NITTEC TRANSPORTATION OPERATIONS. Integrated Corridor Management

Transcription

1 NITTEC TRANSPORTATION OPERATIONS Integrated Corridor Management Requirements Document FINAL REPORT January 29, 2010

2 TABLE OF CONTENTS Page 1 INTRODUCTION Background Related Documents NIAGARA FRONTIER CORRIDOR ICM OVERVIEW Purpose Scope Corridor Boundaries Corridor Networks Corridor Stakeholders Current Corridor Conditions Abbreviations and Acronyms SYSTEM OVERVIEW System Components Existing and Planned Systems System Users User Interfaces System Operation SYSTEM REQUIREMENTS OVERVIEW System Requirements Organization System Requirement Categories System Requirement Critical Levels System Requirement Table eadings NON-FUNCTIONAL SYSTEM REQUIREMENTS Non-Functional Needs (NFN) Non-Functional Requirements (NFR) FUNCTIONAL SYSTEM REQUIREMENTS Functional Needs (FN) Functional Requirements (FR) DATA SYSTEM REQUIREMENTS Data Needs (DN) Data Requirements (DR) SUMMARY Next Steps Technical Memorandum #7 Page i February 2010

3 EXIBITS Exhibit 2-1: The Niagara Frontier Corridor...6 Exhibit 2-2: Niagara Frontier Corridor ighway Network (New York State)...10 Exhibit 2-3: Niagara Frontier Corridor ighway Network (Province of Ontario)...11 Exhibit 2-4: Niagara Frontier Corridor ighway Border Crossing Network...12 Exhibit 2-5: Niagara Frontier Corridor Rail Network...13 Exhibit 2-6: Niagara Frontier Corridor Bus Network...14 Exhibit 2-7: Niagara Frontier Corridor Air Transportation Network...15 Exhibit 3-1: Key Components of the Niagara Frontier Corridor ICM Initiative...22 Exhibit 3-2: Niagara Frontier Corridor Institutional Framework...37 TABLES Table 2-1: Transportation Networks within the Niagara Frontier Corridor...7 Table 2-2: Current Conditions of the Niagara Frontier Corridor...17 Table 3-1: Existing and Planned Systems in the Niagara Frontier Corridor...23 Table 3-2: Niagara Frontier Corridor ICMS User Categories...28 Table 4-1: igh-level Requirement Categories...39 Table 4-2: Requirements Critical Level Categories...40 Table 5-1: Non-Functional Needs (NFN)...41 Table 5-2: Non-Functional Requirements (NFR)...42 Table 6-1: Functional Needs (FN)...45 Table 6-2: Functional Requirements (FR)...47 Table 7-1: Data Needs (DN)...50 Table 7-2: Data Requirements (DR)...51 APPENDICES Appendix A Integrated Corridor Management (ICM) Goals and Objectives Summary Technical Memorandum #7 Page ii February 2010

4 1 INTRODUCTION 1.1 Background In 2007, the Niagara International Transportation Technology Coalition (NITTEC) completed Strategic Plan 2007, which provides a vision of the region s transportation future, and recommended actions to guide NITTEC toward fostering a preferred longterm future of mobility and opportunity in the Niagara region. One of the recommendations was to develop a concept for transportation operations for the Niagara region. In response to Strategic Plan 2007, NITTEC initiated a Transportation Operations Study. This study is divided into two parts: the development of a NITTEC Regional Concept for Transportation Operations (RCTO) and providing support to NITTEC in the development of an Integrated Corridor Management (ICM) initiative. This study project is taking the next step beyond the NITTEC Strategic Plan (2007). An RCTO is a management tool to assist in planning and implementing management and operations strategies in a collaborative and sustained manner. The RCTO focuses partners on specific operations objectives and strategies within one or more management and operations functions of regional significance, such as traveler information, road weather management, or traffic incident management. 1 An ICM initiative 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. The goal of ICM is to improve mobility, safety, and other transportation objectives for travelers and goods. 2 The purpose of this memorandum is to summarize the development of system requirements for the Niagara Frontier Corridor. The formulation of requirements is essential because it outlines what the system is trying to achieve. The requirements should define what the system will do and not define how it will be done, and be in a format that others can read, review, and interpret. In addition to being technology independent, the system requirements include the following attributes: Necessary: Important aspects of the system that if absent, other components of the system would be unable to compensate for. 1 FWA, Regional Concept for Transportation Operations: The Blueprint for Action (2007) 2 FWA, FTA, Integrated Corridor Management Concept Development and Foundational Research, Task 2.3 ICMS Concept of Operations for a Generic Corridor (2006). Technical Memorandum #7 Page 1 of 56 February 2010

5 Concise: Language used is clear and easy to read yet gets the point across. Attainable: ave an achievable capability utilizing available time, resources, and funds. Complete: Be a standalone document that won t require additional resources. Consistent: Be consistent throughout the entire document. Unambiguous: Be clear-cut and explicit. Verifiable: Be validated through four possible methods: inspection, analysis, demonstration, or test. The requirements outlined in this document were formulated using information obtained from corridor stakeholders throughout the development of this ICM initiative and are divided into the following three categories: Non-Functional Requirements impose constraints on the design or implementation of the system, such as performance requirements (how well it performs) or quality standards. Functional Requirements provide a complete description of the behavior of the ICM system (what the system will do). Data Requirements define the information needed to perform the desired functions. This technical memorandum is a living document and will be reviewed periodically. Modifications to the requirements will be made to reflect desired changes in the ICM system as well as stakeholders' needs at the time. 1.2 Related Documents Below is a list of documents that contain additional information pertaining to ICM systems as well as those documents that were used in the development of requirements for the Niagara Frontier Corridor. References Specific to the Niagara Frontier Corridor Task B1 System Overview and Operational Description (Existing Conditions) Technical Memorandum #2, April 17, 2009 Task B2 Integrated Corridor Management Vision, Goals, and Objectives Technical Memorandum #5, April 13, 2009 Technical Memorandum #7 Page 2 of 56 February 2010

6 Task B3 System Operational Concept Technical Memorandum #6, June 4, 2009 Buffalo-Niagara Bi-National Regional ITS Architecture, NITTEC 2008 Annual Report NITTEC 2007 Strategic Plan General References for Integrated Corridor Management ICM Implementation Guidance, USDOT, ITS Joint Program Office, April 2006 ICMS Concept of Operations for a Generic Border, USDOT, ITS Joint Program Office, April 2006 Integrated Corridor Management Systems, USDOT, RITA, Integrated Corridor Management Systems Program Plan, USDOT, FWA, ITS, Operations, Architecture, Other Developing, Using, and Maintaining an ITS Architecture for Your Region: Regional ITS Architecture Guidance Document, National ITS Architecture Team, October National ITS Architecture, Version 5.1, U.S. Federal ighway Administration, Technical Memorandum #7 Page 3 of 56 February 2010

7 2 NIAGARA FRONTIER CORRIDOR ICM OVERVIEW 2.1 Purpose The overall purpose of the Niagara Frontier Corridor ICM (ICM) is to achieve the goals and objectives that have been set forth to ensure the combined stakeholder vision of having transportation operations within the corridor operate efficiently. The ICM is intended to provide improved integration of operational procedures and facilitate improved emergency response and dissemination of traveler information. The primary purpose of the system is to support the ICM stakeholders in fulfilling the vision of the Niagara Frontier Corridor: Improved mobility through integrated management of transportation assets - freeways, arterials, transit, managed lanes - in the Niagara Frontier corridor. For the Niagara Frontier Corridor ICM to be successful, it is imperative that its development and operation be driven by the following ICM objectives developed during Task B2 Vision, Goals and Objectives of this project: Improve center-to-center communications Improve accuracy of congestion (travel time) information reliability Enable intermodal choices through improved traveler information Improve integration of weather information/data for traveler information, and for maintenance operations Improve integrated operations based on real-time data Maximize the free flow of traffic and reduce congestion Provide transit alternative and park-and-ride facilities Enhance border crossing clearance Facilitate ITS and operational improvements that will facilitate ICM mobility Enhance alternative route management capabilities Establish incident classifications and severity guidelines Improve and coordinate incident management Appendix A contains a complete list of the ICM goals and objectives. Technical Memorandum #7 Page 4 of 56 February 2010

8 2.2 Scope The system to be developed under the NITTEC Integrated Corridor Management Initiative is the Niagara Frontier Corridor Integrated Corridor Management System (abbreviated as Niagara Frontier Corridor ICMS or ICMS as referenced throughout this document). The Niagara Frontier ICMS is intended to help the existing highway, border crossing, rail, bus, and air transportation networks (outlined in Section 2.4 of this document) along the corridor operated by separate agencies to function as an integrated transportation system by enhancing efficiency and mobility for all travelers (people and goods). 2.3 Corridor Boundaries The Niagara Frontier, the border region that encompasses the Niagara River border crossings, is a strategic international gateway for the flow of trade and tourism between the United States and Canada. The Niagara River, flowing from Lake Erie to Lake Ontario, forms the Niagara Frontier border with the United States and Canada. On the Canadian side, the Niagara Region covers approximately two-thirds of the Niagara Peninsula and consists of twelve local municipalities. The cities of St. Catharines and Niagara Falls are the largest urban centers on the Canadian side of the Niagara Frontier. Further west is the City of amilton and beyond that the Greater Toronto Area (GTA). On the United States side, the Buffalo-Niagara Frontier region forms the western border of New York State with the province of Ontario. The region consists of Erie and Niagara Counties, 64 local municipalities, and Native American lands. The City of Buffalo is located at the easternmost end of Lake Erie. The City of Niagara Falls, New York is located in Niagara County opposite Niagara Falls, Ontario. A map of the Niagara Frontier Corridor is presented in Exhibit 2-1. Technical Memorandum #7 Page 5 of 56 February 2010

9 Exhibit 2-1: The Niagara Frontier Corridor Technical Memorandum #7 Page 6 of 56 February 2010

10 2.4 Corridor Networks The Niagara Frontier Corridor is composed of five main transportation networks: highways, border crossings, rail, bus, and air. ighway Network The existing highway network in the Niagara Frontier Corridor includes a number of controlled access highways that serve the Niagara Frontier and border area. The existing highway network within New York State is shown in Exhibit 2-2 and the existing highway network within the Province of Ontario is shown in Exhibit 2-3. Border Crossings Network The existing border crossings network in the Niagara Frontier Corridor includes four international border crossing bridges spanning the Niagara River that marks the international border. All four bridges are tolled one-way in the Canada-bound direction. There locations are shown in Exhibit 2-4. Rail Network The existing rail network in the Niagara Frontier Corridor includes passenger and freight rail service that is provided to and within the Niagara Frontier by several major rail carriers. The existing passenger and freight rail network is shown in Exhibit 2-5. Bus Network The existing bus network in the Niagara Frontier Corridor includes inter-urban transit and municipal transit service. There locations are shown in Exhibit 2-6. Air Transportation Network The existing air transportation network within the corridor includes international and regional airports. There locations are shown in Exhibit 2-7. A summary of the networks within the corridor is given in Table 2-1. Table 2-1: Transportation Networks within the Niagara Frontier Corridor Network Network Description ighway Network Province of Ontario o Queen Elizabeth Way (QEW) o ighway 405 o ighway 420 o ighway 3 Technical Memorandum #7 Page 7 of 56 February 2010

11 Table 2-1: Transportation Networks within the Niagara Frontier Corridor (cont.) Network ighway Network (continued) Network Description Province of Ontario (cont.) o ighway 406 o ighway 24 o ighway 58 New York State o Route I-190 o Route I-290 Border Crossings Network Peace Bridge o Route I-90 (New York State Thruway) o Route 198 (Scajaquada Expressway) o Route 33 (Kensington Expressway) o Route I-990 (Lockport Expressway) o NY Route 400 (Aurora Expressway) o NY Route 219 (Southern Expressway) Rainbow Bridge Whirlpool Rapids Bridge Queenston-Lewiston Bridge Rail Network Niagara River Rail Crossings o International Railway Bridge o Whirlpool Rapids Bridge (upper deck) o Michigan Central Railway Bridge (Not in use, Tracks removed) Passenger Rail o Amtrak o VIA Rail Technical Memorandum #7 Page 8 of 56 February 2010

12 Table 2-1: Transportation Networks within the Niagara Frontier Corridor (cont.) Network Rail Network (continued) Network Description Freight Rail o Canadian Pacific Railway (CPR) o Canadian Nation (CN) Railway Bus Network Inter-Urban Transit o Intercity bus companies o Greyhound Lines Canada o Greyhound Lines Inc o Trentway-Wagar/Coach Canada, o Adirondack Trailways o Pine ill Trailways o New York Trailways Municipal Transit o Niagara Frontier Transportation Authority (NFTA) o City of Niagara Falls o City of St. Catharines o City of Welland City of Fort Erie Air Transportation Network International Airports o The Buffalo Niagara International Airport (BNIA) o The Niagara Falls International Airport (NFIA) o John C. Munro International Airport (amilton) Technical Memorandum #7 Page 9 of 56 February 2010

13 Exhibit 2-2: ighway Network (New York State) Technical Memorandum #7 Page 10 of 56 February 2010

14 Exhibit 2-3: ighway Network (Province of Ontario) Technical Memorandum #7 Page 11 of 56 February 2010

15 Exhibit 2-4: ighway Border Crossing Bridge Network Technical Memorandum #7 Page 12 of 56 February 2010

16 Exhibit 2-5: Rail Network Technical Memorandum #7 Page 13 of 56 February 2010

17 Exhibit 2-6: Bus Network Technical Memorandum #7 Page 14 of 56 February 2010

18 Exhibit 2-7: Air Transportation Network Technical Memorandum #7 Page 15 of 56 February 2010

19 2.5 Corridor Stakeholders The stakeholders in the corridor include the following NITTEC member agencies and related agencies/organizations listed below: NITTEC Member agencies o Buffalo and Fort Erie Public Bridge Authority (PBA) o City of Buffalo o City of Niagara Falls, New York o City of Niagara Falls, Ontario o Erie County o Ministry of Transportation, Ontario (MTO) o New York State Department of Transportation (NYSDOT) o New York State Thruway Authority (NYSTA) o Niagara County o Niagara Falls Bridge Commission (NFBC) o Niagara Frontier Transportation Authority (NFTA) o Niagara Parks Commission o Niagara Region o Town of Fort Erie Other related agencies/organizations o Canada Border Services Agency (CBSA) o Federal ighway Administration (FWA) o Greater Buffalo-Niagara Regional Transportation Council (GBNRTC) o New York State Police (NYSP) o Ontario Provincial Police (OPP) o United States Customs and Border Protection (USCBP) o Other local and regional police and emergency services agencies o Recovery companies Technical Memorandum #7 Page 16 of 56 February 2010

20 2.6 Current Corridor Conditions In determining the scope of the Niagara Frontier Corridor ICMS, it is important to consider the current conditions and needs of the corridor. The requirements outlined in Section 5 of this document help address the current conditions that travelers face on a daily basis and the overall needs of the corridor. Table 2-2 summarizes the current conditions and needs of the Niagara Frontier Corridor. Table 2-2: Current Conditions of the Niagara Frontier Corridor Condition # Description of Condition 1) The QEW is subject to heavy commercial and intercity traffic volumes during weekday travel to and from the United States and during weekends from high tourist traffic. The QEW is currently the primary truck route linking the Niagara Bridge crossings to the Greater Toronto area and the central part of southern Ontario. 2) A large number of local residents use the QEW through St. Catharines due to the difficulty in moving east-west on city streets. This situation contributes to high peak hour volumes and congestion in the area. 3) ighway 420 experiences high summer traffic volumes, primarily from recreational traffic destined for the Rainbow Bridge and the tourist attractions of the Niagara Falls area. 4) As a result of high traffic volumes as well as operational and processing constraints at the border, the Peace Bridge, Rainbow Bridge, and the Queenston-Lewiston Bridge can be subject to significant border delays. Generally, the existing delays at the border and approach roads are related to congestion and operational matters at the enforcement /processing plazas. These delays are often caused by large peaks in traffic volumes, such as mid-week truck traffic peaks, holiday passenger vehicle peaks, or by additional security measures that may be undertaken from time to time. Technical Memorandum #7 Page 17 of 56 February 2010

21 Table 2-2: Current Conditions of the Niagara Frontier Corridor (cont.) Condition Description of Condition 5) The Whirlpool Rapids Bridge has been operating as a NEXUS 3 -only bridge for frequent cross-border travelers since March Daily traffic volumes are approximately 500 vehicles. owever, the use of NEXUS is anticipated to grow significantly in the corridor over the next decade. 6) Truck queue problems on ighway 405 approaching the Queenston- Lewiston Bridge have generally been addressed by the provision of a fully automated queue warning system and the widening of ighway 405 eastbound lanes to provide a truck queue lane / truck express lane. 7) The major components of Peace Bridge traffic are non-commuter related passenger cars as well as trucks. Due to the influence of tourist travel patterns, passenger car volumes are highest on Fridays and weekends (heaviest in July and August), which is when truck traffic is the lowest. Significantly higher truck activity occurs during the weekdays, especially on Wednesdays and Thursdays. 8) None of the municipal transit operations (City of Niagara Falls, Town of Fort Erie, and Niagara Frontier Transportation Authority) offers a cross-border service. 9) There are approximately 36 agencies in Erie and Niagara Counties, both public and private, which have responsibility for operation and maintenance of traffic signals. Aside from NYSDOT, the City of Buffalo, and the City of Niagara Falls, there are few coordinated traffic signals in the corridor. There is no other emergency vehicle preemption or transit signal priority systems operating. A recommendation would be to establish priority corridors and to establish timing plans for those corridors that can be implemented from one central location. The focus should be on facilitating the movement of Police, Fire, Emergency Medical Services, and Towing operators. Table 2-2: Current Conditions of the Niagara Frontier Corridor (cont.) 3 The NEXUS program allows pre-screened travelers expedited processing by United States and Canadian officials at dedicated processing lanes at designated northern border ports of entry, at NEXUS kiosks at Canadian Preclearance airports, and at marine reporting locations. Technical Memorandum #7 Page 18 of 56 February 2010

22 Condition Description of Condition 10) On the Canadian side of the border, traffic signal coordination is provided on Niagara Region s 17 arterial networks. These networks are mainly located in the City of Niagara Falls, the City of St. Catharines, and the City of Welland. The older networks have failing communication systems, but the Niagara Region is in the process of replacing them. Although there are fewer traffic signals in the Region of Niagara compared to Erie and Niagara Counties, as well as fewer local municipalities, opportunities exist for coordination to establish priority corridors, timing plans, etc. The Niagara Region installs and maintains emergency vehicle preemption equipment based on requests from the local municipality. The City of Niagara Falls has approximately 40 intersections equipped for emergency vehicle pre-emption, which covers most response routes. The City of St. Catharines has about five intersections that are equipped for emergency vehicle pre-emption, however no specific corridors. Equipped signals are located near fire halls. 11) NYSTA maintains 12 RWIS sites within the Buffalo Division of their facilities. Of these 12 sites, six are within the Niagara Frontier Corridor. On the Canadian side, both the MTO and Niagara Region maintain RWIS sites, for a total of 10 operational sites. Two sites operated by Niagara Region are located outside of the corridor. The sites belonging to the MTO and Niagara Region are both polled by the Weather Network. Technical Memorandum #7 Page 19 of 56 February 2010

23 2.7 Abbreviations and Acronyms Below is a list of acronyms referenced in this document. Acronym ATIS ATMS AVL CAD CBSA CCTV DMS EMS FWA GBNRTC AR ICM ICMS ISP IT ITS MTO NFBC NFTA NITTEC NR NYSDOT NYSP NYSTA OPP QEW RITA RWIS TOC TMC USCBP USDOT VMS Description Advanced Traveler Information System Advanced Transportation Management System Automatic Vehicle Location Computer Aided Dispatch Canada Border Services Agency Closed Circuit Television Dynamic Message Signs Emergency Medical Services Federal ighway Administration Greater Buffalo-Niagara Regional Transportation Council ighway Advisory Radio Integrated Corridor Management Integrated Corridor Management System Information Service Provider Information Technology Intelligent Transportation System Ministry of Transportation, Ontario Niagara Falls Bridge Commission Niagara Frontier Transportation Authority Niagara International Transportation Technology Coalition Niagara Region New York State Department of Transportation New York State Police New York State Thruway Authority Ontario Provincial Police Queen Elizabeth Way Research and Innovative Technology Administration Roadway Weather Information System Transportation Operations Center Transportation Management Center United States Customs and Border Protection United States Department of Transportation Variable Message Sign Technical Memorandum #7 Page 20 of 56 February 2010

24 3 SYSTEM OVERVIEW 3.1 System Components The Niagara Frontier ICM Initiative is comprised of the following four key components: Existing Systems and Field Devices Includes existing control systems and field devices that are already in place in the corridor. These are considered external requirements to the ICMS because the ICMS requirements were created assuming that these elements exist and will continue to exist in the future. If for any reason these elements cease to exist or change in any way, this may impact the ICMS. Planned Systems and Field Devices Includes planned control systems and field devices that will be developed and implemented in the future. These are considered external requirements and include those elements and enhancements to existing elements that are planned for deployment by state, city, or county agencies. ICM System (ICMS) Includes the ICM software and field devices used to implement the ICMS. These include new systems as well as enhancements to existing systems. Collaboration Includes the partnerships, agreements, and actions among stakeholders needed to complement the deployment of systems in support of the ICMS. These partnerships and agreements are defined to ensure that each agency understands its role and responsibilities, as well as the roles and responsibilities of other partnering agencies. The four components of the Niagara Frontier Corridor are depicted in Exhibit 3-1. Technical Memorandum #7 Page 21 of 56 February 2010

25 Exhibit 3-1: Key Components of the Niagara Frontier Corridor ICM Initiative Planned Systems & Field Devices ICM System itself Existing Systems & Field Devices Niagara Frontier ICM Concept Collaboration in support of ICM 3.2 Existing and Planned Systems There are currently a number of existing and planned ITS systems within the Niagara Frontier Corridor that could be key components to the overall ICMS. The Buffalo- Niagara Bi-National Regional ITS Architecture 4 was used in determining the status of these systems, so for more information please refer to this document. Table 3-1 describes these existing and planned systems and indicates the owning agency that is committed to maintaining these systems. 4 Technical Memorandum #7 Page 22 of 56 February 2010

26 Table 3-1: Existing and Planned Systems in the Niagara Frontier Corridor Existing or Planned System Bridge Border Crossing Systems (existing) Represents the electronic border crossing systems for pre-clearance credentials and information at the border crossings. The commercial traffic will electronically transmit the documentation prior to arrival to the border crossing so that an instantaneous clearance can be made. Includes The Niagara Falls Intelligent Transportation Border Crossing System (ITBCS) and the similar system at the Peace Bridge. Canadian Border Inspection Sensor Systems (planned) Sensor systems (e.g. radiation portal monitors) used to sense threats in freight, vehicles, or travelers. Canadian Border Inspection Systems (existing) Represents systems used by Canadian Customs at the border. City of Buffalo Coordinated Traffic Signal System (planned) Planned closed loop traffic signal control system for the City of Buffalo. City of Buffalo Parking Management System (existing) Parking lots and facilities operated by City of Buffalo. Managed Reversible Lane System (existing) This system manages the three reversible lanes on the Peace Bridge. One lane can be reversed in the direction of rush hour flow with the possibility of all lanes flowing in the same direction based on traffic needs. MPO Data Collection and Reporting System (existing) A multimodal transportation data archive operated by the MPO for the Greater Buffalo metropolitan area. Owning Agency CBSA/USCBP CBSA CBSA City of Buffalo City of Buffalo PBA GBNRTC Technical Memorandum #7 Page 23 of 56 February 2010

27 Table 3-1: Existing and Planned Systems in the Niagara Frontier Corridor (cont.) Existing or Planned System Local Traffic Signal Control Systems (planned) - This element represents the traffic signal control systems for the municipalities within the Niagara Region (including both US and Canadian systems). MTO Asset Management System (planned) Intended to represent the MTO s asset management systems (e.g. pavement management system, asset inventory, sign inventory, etc.). MTO TRIP (Traveler Road Information Project) (existing) This system is a road information service for easy access to road information for provincially maintained highways. Road closures and restrictions, winter road conditions, construction, traffic flow, traffic cameras, car pool lots and high occupancy vehicle (OV) lanes information is provided and updated regularly. MTO TRIS (Traveler Roadway Information System) (existing) This system is an automated Fax/ system designed to provide provincial highways traffic reports to a large subscriber list, primarily the radio media. COMPASS System (existing ) This system is a Freeway Traffic Management System developed by the Ontario Ministry of Transportation (MTO) to respond to traffic congestion problems on urban freeways. The system consists of ITS field equipment including detectors, arterial advisory signs, VMS, and CCTV cameras. MTO Road Weather Information System (RWIS) (existing) A system of environmental sensors deployed by the MTO that are connected together to provide realtime, accurate and site specific pavement surface conditions and weather data. Individual RWIS sites are often referred to as remote processing units (RPU s), consisting of several atmospheric sensors mounted to a tower, and sensors embedded within and below the pavement surface. Owning Agency Local DPW MTO MTO MTO MTO MTO/Niagara Region Technical Memorandum #7 Page 24 of 56 February 2010

28 Table 3-1: Existing and Planned Systems in the Niagara Frontier Corridor (cont.) Existing or Planned System Queue End Warning System (existing) This system includes an installation of queue-end monitoring and warning systems on the QEW and ighway 405 for approaches to the Queenston-Lewiston Bridge and Peace Bridge. Managed Reversible Lane System (existing) This system manages the five reversible lanes on the Queenston-Lewiston Bridge. Lanes 1 to 4 are marked daily in the same direction depending on traffic needs. In addition to the directional signals, special signals are also fitted to specify what type of vehicle may use the lane. NITTEC TOC Archive Management System Communications Log (existing) The archive management system for NITTEC that collects regional traffic and incident data over a regional network. TRANSMIT (TRANSCOM's System for Managing Incidents & Traffic) (existing) This system uses vehicles equipped with electronic toll-collection tags (E- ZPass) as anonymous probes for transportation management and traveler information. The transponder readers installed along roadways are used to detect vehicles with the E-ZPass tags. As tags are detected by successive readers, the TRANSMIT system compiles aggregate data on average speeds, travel times, and the number of non-arriving vehicles (vehicles expected but not yet detected by the next reader downstream). CROSSROADS (NITTEC s Advanced Traffic Management System) (existing) This system uses CCTV and traffic monitoring equipment to detect problems, and then deploys VMS, flasher control, and automated faxing, ing and the NITTEC Website to inform the public. The Skyway closing system is located along the elevated portion of NY Route 5 near Lake Erie through downtown Buffalo. The system includes sensors that aide in protecting drivers from severe weather conditions, and the Skyway is closed by an electronic system of fixed message signs and flashers. Owning Agency MTO NFBC NITTEC NITTEC NITTEC Technical Memorandum #7 Page 25 of 56 February 2010

29 Table 3-1: Existing and Planned Systems in the Niagara Frontier Corridor (cont.) Existing or Planned System NYSDOT Asset Management System (existing) Intended to represent the NYSDOT's asset management systems (e.g. pavement management system, asset inventory, sign inventory, etc.). NYSDOT Conditions Acquisition Reporting System (CARS) (existing) Conditions Acquisition Reporting System (CARS) provides a multi-state database of travel events, such as accidents and roadwork. CARS software allows authorized staff to input construction, accident, delay, and other roadway, weather and tourism event information into statewide databases. The CARS server also supports routine DOT dispatch, press release and emergency response activities. NYSDOT Public Information Office System (planned) This system provides filtered traveler information to ISPs and the media for NYSDOT. NYSDOT Road Weather Information System (planned) A system of sensors connected together to provide real-time, accurate and site specific pavement surface conditions and weather data. Individual RWIS sites are often referred to as remote processing units (RPU s), consisting of several atmospheric sensors mounted to a tower, and sensors embedded within and below the pavement surface. NYSDOT Traffic Signal Inventory System and Maintenance System (existing) Inventories each traffic signal intersection, including equipment at that intersection as well as maintenance and dispatch history. The maintenance and dispatch data will be collected in the future. NYSDOT 511 System (existing) This multimodal trip planning system provides traffic conditions, transit conditions, transit trip planner, ride share, and travel links to the public. Owning Agency NYSDOT NYSDOT NYSDOT NYSDOT NYSDOT NYSDOT Technical Memorandum #7 Page 26 of 56 February 2010

30 Table 3-1: Existing and Planned Systems in the Niagara Frontier Corridor (cont.) Existing or Planned System Queue End Warning System (planned) - This system includes an installation of queue-end monitoring and warning systems approaching the Queenston-Lewiston border crossing. NYSTA Lane Closure Reporting System (existing) - This system makes lane closure information available to travelers via the world wide web, the media, and kiosks. NYSTA Maintenance Management System (MMS) (existing) This database includes maintenance schedule information and facilities information. NYSTA Statewide Operations Center Archive Management System (existing) This is the archive management system for the Thruway Authority. Functionally located within the statewide operations center. NR Asset Management System (planned) Intended to represent the RMN's asset management systems (e.g. pavement management system, asset inventory, sign inventory, etc.). ITS Field Elements These elements encompass a broad range of wireless and wireless electronic technologies that include AR, VMS, PVMS, and CCTV. Owning Agency NYSDOT NYSTA NYSTA NYSTA Niagara Region NYSDOT/NFBC/ NYSTA/MTO/ PBA 3.3 System Users The users of the Niagara Frontier Corridor ICMS are important to understand and document in order for the system to be developed and designed to support the needs of its users. Table 3-2 provides a detailed summary of the user classes for the Niagara Frontier Corridor ICM. Each user category includes associated user classes and position levels within that class, and a brief description of how the respective user class could function within the Niagara Frontier Corridor ICMS. Technical Memorandum #7 Page 27 of 56 February 2010

31 Table 3-2: Niagara Frontier Corridor ICMS User Categories User Category User Class Position Niagara Frontier ICMS Function Operations Personnel TMC/TOC operators (traffic and transit) NITTEC operations and maintenance personnel Traffic operation and system maintenance personnel Monitor roadway and transit facility conditions in the corridor Assess incidents occurring throughout the corridor to determine how incidents will affect traffic and/or transit operations in the area Transit operations and system maintenance personnel Traffic operator supervisors Transit operator supervisors Monitor and interpret data from ICMS for potential response Based on ICMS information, notify other staff, supervisors, internal and external departments, and appropriate authorities of adverse conditions requiring a response Monitor and operate agency systems and input/initiate ICMS communications Use ICMS information to inform drivers and passengers of incidents affecting transit operations Assess need for rerouting buses; determine best alternative route Use ICMS information to determine need to adjust signal operations Based on ICMS information, request signal change/preemption Technical Memorandum #7 Page 28 of 56 February 2010

32 Table 3-2: Niagara Frontier ICMS User Categories (cont.) User Category User Class Position Niagara Frontier ICMS Function Operations Personnel TMC/TOC managers NITTEC TOC manager Monitor systems using ICMS information (continued) Traffic control center manager Use ICMS to coordinate with other agency functions Transit control/dispatch center manager Use ICMS to monitor and evaluate multi-modal corridor system performance City engineers Maintain traffic signals County engineers Provincial engineers State engineers Service patrols (ELP) Patrol men/women and supervisors Monitor events in service area Perform motorist aid duties in the assigned service area Evaluate events with potential impact on the service area Provide information about incidents and roadway conditions to TMC operators Evaluate performance of service patrol activities Transit vehicle operators Bus and rail operators Receive ICMS incident information from transit operations center Inform transit riders of disruptions or delay of service Operate regional bus vehicles and monitor roadway conditions on their assigned routes Technical Memorandum #7 Page 29 of 56 February 2010

33 Table 3-2: Niagara Frontier ICMS User Categories (cont.) User Category User Class Position Niagara Frontier ICMS Function Operations Personnel (continued) Management personnel for operations and maintenance of equipment and devices Operations Managers Use ICMS information for decision making, coordinating resources, and directing staff for incident response Supervise operations staff who enter or access ICMS-accessible information Use ICMS to coordinate programs such as maintenance, construction, and special events with state and local jurisdictions Use ICMS to monitor and evaluate multi-modal corridor system performance Use ICMS performance information to review/update operational multimodal operational response policies and/or procedures Public Safety Public safety operators and dispatchers Call takers and dispatchers Police dispatchers Receive calls for assistance from the traveling public via mobile or landline phones and initiate incident records within a CAD system Fire dispatchers Log call and dispatch information into CAD, to be shared through the ICMS Dispatch and track public safety units using CAD systems and update incident records based on officer field reports Emergency Responders Law enforcement agencies Police officers Provide information and updates to ICMS through CAD interfaces Monitor traffic conditions to provide input for incident response coordination Monitor events outside their service areas and evaluate the impacts of these events on activities in their area Technical Memorandum #7 Page 30 of 56 February 2010

34 Table 3-2: Niagara Frontier ICMS User Categories (cont.) User Category User Class Position Niagara Frontier ICMS Function Emergency Responders Fire departments Fire personnel Share CAD data through interface with the ICMS (continued) Emergency medical services EMS personnel Share CAD data through interface with the ICMS Tow truck operators Tow truck personnel Reach out to NITTEC prior to using CCTV images to determine needed equipment Reach out to NITTEC prior to check desired route for delays prior to dispatching Review incident information before dispatching Travelers Corridor travelers private vehicle, commercial vehicle, and transit users Passenger car drivers Transit passengers Receive multi-modal traffic and transit incident alerts via web, television, radio, telephone, new technologies, etc.) Receive information via ICMS about roadway and transit facility conditions (bus operations, rail operations, parking), events, transit schedules, fares, etc. Use ICMS multimodal trip planning tool for travelers to make informed decisions about their trips Use ICMS information for travelers via third-party information service providers, such as real-time multimodal trip updates using in-vehicle navigation devices, cell phones, etc. Technical Memorandum #7 Page 31 of 56 February 2010

35 Table 3-2: Niagara Frontier ICMS User Categories (cont.) User Category User Class Position Niagara Frontier ICMS Function Information Service Providers Public traveler information service providers Control center operators IT staff Receive ICMS traveler information and provide to travelers within operational jurisdiction via agency system traveler information mechanisms (web, AR, VMS, etc.) Private traveler information service providers Private center operations IT staff Information from ICMS to supplement private traveler information distribution mechanisms Information from ICMS to private ISP s for developing business relationships for innovative traveler information distribution services and devices Media Reporters Receive and use ICMS traveler information to supplement existing information sources Gather information on planned and unplanned corridor events and inform the public and agency operations Public affairs offices Public affairs personnel Monitor ICMS for pertinent information and notifications from other agencies Receive ICMs alerts Archived Data Users Archived data users Research personnel Public sector transportation planners and engineers Operations managers Assess mobility trends to help understand congestion, safety, growth, etc. Monitor system performance in accordance with adopted ICMS performance measures Provide support for decision makers in preparation of transportation plans and programs Conduct after-action incident response reviews Technical Memorandum #7 Page 32 of 56 February 2010

36 Table 3-2: Niagara Frontier ICMS User Categories (cont.) User Category User Class Position Niagara Frontier ICMS Function Program/System Administration Oversight committee ICM Stakeholders MPO (GBNTRC) Provide overall guidance, strategic management, system enhancement, operations planning and funding functions for ICMS System managers Corridor and regional transportation managers ICMS development and implementation oversight Multi-modal corridor operations management, with a working knowledge of freeway, arterial, transit, and public safety operations Information Technology IT developers IT managers Computer programmers and systems engineers Develop IT hardware and software concepts / design and deploy IT equipment and applications Integration/development services for ICMS related subsystems and data interfaces System maintenance personnel Computer programmers and systems engineers IT maintenance staff Manage ICMS related subsystems and data archive Operate and maintain ICMS IT equipment Diagnose and fix system operational problems Maintain a record of system maintenance and upgrades Maintain test system Fix bugs in test system; implement changes in production system Technical Memorandum #7 Page 33 of 56 February 2010

37 Table 3-2: Niagara Frontier ICMS User Categories (cont.) User Category User Class Position Niagara Frontier ICMS Function Information Technology (continued) User support personnel Computer programmers and systems engineers Update training materials Train users Refer unresolved problems to maintenance staff Maintain log of all user support responses and activities System administrators Systems personnel Maintain data sources and links Backup data regularly Maintain a uniform, consistent interface to data for maintenance personnel Maintain system and database system security Maintain user accounts Maintain log of use statistics Maintain computer systems, database servers, and web servers Ensure integrity of system Information technology staff Agency/Organization IT system development and maintenance personnel Maintain communications network to ensure data and information flows from agency data system to ICMS Develop, repair, and maintain agency software, equipment, databases, etc. Maintain interfaces between ICMS and agency databases and systems, including system security Other Commercial freight dispatchers Dispatchers Monitor incidents in order to notify drivers of incidents and recommend alternate routes Technical Memorandum #7 Page 34 of 56 February 2010

38 3.3.1 User Interfaces The Niagara Frontier Corridor ICMS will include a variety of user interfaces for stakeholder agency users, travelers, and ICM system administration staff. The users of the ICM system are categorized into the following three interfaces: an ICMS administration interface, an ICMS agency interface, and a public interface. The ideal platform that would enable all users access to information related to the ICMS may be a website. A separate website could be created for each user category, and information relevant to that user could be posted on the website. The following is a description of each user interface category: ICMS Administration User Interface This interface will provide capabilities for ICM System Administrators to manage user accounts and permissions on all ICM websites, monitor the performance of the system, and modify system configuration parameters. Only authorized system administration staff will have access to this website. ICMS Agency Use Interface This interface will be accessible only to authorized stakeholder agency users. It will include functionality to create/modify agency contact data, perform data analysis and reporting, and view tables and map-based displays of corridor transportation data, such as incidents and recommended response plans and actions, work zones, and surveillance video. Public Use Interface This interface will allow the traveling public to create/modify information dissemination subscriptions (e.g., /fax/pager), and view tables and map-based displays of corridor transportation data. Technical Memorandum #7 Page 35 of 56 February 2010

39 3.4 System Operation The operating agencies and users within the Niagara Frontier Corridor include multiple jurisdictions and disciplines. This is why the management and operations of the corridor and the Niagara Frontier Corridor ICMS will be a joint effort involving all stakeholders. For the effective operation and management of the ICMS, the proposed institutional framework developed in Task B3 System Operational Concept of this project should be implemented. The three key roles of the institutional framework included the following: Institutional Oversight This role will be a collaborative effort among the NITTEC member agencies through the Executive Council, and the Regional Transportation Coordination and Management Council (RTCMC). They will be responsible for the overall management of the ICMS, including the commitments of member agencies, and providing direction and policy development for the corridor. Niagara Frontier Corridor Coordination This role will be a collaborative effort among the NITTEC committees including: the Border Crossing Committee, Construction Coordination Committee, Incident Management Ontario Committee, Incident Management WNY Committee, Strategic Planning Committee, Technology & Systems Committee, and the Traffic Operations Center Committee. They will be responsible for the distribution of responsibilities, the sharing of control, and related functions among the corridor agencies. The committees will also be responsible for recommending the necessary inter-agency and service agreements, budget development, project initiation and selection, corridor operations policies/procedures, and overall administration for the corridor. Day-to-Day Operations This role will be a collaborative effort among the NITTEC Traffic Operations Center and Systems Operations and Maintenance. They will be responsible for handling daily operations of the Niagara Frontier Corridor at the local level. Exhibit 3-2 illustrates the institutional framework for the ICM concept. Exhibit 3-2: Niagara Frontier Corridor Institutional Framework Technical Memorandum #7 Page 36 of 56 February 2010

40 Technical Memorandum #7 Page 37 of 56 February 2010

41 The framework of the ICMS will require that many elements be addressed in order to ensure smooth and continuous operations. The ongoing measurement of data quality is very important as well as staff training and documentation in order to disseminate and ensure consistency in procedures. As system elements are installed, the following information should also be developed: Documentation of user procedures and standard operating procedures (SOPs) Training materials Documentation of equipment inventory Documentation of maintenance procedures ( including routine and non-routine maintenance) Staff training is a major element of any new system operation. Detailed training should be developed and implemented so that ICMS staff is aware not only of their responsibilities as a user of the system, but also that procedures and protocols are followed. Technical Memorandum #7 Page 38 of 56 February 2010

42 4 SYSTEM REQUIREMENTS OVERVIEW 4.1 System Requirements Organization System Requirement Categories The Niagara Frontier Corridor ICMS requirements are organized into three highlevel categories in order to group similar requirements together. These categories are: Non-Functional Requirements, Functional Requirements, and Data Requirements. Table 4-1 summarizes the description of each requirement category. Table 4-1: igh-level Requirement Categories Abbreviation Category Category Description NFR Non-Functional Requirements Requirements that may include nontestable requirements, such as documentation and training. Also includes requirements that define the performance of the system. FR Functional Requirements Requirements that define what the system will do. DR Data Requirements Requirements that define the data in the system, such as data elements and data structures System Requirement Critical Levels All system requirements may not have the same priority and therefore the following critical levels were established: Low, Medium, and igh. Table 4-2 provides a description for each critical level. Technical Memorandum #7 Page 39 of 56 February 2010