foundation that these
stakeholders have in successfully working together under the leadership of SANDAG, the stakeholder
team moved efficiently through the ConOps development task.
17
The ConOps document lays out the I- 15 ICMS concept, explains how things are expected to work once it
is in operation, and identifies the roles and responsibilities of the various stakeholders to make this
happen. The ConOps answers the following set of core questions:
􀂃 Why: Justification for the system, identifying what the corridor currently lacks, and what the system
will provide
􀂃 What: Currently known elements and the high- level capabilities of the system
􀂃 Where: Geographical and physical extents of the system
􀂃 Who: Stakeholders involved with the system and their respective responsibilities
􀂃 When: Time sequence of activities that will be performed
􀂃 How: Resources needed to design, build, operate, and maintain the system
The ConOps does not delve into technology or detailed requirements of the ICMS, but it does address the
operational scenarios and objectives, information needs, and overall functionality. The ConOps must also
address the “ institutional” environment in which integrated corridor management must be deployed,
operated, and maintained.
18
Table 1- 1. Layout ICMS Concept of Operations
1. Scope and Summary: I- 15 ICMS Corridor in San Diego
1.1 Introduction and Document Contents
1.2 Development of the ConOps
1.3 Corridor Boundaries, Networks, and Stakeholders
1.4 Corridor Operating and Institutional Conditions
1.5 Issues, Needs and Potential for Integrated Corridor Management
1.6 Vision, Goals, and Objectives
1.7 Concept Operational Description: Approaches and Strategies
1.8 Required Assets, User Needs, and ICMS Implementation Issues
1.9 Concept Institutional Framework
2. References
3. Existing I- 15 Corridor Scope and Operational Characteristics
3.1 Corridor Boundaries and Networks
3.2 San Diego ICMS Corridor Stakeholders and Institutional Partners
3.3 Operational Conditions of the San Diego ICMS Corridor and Associated Networks
3.4 Existing Network- Based Transportation Management and ITS Assets
3.5 Proposed Near- Term Network Improvements
3.6 Current Network- Based Institutional Characteristics
3.7 Regional Architecture Review
3.8 Problems, Issues, and Needs for the San Diego I- 15 Integrated Corridor and Associated
Networks
3.9 Potential for an Integrated Corridor Management System
3.10 Vision for San Diego I- 15 Integrated Corridor Management System
4. San Diego I- 15 ICMS Operational Concept
4.1 Goals and Objectives
4.2 ICMS Approaches and Strategies for the San Diego I- 15 Corridor
4.3 ICMS Asset Requirements and User Needs
4.4 Comparison of ICMS Asset Requirements with Current and Planned Assets
4.5 Operational Description of ICMS Concept ( High- Level/ General)
4.6 Alignment with Regional Architecture
4.7 Implementation Issues
4.8 Institutional Framework
4.9 Performance Measures for Evaluation of San Diego ICMS Operations
5. Operational Scenarios
5.1 Daily Operations
5.2 Freeway Incident
5.3 Arterial Incident
5.4 Transit Incident
5.5 Special Event
5.6 Major Disaster
19
A. 3 Corridor Boundaries, Networks, and Stakeholders
The I- 15 ICMS corridor is a 21- mile segment of I- 15 in San Diego County that currently includes an 8-
mile Managed Lanes facility. This corridor is a regionally significant segment of I- 15 from State Route
( SR) 52 in the City of San Diego to SR 78 in the City of Escondido. It also includes the portion of SR 163
from SR 52 to I- 15 in the City of San Diego. This Managed Lanes corridor is a critical component of I- 15
as one of the two primary north- south transportation corridors in San Diego County. I- 15 is the primary
north- south highway in inland San Diego County, serving local, regional, and interregional travel. The
corridor is a heavily utilized regional commuter route, connecting communities in northern San Diego
County with major regional employment centers. It encompasses three cities ( San Diego, Poway, and
Escondido). The I- 15 corridor is situated within a major interregional goods movement corridor
connecting Mexico with Riverside and San Bernardino counties, as well as Las Vegas, Nevada.
The I- 15 Managed Lanes corridor is currently an eight- to ten- lane freeway within the corridor
boundaries, with additional auxiliary lanes throughout the corridor. Within the median of I- 15 from SR
163 to SR 56 is a two- lane reversible, high occupancy toll ( HOT) facility. Known locally as the I- 15
Express Lanes, this eight- mile, barrier- separated facility operates in the southbound direction during the
a. m. peak period, northbound during the p. m. peak period, and all day ( northbound) during the weekend.
The corridor is in the jurisdiction of SANDAG, the California Department of Transportation ( Caltrans)
District 11, and the cities of San Diego, Poway, and Escondido. Partnerships also exist with the transit
agencies: Metropolitan Transit System ( MTS) and North County Transit District ( NCTD) to operate
services along the corridor. The corridor includes the following networks:
􀂃 I- 15 Freeway Network operated by Caltrans with agreements with the California Highway Patrol
( CHP) for incidents and SANDAG for the value pricing program. It includes four to five lanes in each
direction, including a two- lane reversible HOT facility operating during peak periods ( and all traffic
during non- peak hours) and a more extensive Managed Lanes facility currently under construction.
􀂃 Arterial Network that encompasses the cities of San Diego, Poway, and Escondido. Each city’s public
works/ transportation department operates the three arterial links identified as candidates to carry
excess capacity in their jurisdiction: Kearny Villa Road/ Black Mountain Road ( 7 miles), Pomerado
Road ( 13 miles); and Centre City Parkway ( 6 miles). Additionally, there are secondary parallel routes
that can be used in the case of emergencies.
􀂃 Transit Network that includes express bus service into San Diego operated by MTS and local service
operated by NCTD and San Diego Transit. BRT service will be operational with the Managed Lanes
system and will include service from three stations along the corridor functioning as a rail system.
The I- 15 corridor stakeholders are instrumental in the development of the ConOps and associated projects
along the corridor. Additional stakeholders will be involved along each arterial, as appropriate.
I- 15 Corridor Stakeholders
􀂃 San Diego Association of Governments ( SANDAG) ( including the San Diego Traffic Engineers’
Council ( SANTEC), and Intelligent Transportation Systems Chief Executive Officer ( ITS CEO) Group
􀂃 California Department of Transportation ( Caltrans)
􀂃 California Highway Patrol ( CHP)
􀂃 Metropolitan Transit System ( MTS)
􀂃 North County Transit District ( NCTD)
􀂃 San Diego County Service Authority for Freeway Emergencies ( SD SAFE) City of San Diego
20
􀂃 City of Poway
􀂃 City of Escondido
􀂃 County of San Diego Office of Emergency Services ( OES)
􀂃 Department of Homeland Security ( DHS)
􀂃 Federal Highway Administration ( FHWA)
􀂃 Federal Transportation Administration ( FTA)
Corridor Operating and Institutional Conditions
The I- 15 corridor serves as the primary artery for the movement of commuters, goods, and services from
inland northern San Diego County to downtown San Diego and two burgeoning employment centers
located at the midpoint of the corridor. The corridor also serves a growing number of interregional trips,
composed increasingly of employees who work in the greater San Diego region, but who are finding
affordable housing outside of the region in neighboring Riverside County to the north. The I- 15 general
purpose lanes and I- 15 express lanes are experiencing increasing levels of congestion during ever-lengthening
peak travel periods, while travelers are incurring commensurate increases in trip delays. For
example, the following characteristics are currently observable on the corridor.
􀂃 Corridor bottlenecks include the SR 163 junction, the SR 56 interchange, the SR 78 interchange, and
the Lake Hodges Bridge
􀂃 Travel times for northbound travelers increase by 50 percent during the p. m. peak travel. Travel times
in the southbound direction have increased by 400 percent.
􀂃 The express bus service operates currently in the HOT lanes on the corridor. Average weekday speed
is 26 mph. The addition of the Managed Lanes/ BRT system will increase the capacity and
performance.
􀂃 The I- 15 Reversible Lanes have noticeably reduced congestion in the South Segment of the corridor
for both a. m. and p. m. peak periods.
When incidents or heavy congestion occur on the I- 15 within the corridor, historical data show that
travelers will use alternate arterial routes. These decisions are based on traveler experience and
knowledge of typical arterial travel times or incident- bypass capability.
In terms of the institutional context, the following lists improvements that are categorized by network and
responsible agency:
􀂃 SANDAG – 511; inter- agency coordination between freeway and transit systems.
􀂃 Caltrans, District 11 ─ Implementation of Managed Lanes along the I- 15 corridor with reconfigurable
lanes and multiple exit/ entry points; new fiber optic network; upgrades to the freeway management
system surveillance capabilities that include more detectors and full- coverage, closed- circuit
television ( CCTV); revised and upgraded incident management procedures for automated detection
and response ( including expanded freeway service patrols); changeable message signs ( CMS) at
additional locations along the freeway; upgrading of the I- 15 Reversible Lane Control System
( RLCS) on the south segment.
􀂃 Cities of San Diego, Poway, and Escondido ─ Implementation of QuicNet 4+ traffic signal control
system for inter- jurisdictional signal coordination along major arterials; implementation of Intermodal
Transportation Management System ( IMTMS) regional integrated workstations in city traffic
engineering departments.
21
􀂃 NCTD ( rail) and MTS ( bus) ─ New BRT service along the I- 15 corridor as part of the Managed
Lanes project; smart card system on the buses and at the train stations for transit fares; new
SPRINTER light rail system; in- terminal/ wayside system ( e. g., next train arrival) at all SPRINTER
stations and platforms; improved public address ( PA) systems for in- vehicle annunciation and in-terminal
announcements.
The agency- specific strategies, systems, and networks benefit individual networks. While there is a
history of cooperation in the San Diego region, many decisions are still made by individual agencies. The
following are examples where independent systems exist and can be improved with integrated
management.
􀂃 Continuous count and occupancy data is not provided for each arterial.
􀂃 Traveler information ( 511 and http:// www. 511sd. com/) is new and has not included all pre- trip
information yet.
􀂃 Real- time information for route and modal shifts is not available yet.
􀂃 Access to high occupancy vehicle ( HOV)/ HOT lanes is limited.
􀂃 Advanced travel information is minimal.
􀂃 Park and Ride facilities are at or near capacity.
􀂃 Express bus service is not fully developed.
The agency- specific systems, strategies, and technologies provide benefits primarily in their individual
networks. Since the corridor encompasses multiple agencies, jurisdictions, and travel modes in areas
where there are cooperative agreements and systems in place, the region offers expanded opportunities.
The Transportation Committee at SANDAG functions in a coordinating capacity and serves as a model
for institutional partnerships. In addition, special task forces and coordination mechanisms have been
established for special events.
The I- 15 corridor is also part of the development of the San Diego regional ITS architecture in which the
I- 15 corridor stakeholders fully participated. The existing and proposed functionality of the regional
architecture includes the following:
􀂃 An Intermodal Transportation Management System that integrates freeway data from the Caltrans
Advanced Traffic Management System ( ATMS) 2005 and the Regional Transit Management System.
Arterial data is due to be added later in 2007.
􀂃 Real- time information sharing between all agencies and providing a clearinghouse of real- time
information covering all critical routes and modes and implementation of center- to- center linkages
and storage capabilities. Inclusion of ITS standards as developed by US DOT.
􀂃 Coordination and support between transportation and public safety agencies, including integration on
the corridor for major incidents, construction, special events, and daily operations.
􀂃 A regional 511 system became operational in February 2007. SANDAG has contracted the 511
Information Service Provider ( ISP) as the portal operator. Data for the 511 system comes from the
IMTMS system, which acts as a clearinghouse for freeway and transit data now and in the future will
include arterial congestion and incident data.
􀂃 A regional payment/ financial clearinghouse, by which the same fare payment smart card can be used
to pay transit fares in the region.
􀂃 Inclusion of emergency management agencies for the purpose of inputting arterial incidents and
informing them of real- time freeway and transit conditions.
22
A. 4 Issues, Needs, and Potential for Integrated Corridor Management
The I- 15 corridor stakeholders discussed the ICMS through the various networks and associated systems
that comprise the current corridor. Using available technologies, they can be integrated further. The issues
of congestion and capacity can be addressed through the planned Managed Lanes facility and associated
BRT stations and routes and coordination with arterial networks.
The stakeholders in the San Diego region are focusing on the operation, institutional, and technical
coordination of transportation networks and cross- network connections throughout the corridor. The
ICMS concept will address the issues and needs identified by the stakeholders.
Table 1- 2. San Diego I- 15 Corridor Issues and Needs
Congestion and Capacity—
􀂃 Issue: Increasingly congested conditions on I- 15
􀂃 Issue: Increasingly congested conditions on corridor’s arterial network
􀂃 Issue: Park and Ride facilities are not sufficient
Transit—
􀂃 Need: Improved transit reliability
􀂃 Need: Real- time, comprehensive, accurate information to travelers
􀂃 Need: Frequent service
Need: Competitive service
Transportation System Management—
􀂃 Issue: Managing traffic flow between I- 15 freeway ramps and adjacent arterials with ramp
metering
􀂃 Issue: Managing traffic flow on I- 15 ( general purpose/ managed lanes)
􀂃 Issue: Limited access to HOV/ HOT facilities
􀂃 Issue: Coordination across multiple functional systems
Traveler Information Services—
􀂃 Issue: Minimal ATIS coverage of the corridor
Inter- organizational Coordination—
􀂃 Need: Inter- jurisdictional and inter- organizational coordination and integration among
corridor stakeholders
􀂃 Need: Exchange and sharing of real- time data
􀂃 Need: Improved response times to non- recurring incidents
23
A. 5 Vision, Goals, and Objectives
The vision statement for the I- 15 corridor was developed with the San Diego region stakeholders. This
statement reflects current practices, planned improvements, and future scenarios.
􀂃 Within approximately the next five years, the corridor will give travelers the opportunity to make
seamless and convenient shifts among modes and among the corridor’s networks to complete
their trips. Enhanced mobility for people, goods, services, and information will be achieved by
further enhancing current levels of existing interoperability between field elements and through
continued collaboration and cooperation among the corridor’s institutional partners and their
native functional environments or systems.
􀂃 The ICMS is therefore focused on improving person- and vehicle- throughput, productivity,
connectivity, safety, environmental compatibility, and enhancing accessibility to reach destination
points in a reliable and timely manner.
Using this vision as a starting point and taking into account the I- 15 corridor specifics, the stakeholders
developed a list of goals and objectives detailed in the following table. The stakeholders produced five
goals and associated objectives covering the following primary topics. These take into account the
traveler’s experience on the corridor.
Table 1- 3. I- 15 ICMS Corridor Goals and Objectives
Goals Objectives
The corridor’s multi-modal
and smart-growth
approach
shall improve
accessibility to
travel options and
attain an enhanced
level of mobility for
corridor travelers.
􀂃 Reduce travel time for commuters within the corridor
􀂃 Increase transit ridership within the corridor
􀂃 Increase the use of HOVs ( carpools and vanpools) for commuters
􀂃 Increase person and vehicle throughput within the corridor on general
purpose and managed lanes
􀂃 Increase person and vehicle throughput on arterials
􀂃 Reduce delay time for corridor travel on the corridor’s networks ( e. g.,
I- 15 and arterials)
􀂃 Increase percentage share of telecommuters from corridor commuter
market
􀂃 Increase the use of established and effective TDM programs
􀂃 Promote development to encourage the use of transit
The corridor’s safety
record shall be
enhanced through an
integrated multi-modal
approach.
􀂃 Reduce incident rate
􀂃 Reduce injury rate
􀂃 Reduce fatality rate
􀂃 Reduce roadway hazards
24
Table 1- 3. I- 15 ICMS Corridor Goals and Objectives ( cont’d)
Goals Objectives
The corridor’s
travelers shall have
the informational
tools to make smart
travel choices within
the corridor.
􀂃 Improve collection and dissemination of arterial network information
􀂃 Collect and process data on the operational condition/ status of all
corridor networks, including
􀀗 Comparative travel times between major origins and destinations
􀀗 Construction, detours, and other planned road work
􀀗 Occurrence and location of incidents
􀀗 Expected delays
􀀗 Number of parking spaces available at Park an Ride lots/ structures
􀂃 Disseminate, in a multi- lingual fashion, comprehensive, real- time,
and accurate information to travelers within the corridor by means of
multiple media ( e. g., phone, computer, PDA/ Blackberry, TV, CMSs,
‘ Next Bus’ informational signs)
􀂃 Make available archived historical data to travelers
􀂃 Achieve a high level of 511 call volume and Web use
􀂃 Achieve high overall satisfaction with 511 system
The corridor’s
institutional partners
shall employ an
integrated approach
through a corridor-wide
perspective to
resolve problems.
􀂃 Improve level of institutional coordination among stakeholders by
leveraging off of and modifying existing agreements among the
partners to accommodate the needs of the I- 15 corridor
􀂃 Strengthen existing communication linkages among all Corridor
institutional stakeholders and establish new communication linkages
where appropriate ( e. g., business/ industrial parks along the corridor)
􀂃 Enhance the regional/ joint operations concept throughout the corridor
􀂃 Balance the needs of through traffic and local communities by
coordinating construction and overall mitigation management on
I- 15 and arterials
The corridor’s
networks shall be
managed holistically
under both normal
operating and
incident/ event
conditions in a
collaborative and
coordinated way.
􀂃 Establish/ enhance joint agency action plans to respond to congestion
especially at I- 15/ arterial network interfaces and at the Lake Hodges
chokepoint
􀂃 Develop/ improve methods for incident and event management ( e. g.,
data sharing)
􀂃 Reduce overall incident clearance time
􀂃 Identify means of enhancing corridor management across all
networks ( e. g., implement transit signal priority on selected
components of arterial network)
These goals and objectives form the basis for developing the ConOps scenarios. They enable the current
and future corridor characteristics to be evaluated based on the needs identified by the stakeholders in the
region.
25
A. 6 ICM Operational Concept Description: Approaches and Strategies
In the future, the I- 15 ICM will provide, to the greatest extent possible, efficient and reliable travel
throughout the corridor and the constituent networks, resulting in benefits to corridor travelers in terms of,
for example, improved and consistent trip travel times and real- time traveler information. Using cross-network
strategies, the corridor will capitalize on integrated network operations to manage the total
capacity and demand of the system in relation to the changing corridor conditions. The stakeholders
identified several ICM strategies based on the I- 15 corridor goals and objectives. They are categorized as
follows.
􀂃 Share/ Distribute Information: manual information sharing, information clearinghouse/ information ex-change
network between corridor networks and agencies; 511 ( pre- trip traveler information); en- route
traveler information ( smart signage and smart parking); access to corridor information by ISPs and
other value- added entities; automated information sharing ( real- time data); and common incident
reporting system and asset management system.
􀂃 Improve Junctions/ Interfaces: signal pre- emption – identifying “ best route” for emergency vehicles;
multi- modal electronic payment; signal priority for transit, bus priority on arterials; transit hub
connection protection; multi- agency/ multi- network incident response teams/ service patrols; and
training exercise.
􀂃 Accommodate/ Promote Network Shifts: modify ramp metering rates to accommodate traffic
( including buses) shifting from arterials; promote route shifts between roadway and transit via en-route
traveler information devices; promote shifts between transit facilities via en- route traveler
information devices; congestion pricing for managed lanes; and modify arterial signal timing to
accommodate traffic diverted from the freeway.
􀂃 Capacity/ Demand Management ( short- term): land use control; modify HOV restrictions; increase
roadway capacity by opening HOV/ HOT lanes/ shoulders; scheduled closures for construction;
coordinate schedule maintenance and construction activities among corridor networks; planned
temporary addition of transit capacity; and modify parking fees ( smart parking).
􀂃 Capacity/ Demand Management ( long- term): peak spreading; ridesharing programs; expand transit
capacity; and land use around BRT stations.
Some of these strategies appear to be mode- focused because actions are to be taken by an individual
agency on one network; however, such actions under ICM also consider conditions on other networks.
Moreover, corridor agencies will rely on ICMS to provide decision support for such actions.
By implementing the corridor wide ICM strategies, the I- 15 corridor has the potential to enhance current
and near- term operations. By working together on such strategies, the stakeholders in the San Diego
region can succeed in realizing these enhancements along the corridor.
The daily operation of the corridor will be similar to the transportation and public safety command center
model ( i. e., Mission Valley East pilot) that has been used for major special events ( e. g., Super Bowl
XXXVII in 2003 in San Diego), but will now be applied on a permanent basis for day- to- day
transportation operations. This will be accomplished via a Virtual Corridor Traffic Management Center
( VCTMC) operating among the corridor agencies. This VCTMC will operate the ICMS as a “ sub-regional”
system, managing the various networks and influencing trips that use the corridor. The VCTMC
is run by a coordinator jointly appointed by collaborating agencies. While the City of San Diego, MTS,
and Caltrans may provide dedicated support staff and co- locate them, other agencies may provide remote
or virtual support with existing staff on a non- dedicated basis.
26
All operations among corridor networks and agencies ( e. g., activation of specific ICMS strategies) will be
coordinated by the VCTMC. The VCTMC will investigate and prepare corridor response plans for
various scenarios that can be expected to occur within the corridor.
The VCTMC operates over the infrastructure of the IMTMS. Voice, data, video, information, and control
will be provided to all agencies based on the adopted protocols and standards for the sharing of
information and the distribution of responsibilities. The VCTMC will monitor corridor travel conditions
24 hours a day/ 7 days ( 24/ 7) a week and use the response plans, real- time information, and the
implemented corridor strategies to address any conditions that present themselves. All supporting staff
will know their respective roles and responsibilities and will be aided, when available, by response plans
and ICMS decision support software. Moreover, the coordinator will be able and authorized to improvise
as situations may dictate.
Corridor- based traveler information will be made available on 511, Web sites, CMSs, and through the
media and ISPs, presenting corridor trip alternatives complete with current and predicted conditions.
Travelers will access or be given real- time corridor information so they can plan or alter aspects their trips
such as mode, route choice, or departure time in response to current or predicted corridor conditions.
Each traveler will be able to easily make route and modal shifts between networks due to integrated
corridor information, integrated fare/ parking payment system, and coordinated operations between
networks. Travelers will be able to educate themselves about the corridor so they can identify their
optimal travel alternatives and obtain the necessary assets ( e. g., smart card, available parking) to facilitate
their use of corridor alternatives when conditions warrant.
A. 7 Required Assets, User Needs, and ICMS Implementation Issues
The various stakeholders within the I- 15 corridor have developed a number of assets to improve
performance along the I- 15 corridor. They have implemented a variety of policies, strategies, and ITS
technologies and have identified where assets can be added in the near term.
The following assets, which are currently implemented or are under development/ construction, are critical
for the San Diego I- 15 corridor:
􀂃 511 ATIS, launched in February 2007
􀂃 IMTMS, implemented in June 2006
􀂃 Performance Measurement System ( PeMS)
o Freeway PeMS is already operational
o Arterial PeMS, is scheduled for an August 2008 implementation
o Transit PeMS is scheduled for an August 2008 implementation
􀂃 Region- wide adoption of QuicNet 4 ( and its upgrade to QuicNet 4+) traffic signal control platform
o Pilot Implementation Phase ( QuicNet 4+ with Caltrans, San Diego, and Chula Vista): July 2008
o Integration of QuicNet 4+ into the IMTMS environment: January 2009
o Full Implementation Phase ( regionalization of QuicNet 4+): March 2009
􀂃 Managed Lanes, together with Value Pricing, currently under phased construction:
o Middle Segment ( July 2008 – January 2009 in a phased implementation)
o North Segment ( January 2012)
o South Segment ( January 2013)
27
􀂃 BRT with DARs is currently under phased construction in accordance with the Managed Lane
construction schedule
The three most important additions to ICMS assets with current expected completion dates are the
following:
􀂃 VCTMC/ Decision Support System, with completion date of June 2009 to coincide with Phase III
demonstration of the ICM Program
􀂃 Transit signal priority on NCTD Bus Route 350, a bus feeder for BRT system, 2008
􀂃 Improved data collection, incident reporting, and data archiving for arterials
o Pilot Phase, June 2008
o Full implementation ( ICM Phase III Demonstration), June 2009
The stakeholders suggested that a VCTMC be established to take a lead role in corridor management.
This center would enable further integration of ICMS functions. In order to establish this center, current
operational agreements could be amended. For example, operational agreements have recently been
established between institutional partners for the Mission Valley Event Management project. Similar
agreements can be established for the I- 15 corridor management and provide a platform for the VCTMC
operation. VCTMC would take advantage of the information sharing infrastructure provided by the
IMTMS.
Transit signal priority reduces transit vehicle travel time and improves reliability. Although the region
wide adoption of QuicNet 4 traffic signal control platform makes it less complicated for cross-jurisdictional
coordination, transit signal priority has yet to be deployed on arterials in the corridor.
Improved data collection and traffic monitoring are needed on the I- 15 corridor arterials. Traffic count
stations need to be installed at several locations on key parallel arterials in the cities of San Diego, Poway,
and Escondido. Assuming these stations are constructed as part of the I- 15 ICMS project, the cities’
current staff will be able to operate these stations as part of their daily tasks. The traffic data ( volume and
speed) will be linked directly to the main Transportation Management Center (( TMC) Caltrans) and the
cities’ TMCs. The traffic data from the local arterial, combined with the data from the freeway, can be
used to trigger specific timing plans. The data transfer from the count stations to the nearest traffic signal
will be either hard- wired or wireless. From the traffic signal the data will transferred via fiber signal
communication cable to cities’ TMC where the QuicNet 4 is located. The Regional Arterial Management
System connects Caltrans TMC to the cities’ QuicNet 4.
Based on the development of our ICMS concept and its operational description, the following
implementation issues have been identified by the I- 15 corridor stakeholders. These issues comprise
technical, operational, and institutional components of the I- 15 ICMS concept.
Technical Issues
􀂃 Data archiving and accessibility for future analyses
􀂃 Modifying/ updating San Diego regional ITS architecture to bring it into alignment with the I- 15
ICMS concept
􀂃 Use of regional transit fare system ( Compass Card) across multiple transit service providers
􀂃 Expansion of functionality for 511
􀂃 Ensuring quality, frequency, and accuracy of information
28
Operational Issues
􀂃 Enhancing transit capacity in response to accidents
􀂃 Implementing bus signal priority for transit on arterials
􀂃 Coordinating different operating systems across agencies to work together ( e. g., I- 15 freeway on-ramp
metering signals with adjacent arterial traffic signals)
􀂃 Fully integrating commercial vehicle operations into I- 15 the ICMS concept
Institutional Issues
􀂃 Establishing policies and arrangements with private entities ( parking, information service providers,
and major employment centers along the I- 15 corridor)
􀂃 Compatibility of VCTMC responsibilities for I- 15 ICMS corridor stakeholders with their
conventional responsibilities
􀂃 Expansion of set of organizational stakeholders as part of the I- 15 ICMS team beyond those that are
only transportation- focused
􀂃 Enhanced level of inter- organizational coordination and integration among stakeholders
The stakeholder agencies have already implemented various polices, strategies, and ITS technologies to
improve performance along the I- 15 corridor. These assets can be enhanced to implement and meet the
corridor goals and objectives. The table on the following page outlines some of these assets.
Based on the development of our ICMS concept and its operational description, the following set of User
Needs ( Table 1- 4) has been developed by the I- 15 corridor stakeholders. This set of User Needs is
complete and appropriate for the I- 15 ICM operational concept and that the planned I- 15 ICM system
must satisfy. The User Needs describe the operational functions of the proposed I- 15 ICMS based on our
vision, goals, and objectives for the system. Subsequent to development of the ConOps is the
development of specific requirements for the I- 15 ICM system, and these requirements will be explicitly
derived from this set of User Needs.
29
Table 1- 4. I- 15 ICMS User Needs
ID
No. Title Description/ Rationale
1 Access/ store
config Data
This User Need provides for the creation and management of a
configuration database instance that maintains static information on
various parameters within the I- 15 corridor.
2 Collect and
Process Data
This User Need is the core service of ICMS that supports most of the
system functionality. Data is collected from a variety of existing and
planned systems according to Interface Control Documents, some of
which need to be developed as new systems come on line. Once data is
collected, certain processing algorithms are invoked that provide a
higher level of information aggregation ( e. g. volumes, occupancies and
speeds at multiple locations are converted to travel times). Process Data
function also includes conversion of host system data formats to
standard XML schema for publishing information across the ICMS
system.
3 Access/ Store
ICMS
Historical
Information
This User Need provides the capability to create and populate a
historical database instance. This database contains real- time
information on corridor performance as derived from data collected in
the Collect and Process Data User Need. Accessing existing historical
databases in ATMS 2005, RTMS and RAMS is an important function
of this User Need. Having consistent export formats for data from these
historical databases would simplify corridor- wide analysis. Ad hoc
reporting based on this historical data allows the system users to create
a variety of reports that characterize corridor operations and
performance. These reports can then be stored in the ICMS historical
database.
4 Publish
Information to
System
Managers
This User Need that disseminates ICMS data from all sources to
agencies that manage one or more modes in the integrated corridor
network: freeway, arterial, transit, public safety, commercial vehicles.
This information is differentiated from the information published to
system users.
5 Interactively
Conference
with Multiple
Agencies
This User Need that allows system managers to directly collaborate in
real- time prior to, during or after a major event in the I- 15 Corridor. A
variety of voice, video and data formats will be supported for multi- site
collaboration.
6 Display
Information
This User Need covers the ability to take information produced by
ICMS and its subsystems and display a variety of data formats in a
form that agency decision- makers can use to visualize corridor
operations, make decisions and take actions to implement the various
decision components.
30
7 Coordinate
Transportatio
n and Public
Safety
Operations
This User Need is another core need for the I- 15 ICMS because it
addresses major institutional issues in getting the transportation and
public safety communities to work closer together. This is accomplished
by providing public safety users the multi- dimensional data inherent in
transportation management systems while at the same time seeking
technical solutions to extracting useful incident information from
public safety CAD systems.
Table 1- 4. I- 15 ICMS User Needs ( cont’d)
ID
No. Title Description/ Rationale
8 Share
Control of
Devices
This User Need allows agencies to remotely control selected functions of
field devices regardless of location or agency ownership. For this User Need
to become real there must be interagency agreements to allow such sharing
under carefully defined conditions.
9 Manage
Video
Imagery
The San Diego region has a variety of video sources that provide a critical
view of emerging and on- going events. These video sources can produce
aerial, snapshot, archived clips and real- time imagery to a wide variety of
system users via high- bandwidth links.
10 Respond to
Corridor
Planned and
Unplanned
Events
This User Need allows ICMS users and Corridor Managers to use some
form of decision tool that fuses real- time data and manually- entered data
derived from field communications at the event site ( e. g. CHP Traffic
Officers talking to dispatchers using the CHP radio system). The response
plan is then either manually or automatically generated based on the fused
data input. Once a response plan is generated, the system operator can
review the plan's components and make changes as deemed necessary
before transmitting plan components to the affected systems. The status of
affected systems is then returned to the ICMS operator and logged in the
historical database.
11 Assess
Impact of
Corridor
Management
Strategies
This User Need allows corridor managers to model various traffic and
service management strategies for the corridor to gauge the impact of these
strategies on corridor performance. The intent of this User Need is to
model strategies and to return results within a time frame suitable to affect
decision- making during a major event in the corridor. The impact results
will be displayed to corridor managers in both 2D and 3D formats. This
User Need will also be invoked for longer- term assessments.
12 Publish
Information
to System
Users
This is the information dissemination User Need counterpart to User Need
4. This provides corridor information to the regional 511 system where it
will be further disseminated to various classes of system users across a
variety of media. This User Need will also make available a standard XML
data stream and video imagery to other entities for dissemination to system
users as SANDAG policy determines ( e. g. direct feeds to the media).
13 Measure
Corridor
Measure Corridor Performance User Need looks at multi- modal corridor
data from both a short- term and long- term perspective. Existing historical
31
Performance databases for ATMS 2005, RTMS, RAMS, CAD systems, CPS and Smart
Parking provide mode- specific data. Likewise PeMS provides a traffic and
transit operations view of data. Based on these data sources, corridor
demand will be analyzed using actual data or by demand modeling
techniques. Using stored corridor configuration data, excess corridor
capacity can be measured for any desired time period. This User Need will
be most valuable for long- term corridor management.
14 Manage
Corridor
Demand and
Capacity to
Optimize
Long- Term
Performance
Capacity/ Demand Management User Need provides the ability for corridor
managers to collaboratively develop longer- term corridor management
strategies. These strategies include both capacity and demand management
strategies. For example, a classic demand management strategy is ramp
metering. A classic capacity management strategy is managed lanes. The
goal of this User Need is to increase total corridor performance in the long-term
by optimal balancing of capacity and demand.
15 Measure
System
Performance
Measure System Performance User Need provides for constant monitoring
of field devices, server systems and communications networks needed to
support the various integrated corridor management functions. Based on
monitored data, metrics for system components such as reliability and
availability will be measured and stored in the ICMS historical database.
16 Manage
ICMS
System
System Management User Need is the administrative function of ICMS.
Data management for ICMS configuration data, user account management
incorporating system- wide security functions and IT- centric functions
such as data backup and archival are included within this User Need.
17 Document
System and
Train System
Users and
Maintainers
Documentation and Training User Need provides logistical support to the
ICMS system through documentation and training.
A. 8 Concept Institutional Framework
The management and operation of the I- 15 corridor and the ICMS will be a joint effort of all of the
stakeholders. In San Diego, a structure already exists that can be utilized for this operation.
SANDAG’s Transportation Committee is a standing committee responsible for policy direction and
review. It comprises the current stakeholders, as well as community representatives.
The ITS Chief Executive Officer ( CEO) Group will be established as a subset of the Transportation
Committee in order to manage specific functions on the I- 15 corridor. This group will build on current
inter- agency agreements, operational policies and procedures, and overall administration.
32
The ITS CEO Group provides executive oversight and policy for the region’s ITS program. Participants
include the chief executive officers from SANDAG, Caltrans, MTS, NCTD, and the Mayor’s
representative from the City of San Diego. This working group provides a forum for the executives to
discuss strategy, address problem resolution, receive status reports, and provide direction to ITS project
managers. New projects and potential grant proposals also are proposed to key executives at this meeting
for partnership discussion and commitment.
To support the ITS CEO Group, the Regional Architecture Committee will work closely with the I- 15
Corridor Management Team to promote corridor- based coordination throughout the San Diego region.
Current members will participate in the VCTMC. They will be responsible for the daily operations of the
I- 15 ICMS corridor. This center will start by coordinating activities of the I- 15 corridor, but will be tasked
with future coordinated operations opportunities, such as corridor management systems in other corridors.
The VCTMC will ensure consistency with the Regional ITS Architecture and operating procedures and
policies, as well as coordinate operational functions.
( SANDAG) Transportation Commit tee
Figure 1- 2. Institutional Framework for the I- 15 ICMS
SANDAG’s committee structure provides the backdrop for the I- 15 ICMS institutional framework.
Overall, these committees provide opportunities for involvement in regional programs by citizens, elected
officials, agency staff, and representatives of civic and community groups. The I- 15 Corridor
Management Team will be the primary decision- making body for the I- 15 ICMS corridor and will consist
of leadership- level representatives from each of the stakeholders in the I- 15 ICMS corridor. Members of
the team will manage the distribution of responsibilities, the sharing of control, and related functions
among the corridor partners. The I- 15 Corridor Management Team will be responsible for establishing the
necessary inter- agency and service agreements, budget development, project selection and initiation,
corridor operational policies and procedures, and overall administration.
The Regional ITS Architecture Committee, which maintains the San Diego regional ITS architecture, will
ensure that this concept is consistent with the regional architecture. Its responsibilities will expand to
promote coordinated operations within the various corridors that make up the region, as well as
addressing any “ inter- corridor” operational issues ( i. e., be the coordinator of multiple corridor operation
panels and ICMS).
ITS CEO Group
I- 15 Virtual Corridor Traffic Management Center
Regional ITS Architecture Committee I- 15 Corridor Management Team
Committee
33
Each of the I- 15 ICMS corridor partners will have specific responsibilities they will perform as part of
ICMS operations. The VCTMC will leverage staff off of existing positions held at I- 15 stakeholder
agencies. This virtual center will enable primary stakeholders, as well as other organizations ( i. e., local
law enforcement and emergency personnel) to participate.
The VCTMC will enable the I- 15 corridor to be managed as an integrated transportation system. The
goals and objectives of the corridor stakeholders, including the users, will be realized through the
coordinated efforts of the team. Travelers will realize maximum benefits through the central operation
and collective management of VCTMC and experience a seamless transportation system offering choice
and real- time information about corridor travel.
34
APPENDIX B
SYSTEM REQUIREMENTS SPECIFICATION SUMMARY
B. 1 Requirements Framework
In formulating the system requirements for the I- 15 ICMS system the project team always kept in mind
the larger picture, that is, on the ICMS system itself. The team’s objective is to produce a top quality
system that truly stands out as a market leader and that is able to serve as a template for other regions
interested in deploying ICMS systems to use as a model. To help satisfy this objective, the team
developed a set of proposed requirements – in both content and quantity – for the I- 15 ICMS System that
is based on a two- part development strategy. The first part rests on the recommended guidance and
practice from IEEE’s specifications1 documents and the second part focuses specifically on the San Diego
region’s vision for their ICMS system. The project team has as a result, a set of system requirements that
is best suited for the San Diego region’s unique combination of operating characteristics, transportation
assets, and mobility management strategies. Upon reviewing this System Requirements document, the
reader should have a complete appreciation of San Diego’s ICMS system, including its description,
context, subsystems, users and their roles, and constraints.
Additionally, readers will grasp the system requirements from static, dynamic and institutional
perspectives. The static perspective provides system context. The dynamic perspective provides the reader
with an understanding of how the ICMS system will operate under its Normal ( short- term and long- term)
Mode and Failure Mode ( degraded operations, complete system failure and maintenance operations). In
addition we have defined states through which the system transitions during Normal Mode operations.
The institutional perspective provides an understanding of who the corridor stakeholders are and how they
work as a management team.
The San Diego local area Stakeholder Working Group provided the technical and operational foundation
for the document. The group conducted a series of workshops with both a “ core” Working Group and an
expanded team that included regional public safety personnel. This iterative process resulted in a set of
detailed requirements reflecting the specific needs and systems of the San Diego Region. The Federal
Technical Assistance Team2 visited the site and provided further guidance on the development of both
User Needs and System Requirements themselves. Through this process, the project team significantly
and comprehensively updated our original set of User Needs to reflect the current and proposed ICMS
system; and listed in an ordered way that reflects the flow of corridor activities during the lifecycle of the
ICMS system.
In the second part of the requirements development strategy, the project team created a high- level
functional decomposition modeled on our updated set of 17 User Needs, which provides the benefit of
maintaining a one- to- one correspondence between the requirements within each functional area and its
corresponding User Need. The team then partitioned the 17 functional areas two additional times
according to ( 1) the current implementation state of the ICMS subsystems ( operational or awaiting
development and implementation) and ( 2) the context of the ICMS subsystems ( internal or external to the
ICMS).
1 IEEE Guide for Developing System Requirements Specifications, IEEE Std. 1233, The Institute of Electrical and Electronics
Engineers, Inc., 1998 Edition; IEEE Recommended Practice for Software Requirements Specifications, IEEE Std. 830, The
Institute of Electrical and Electronics Engineers, Inc., 1998 Edition.
2 Integrated Corridor Management – The Transition from a Concept of Operations to Requirements, Mixon/ Hill, Inc., Version
1.6, August 2007; Requirements Checklist for ATMS/ ICMS Systems, Mixon/ Hill, Inc., November 2007.
35
This approach has afforded the team an opportunity to take full advantage of the nature of the San Diego
region’s current and successful transportation management strategies. Moreover, the team has developed
system requirements for the ICMS system in a systematic fashion that is detailed and complete. The
project team is confident that this will also allow the San Diego region to move toward the system design
phase in an efficient manner. This methodology provides SANDAG with the added benefit that the I- 15
ICMS system should be readily transportable to other corridors within the San Diego region without
major modifications. SANDAG fully intends to expand the ICM corridors beyond I- 15.
Guided by this two- part strategy, the project team followed a detailed and iterative process that resulted in
an extensive set of requirements in both depth and breadth. The process consisted of ( 1) repeated
questioning as to whether each requirement describes a capability that the I- 15 ICMS system must have to
meet its objectives; whether it is well formed; and whether it refrains from designing the system; ( 2)
revising requirements where necessary and ( 3) adding to the requirements list.
The project team views the development of system requirements as a dynamic and not a static process.
While the team is confident that the current set of requirements covers all aspects of the proposed ICMS
system for the I- 15 Corridor, there will certainly be additional opportunities to again employ the described
iterative requirements development process for further enhancements. Nonetheless, at this time,
SANDAG and the region are fully prepared to move forward into the system design stage.
B. 2 ICMS Requirements
The following 17 numbered paragraphs provide a high- level description of each of the 17 functional areas
that comprise the requirements based on the Concept of Operations, various guidance documents
provided by US DOT during the requirements development stage of Integrated Corridor Management and
existing ICMS subsystem definition documents ( Software Design Descriptions, System Requirements,
System Architecture Descriptions, Interface Control Documents, etc.). Each of the below functions of the
ICMS and its subsystems was derived from an expanded set of User Needs presented to US DOT on
November 8, 2007 during the ICM Requirements Workshop. Each major function will contain all its
associated requirement types, including constraints, data, functional, interface, hardware and performance.
The I- 15 project team feels that this approach will simplify the transition to the design phase of ICM by
grouping all requirements related to a single function. For example, the designer for the Data Collection
and Processing function will need to know what systems to interface to, what data elements are involved,
what computer hardware is needed to store collected data and what functions are needed to collect and
process the data.
Each requirement is coded with the following general schema: XN. N1. N2. N3. N4. . . . , where X can be D
( data), I ( Interface), F ( Functional), P ( Performance), S ( Security), or C ( Constraint); N can take on
numerical values ranging from 1 through 17 corresponding to each of the 17 functional areas/ user needs
of the same number; Subsequent classification levels indicated by decimal points and following numbers
(. N1, . N2, . N3, . N4, etc.) indicate parent- child relationships among requirements.
1. ICMS Configuration Data Storage
ICMS Configuration data will be provided by a combination of existing modal databases and new
configuration database tables containing I- 15 corridor- specific information. Modal databases exist for
ATMS 2005 ( freeway), RTMS ( MTS and NCTD transit) and RAMS ( certain elements of arterials).
Configuration data is needed, for example, for response plan processing, for data processing algorithms,
to initialize certain ICMS functions and to track various static corridor metrics such as highway capacities
and transit capacities. The data will be stored in a relational database instance and managed ( created,
modified, deleted) through a database management application. This application will be similar to the
Browse- Edit application in ATMS 2005.
36
2. Data Collection and Processing
Data will be collected continuously from deployed modal management systems, including those listed
below. Relative to the operational start date for the ICM demonstration, which is currently scheduled for
the fall of 2010, the following dates apply ( see Section 2.7.6, Table 2- 5 for the complete list of scheduled
deployment dates).
• ATMS 2005 ( currently operational)
• Managed Lanes Control System ( Middle Segment of I- 15 Managed Lanes will be operational by
January 2009)
• Lane Closure System ( currently operational)
• Regional Transit Management System ( currently operational)
• Regional Arterial Management System ( fully operational by March 2009)
• Regional Event Management System ( currently existing as California Highway Patrol)
• Congestion Pricing System ( on Middle Segment of I- 15 Managed Lanes will be operational by
January 2009)
• Smart Parking System ( initial deployment on I- 5 scheduled for Summer 2008; framework for
system regional extensibility completed by Spring 2010)
• Manual data from Regional Integrated Workstations ( currently has completed acceptance testing;
scheduled deployment in 2009)
Data processing is currently accomplished by IMTMS or the region’s modal management systems. For
example, IMTMS converts proprietary host data formats to standard XML schema using Agency Data
Servers and ATMS 2005 computes travel times from designated CMS sign locations for up to two target
destinations per sign. This data will be available to the ICMS system through the data collection function.
However the ICMS system will require additional data processing to calculate metrics such as corridor
capacity and excess corridor capacity in the aggregate and by mode, non- freeway travel times, etc. and to
filter data according to a variety of parameters such as type and source.
3. ICMS Historical Data Storage
Data collected by ICMS and IMTMS subsystems is generally held in legacy databases for various uses.
For example, the ATMS 2005 system maintains an instance of an Oracle database for historical archiving.
This Oracle instance stores real- time data every data cycle and executes database routines to aggregate the
real- time data into longer time periods.
Online data is stored for approximately 13 months for reporting purposes. A Reports function uses the
Historical database and various pre- stored database procedures to display traffic congestion, operational
events and system failures across user- selectable time periods. Likewise, the RTMS transit application
stores real- time bus location, schedule adherence and event data to produce ad- hoc reports using a third-party
report- creation application.
The QuicNet 4 traffic signal control system maintains a reporting function for real- time and historical
intersection data, including alarms, events ( timing plan changes, emergency preemption) and traffic count
data. The California Performance Monitoring System ( PeMS) currently collects real- time data from all
Caltrans districts in the state and makes a variety of configurable reports available by district and by
highway.
For I- 15 Corridor purposes, this data must be shaped and tailored to the I- 15 Corridor boundaries. The
ICMS will have the capability to access these reporting mechanisms as an external client. ICMS will not
maintain a separate historical database for existing corridor modal data. However ICMS will maintain a
historical database for corridor- wide data or for modal data specific to corridor operations.
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4. Information Publishing ( Corridor Managers)
Processed data will be available to all participating agencies through a regional data distribution
mechanism. Participating agencies will include traffic, transit, public safety and emergency management.
Data will be shared using HTML and XML data formats. HTML data will be viewable through standard
PC- based browsers such as Internet Explorer and Mozilla Firefox. XML data will be provided for third-party
applications. An XML data schema will be maintained along with XML data integration guidelines
for potential application developers. In addition, information publishing will support agency personnel
notification systems such as pagers, e- mail, Fax, text messaging and instant messaging. In this manner
information publishing to corridor managers differs from information publishing to corridor users where
personalized alerts and travel information are provided as revenue services by the regional 511
Information Service Provider.
5. Multi- Agency Collaboration
Multi- agency Collaboration will provide corridor agencies with the means to share voice, video, imagery
and data collaboratively, both for routine management and for the management of major events ( planned
or unplanned). Multi- agency conferencing will support the concept of a virtual Corridor TMC by
allowing decision makers to share data and pool their knowledge from different physical sites. This
function can be supported by systems such as the San Diego region’s Command, Control &
Communications ( 3C’s) high- bandwidth microwave network and commercial off- the shelf collaborative
communications tools.
6. Information Display
Information produced by ICMS and its subsystems will be displayable on workstations, large screen
displays and handheld devices. Corridor information is displayed and managed through user dialogues on
a browser- based workstation, an upgrade to the existing Regional Integrated Workstation ( RIWS). A
regional map will be manipulated by the operator for scale, management of display layers, panning, and
assignment of information to a large screen display and selection of dynamic icons for viewing of field
device data.
7. Transportation and Public Safety Event Management
Based on the receipt of non- recurring incident information from all sources ( Mobile 911, callbox, CCTV,
road crews, Traffic Officers, etc.), ICMS will provide the capability to manage the complete life- cycle of
an event across multiple agencies. This includes the ability to create and terminate events by agency, to
split one event into multiple events, to merge multiple events into one event and to transfer an event from
one agency to another. “ Transfer” in this context means to transfer responsibility for event management.
Event Management differs from the REMS Subsystem of IMTMS in that the REMS Subsystem collects
the data via defined interfaces while Event Management provides functionality to manage event lifecycles.
8. Shared Device Control
Less complex but still needing regional agreements are the shared control of CMS signs and Highway
Advisory Radios ( HAR). CMS functionality includes prioritization of messages, message scheduling and
message library management – shared use will take these features into account.
9. Video Management
Arguably the most complex, and yet useful sensor system in the region is the multi- agency collection of
video surveillance systems. The largest systems are owned by Caltrans for freeway monitoring and event
confirmation and by MTS/ NCTD for station and parking security. ICMS will provide the capability for
users to select cameras from a graphical user interface and subject to regional agreements, to control
selected operations of these cameras, such as pan, tilt, zoom, focus, iris control, etc. ICMS will support a
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video wall management capability for future dedicated facilities. Video display formats will include live
streaming video, archived video clips and video snapshots.
10. Response Plan
ICMS will determine the appropriate response for managing traffic in response to major perturbations in
“ normal” traffic due to traffic incidents, special events, emergency closures, construction and/ or major
disasters. The heart of the DSS subsystem within ICMS is the ability to analyze collected data, ascertain
abnormal or scheduled events, determine appropriate responses and suggest a set of actions that
collectively form a “ response plan”. The response plan may be manually or automatically generated, but
if automatically generated, will include the capability for human operator review and modification. This is
particularly critical for field device ( i. e. CMS sign and camera) control actions.
11. Impact Assessment
ICMS will use a micro/ meso scale modeling tool to assess the impact of both short- term responses to
planned and unplanned events in the Corridor ( such as the recent wildfires in San Diego) and long- term
strategies to optimize corridor performance based on cumulative measures of corridor performance.
12. Information Publishing ( Corridor Users)
Processed data will be made continuously available to the Regional 511 program for public dissemination.
This includes freeway, arterial and transit incidents, congestion data, travel times, ramp meter status and
any future data types such as parking availability, congestion pricing, etc. The 511 system will be
responsible for selecting and activating all appropriate means of delivery including www, e- mail, pagers,
wireless devices and landline telephones.
13. Corridor Performance Measurement
Corridor performance is characterized by freeway, HOV and arterial metrics, transit route performance
( on- time, average speed, ridership), smart parking usage, the impact of congestion pricing algorithms,
ramp metering, etc. The level of detail of data collected will be sufficient to support corridor management
strategies for demand and capacity management.
In this section we focus on performance measures encompassing the following four major categories:
Mobility, Reliability, Productivity, and Safety. Examples of specific performance measures include:
• Traffic volumes
• Speeds
• Level of service
• Travel time
• Vehicle/ people miles traveled
• Vehicle/ people hours traveled
• Vehicle hours of delay
• Transit productivity
• Transit reliability
• Travel time
• Number of incidents
• Incident rate
• Number of injuries and fatalities
• Injury and fatality rates
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14. Capacity and Demand Management
Long term corridor management is needed to optimize traveler throughput and other metrics established
by regional policy. This entails measuring highway, transit, parking and congestion pricing performance
over an extended period and applying this data to various capacity and demand management strategies.
Demand management in the corridor includes van pooling, smart parking, congestion pricing while
capacity management includes managed lanes, ramp metering, traffic signal synchronization, transit
service changes and transit signal priority. The effect of these strategies is then measured through the
following requirements.
15. System Performance Measurement
System performance measurement encompasses the collection of data related to system failures,
bandwidth allocation, server reliability and availability, communication link performance and other
metrics related to the management of ICMS subsystems.
16. System Management
ICMS will implement a security system that allows the shared viewing of regional resources and the
shared control of selected field devices. Shared viewing and control will be subject to regional agreements
to be determined. System security will as a minimum implement user privilege levels and a password
system linked to user levels. ICMS will provide the capability to add new users, delete users and modify
user privileges. System management will also include the ability to backup critical files on an automatic
schedule and to archive data to off- line storage for retention purposes.
17. Life Cycle Management
Software will form an integral part of the Integrated Corridor Management System. There is a
proliferation of standards, procedures, methods, tools, and environments for developing and managing
software. This proliferation has created difficulties in software management and engineering, especially in
integrating products and services. ICMS will use an industry- standard framework that can be used by
ICMS developers, managers, operators, maintainers and trainers to " speak the same language" to create
and manage the software component of ICMS. The IEEE/ EIA 12207.0- 1996 Standard for Life Cycle
Processes will provide such a framework for ICMS and guide its use throughout the ICMS life cycle.
The framework covers the life cycle of software from conceptualization of ideas through retirement and
consists of processes for acquiring and supplying software products and services. In addition, the
framework provides for controlling and improving these processes. The processes in this IEEE Standard
form a comprehensive set. The Standard is, therefore, designed to be tailored for an individual project, in
this case ICMS. It is designed to be used when software is an embedded or integral part of the total
system, such as is the case with ICMS.
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APPENDIX C
SAMPLE DATA LIST FOR ANALYSIS, MODELING AND SIMULATION
C. 1 Introduction
The following FTP site has been set up for the purpose of transferring transportation model data for San
Diego’s ICM concept of operations:
ftp:// ftpx. sandag. cog. ca. us/ pub/ ICM_ AMS/
SANDAG has been providing economic and demographic forecasts for more than 30 years, and
transportation forecasts for more than two decades. SANDAG strives to stay in the forefront of
forecasting technology. It uses “ best practices” methodology adapted to local conditions. To ensure that
this continues, SANDAG subjects its forecasting efforts to peer review by other forecasting professionals
in the region. In addition, the forecasting methodology used by SANDAG is presented at national,
regional, and local meetings of professional demographers, economists, and land use and transportation
planners.
SANDAG uses four models in our forecasts: ( 1) the Demographic and Economic Forecasting Model
( DEFM), ( 2) the Interregional Commuting Model ( IRCM), ( 3) the Urban Development Model ( UDM)
and ( 4) the Transportation Forecasting Model ( TransCAD). All of the models used at SANDAG
incorporate “ best practices” used by Metropolitan Planning Organizations ( MPOs) and councils of
governments throughout the nation. In addition, SANDAG is continually evaluating and refining its
models and incorporating updated techniques and information as necessary.
After preparing model inputs, there are four major steps of trip generation, trip distribution, mode choice,
and assignment, along with a minor function of path- building and skimming. One of the complexities of
the modeling process is that transportation measures needed as input to a modeling step may not be
produced until later in the modeling process. For this reason there are numerous iterations through the
modeling process. As a starting point, the first- stage of the modeling process makes use of simplified trip
distribution, mode choice, and highway assignment procedures to produce initial highway travel time
forecasts for use in the subsequent feedback loop phase.
To save processing time, the trip distribution model is performed on a trip distribution zone ( TDZ) system
with only 2000 zones while the rest of the steps are performed on the traffic analysis zone ( TAZ) system
with 4605 zones. SANDAG uses a nested mode choice mode that splits total person trips into 25 different
sub- modes. The model computes mode use separately for two time periods, three income levels, and six trip
purposes. Fixed and variable tolls are included to allow modeling for High Occupancy Vehicle ( HOV) lanes,
High Occupancy Toll ( HOT) or Managed Lanes, and for fixed toll roads.
Complete documentation for all of the above mentioned models is available on SANDAG’s web site:
http:// www. sandag. org/ uploads/ publicationid/ publicationid_ 833_ 3750. pdf
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C. 2 Sample Data List
C. 2.1 Available Models at SANDAG
• Available Models
o The Series 11 growth forecast is the latest socio- economic data used in SANDAG’s
transportation model. It has a base year of 2003, a horizon year of 2030, and has the ability to
perform phased model alternatives in five year increments.
o SANDAG’s model is assumed to be an ‘ average weekday’ model and does not attempt to model
special events and/ or weekends.
o SANDAG uses TransCAD version 4.8 and Arc Info version 9.2 for traditional four- step
modeling throughout the region.
o SANDAG has CUBE Dynasim version 1.4 for traffic micro- simulation
modeling. Use of traffic micro- simulation models at SANDAG is minimal at best. Dynasim has
been evaluated by SANDAG and Caltrans District 11 staff. For a full report and traffic
simulation demo files, Mike Calandra should be contacted ( See below for contact information).
o SANDAG will obtain a version of TransMODELER version 1.5 in the near future.
• Studies Completed
o The I- 15 Managed Lanes project has been studied for several years under the previous growth
forecast ( Series 10), and split into three subsections. The first of the three subsections is currently
under construction with a targeted completion of 2010, with the remaining two subsections slated
for construction to commence in 2012. Multiple transportation model alternatives were run to
support Managed Lanes operations, access points and direct access ramp ( DAR) locations.
o For reports on the I- 15 Managed Lanes project, Mike Calandra should be contacted ( See below
for contact information).
• AMS Point of Contact
o Mike Calandra will be running the 4- step model for this project and Tom King will be
providing transit route, demand and ridership information.
• Points of Contact
o Mike Calandra is the main modeling contact for SANDAG
( 619- 699- 6929 / mca@ sandag. org).
o Tom King is the transit modeling contact for SANDAG
( 619- 699- 6962 / tki@ sandag. org).
o Maurice Eaton is the modeling contact for Caltrans
( 619- 688- 3137 / maurice_ eaton@ dot. ca. gov).
o Conan Chung is the contact for MTS, however all modeling for MTS is provided by
SANDAG.
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o Stephan Marks is the contact for NCTD, however all modeling for NCTD is provided by
SANDAG.
• Internal Capabilities
o SANDAG’s transportation planning model is used primarily to develop the Regional
Transportation Plan ( RTP), and for project development and corridor studies with partners
such as Caltrans.
o Via SANDAG’s Service Bureau, the planning model is also used by local jurisdictions for
Circulation Element updates, and by developers and consultants for private land use
development impacts on the transportation system.
o The planning model is easily converted to a region- wide subarea model with the ability to
subdivide and/ or aggregate TAZs, add and/ or delete network elements, and override regional
land use inputs with development- specific land use inputs.
o The travel demand model can be used to produce microscopic traffic simulation trip tables
and networks, however it is not recommended to attempt a microscopic traffic simulation
model based on long- range travel demand data.
• Commitment to Performance Measurement
o Freeways: Caltrans’ traffic census and the PeMS web site are the primary sources of
performance measurement:
http:// pems. eecs. berkeley. edu/
o Arterials: SANDAG does not collect traffic data for arterials in any of the 19 jurisdictions
within San Diego County. SANDAG does however gather the traffic count data from the
local jurisdictions, and publishes them here:
http:// www. sandag. cog. ca. us/ resources/ demographics_ and_ other_ data/ transportation/ adtv/ ind
ex. asp
o Alex Estrella is the main traffic count data contact for SANDAG
( 619- 699- 1928 / aes@ sandag. org).
C. 2.2 Input Data for AMS
• Network Data
o Since 1986, SANDAG has been 100% committed to the GIS package Arc/ INFO for socio-economic
forecasts, land use tracking and transportation modeling.
o A Master transportation coverage ( TCOV) has evolved over 20 years and is a link/ node based
line layer with arc attributes, node attributes and two critical Dynamic Segmentation tables
for transit routes and turn prohibitors. TCOV is comprised of all Circulation Element roads
in San Diego County, plus some local links for connectivity. Project codes are used to pull
from TCOV appropriate highway networks for transportation model alternatives.
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o A “ Base Year 2003” network has been converted to an E00 file on a SANDAG FTP site. The
layer is named hwy03. e00 and the meta- data Word Document hwycovfields. doc should be
used with the layer.
• Travel Demand Data
o Caltrans’ PeMS web site is capable of providing freeway data as fine as 30- second intervals.
PeMS data is collected and archived 24/ 7 for all operating loop detectors on the freeway
system, and the data obtained from it can be aggregated to any time interval:
http:// pems. eecs. berkeley. edu/
o Base year 2003 O- D trip tables for both ‘ Person’ and ‘ Vehicle’ trips are available through the
FTP site. There are 10 person trip tables – one for each trip purpose, and 3 vehicle trip tables
- one for each of the 3 time periods ( AM = 6am – 9am, PM = 3pm – 6pm, Off Peak = the
remaining 18 hours of the day). The tables provided are in TransCAD format and have been
compressed into one zip file called odtables. zip:
o Arterial count data at a level finer than ADT is not available at this time. There are no
surveillance systems for arterials in place in the San Diego region. Peak hour direction
volumes can be obtained from the hwy03. e00 layer as a model output.
o A traffic analysis zone layer is available on the FTP site. The file name is zones. e00 and the
key field on the polygon attribute table is ‘ zone’.
o A stu