RFP ATTACHMENT K:

REVERSIBLE LANES

TOLL COLLECTION SYSTEM DOCUMENTATION

San Diego Association of Governments

I-15 Reversible Express Lanes

(“Legacy”) Electronic Toll Collection System

I-15 Managed Lanes

Request for Proposals No. 5000680

Technical Documentation for the Takeover of Existing Lanes

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1.1. Existing Reversible Express Lanes Description

The “legacy” I-15 FasTrakTM electronic toll collection (ETC) system installed on the 8-mile reversible

express lanes on Interstate 15 (I-15) is designed to accommodate Single Occupancy Vehicle (SOV)

commuters. Commuters who are willing to pay a fee to use the former I-15 High Occupancy

Vehicle (HOV) lanes between State Route (SR) 52 and SR 56/Ted Williams Parkway to save time and

bypass congestion will become legal customers. The FasTrak ETC system calculates SOV tolls based

on a dynamic, per-transaction charge, a function of traffic volume, rather than the fixed monthly

toll used in the Interim system.

A single “Toll Zone” consisting of two lanes fully equipped with ETC system hardware in either

direction (reversible by time of day) was added to the existing HOV lanes. The ETC system is

located in this specific Toll Zone using an Automatic Vehicle Identification (AVI) System. The

Tolling Zone equipment consists of various AVI/ETC equipment that is attached to overhead

gantries (e.g., AVI antennas), embedded into the roadway (e.g., loop detectors), or installed in a

Toll Zone observation booth (e.g., Toll Zone Lane Controller).

For each registered SOV vehicle that crosses through the Toll Zone, the vehicle is identified, and

the specific toll charged against the SOV account. The FasTrak ETC system is interoperable with all

operational California Title-21 ETC systems. There is no automated violation enforcement for the

SOV ETC system. Enforcement of the HOV regulations continues to be performed manually, visual

observation, by the California Highway Patrol (CHP).

An off-site FasTrak Customer Service Center (CSC) located at 9353 Clairemont Mesa Boulevard,

Suite M, in San Diego, California 92123, has been established to initialize and maintain SOV

customer accounts. Interoperability with other California ETC systems is maintained through the

CSC.

Registered FasTrak customers are issued a transponder for their vehicle programmed with their

account identification number. The SOV commuter is informed of the current toll by FasTrak

Variable Message Signs (VMSs) installed at the approaches to the HOV facility. The SOV customers

pass directly through the FasTrak Toll Zone. Manual vehicle monitoring of the SOV Toll Lane is

performed on an as-needed basis by CHP. Any SOV customers traveling alone through one of the

HOV lanes is considered a violator and may be cited by the CHP.

The ETC processing determines the dynamic toll to be deducted from each SOV account at the

time the vehicle passes through the Toll Zone. The SOV customer receives a quarterly (or monthly)

account activity statement. Paper monthly statements are currently provided for a fee upon

request (or opt-in) by the customer only. Paper quarterly statements are currently provided to all

customers at no charge. The statement describes charges from other interoperable California ETC

systems. Accounts established with credit cards are automatically replenished when the balance

falls below the limit. Cash customers are responsible for maintaining a sufficient account balance.

Figure 1 (next page) illustrates the configuration and layout of the I-15 reversible express lanes.

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Figure 1. I-15 Project Configuration

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1.2. ETC System Components

The major components of the I-15 FasTrak ETC system, include:

1 In-Lane (Vehicle Monitoring) Subsystem — Vehicle detection, identification, counting, and

reporting.

2 Toll Zone Lane Controller Subsystem — ETC account identification and validation, automatic

toll collection, toll pricing, and alerting of invalid accounts.

3 Variable Message Sign Subsystem — Price announcement. VMS signs are used to advise

motorists of the current fee rate.

4 Central Processing System — Initialization and maintenance of customer accounts,

interoperability of California ETC Systems, report generation and data security.

5 Power and Communications — Infrastructure supports ETC system.

Figure 2 provides an overview of the legacy ETC system and its sub-system components.

Figure 2. ETC System Diagram

Electronic Toll Collection

Service Center

Toll ZoneLane Controller

VMS(2)North

VES(North)

Violation Enforcement

CaliforniaETC

Centers

DMV

AVISystem

TrafficLoops (2)

VehicleSeparators

Vehicle Monitoring(South)

Vehicle Monitoring(North)

VMS(3)South

ServiceCenter

ServiceCenter

TransCoreMaintenance

• ETC NTServer &

• ETCWorkstations

VESWorkstation

VES(South)

PhonePhone

Phone

Phone

CellularCellular

Discreet Discreet

RS-422

RS-23

2

RS-422

RS-232

Phone

Toll Zone

VES Processor

Cellular Cellular

AVISystem

TrafficLoops (2)

VehicleSeparators

HOV Surveillance

Toll Zone

Video Surveillance

SurveillanceCamera(South)

SurveillanceCamera(North)

VCRsPTZ

ControlsMonitor

Electronic Toll Collection

Service Center

Toll ZoneLane Controller

VMS(2)North

VES(North)

Violation Enforcement

CaliforniaETC

Centers

DMV

AVISystem

TrafficLoops (2)

VehicleSeparators

Vehicle Monitoring(South)

Vehicle Monitoring(North)

VMS(3)South

ServiceCenter

ServiceCenter

TransCoreMaintenance

• ETC NTServer &

• ETCWorkstations

VESWorkstation

VES(South)

PhonePhone

Phone

Phone

CellularCellular

Discreet Discreet

RS-422

RS-23

2

RS-422

RS-232

Phone

Toll Zone

VES Processor

Cellular Cellular

AVISystem

TrafficLoops (2)

VehicleSeparators

HOV Surveillance

Toll Zone

Video Surveillance

SurveillanceCamera(South)

SurveillanceCamera(North)

VCRsPTZ

ControlsMonitor

CSC

• Customer Accounts Maint.

Central Processing System

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1.2.1. In-Lane (Vehicle Monitoring) Subsystem

The requirements for vehicle monitoring are limited to the Toll Zone. The Toll Zone consists of

two (2) reversible HOV/SOV (SOV is allowed as FasTrak-only) mixed-flow lanes. The Vehicle

Monitoring Subsystem installed on the northbound and southbound I-15 reversible express lanes is

responsible for detecting the presence of a vehicle, counting the number of vehicles using the ETC

lane, and positively identifying the vehicles as either HOV or SOV (FasTrak). Vehicle Monitoring

consists of the following lane sensor systems:

� Vehicle Detection

1.2.1.1. Loop Detectors

Coiled inductive loop detectors are responsible for detecting vehicle presence in the I-15

reversible express lanes. A set of two loops per lane (one per direction) are utilized to

provide the necessary data to calculate the speed measurements required for the congestion

pricing algorithms in the northbound and southbound directions. The existing loop detector

system uses a 724C four-channel amplifier. The loops’ homerun cables are terminated at the

Toll Zone Lane Controller computer.

� SOV Automatic Vehicle Identification (AVI) System

1.2.1.2. AVI Readers

The I-15 FasTrak legacy ETC system utilizes Texas Instruments TIRISTM Reader Controller

Cards. The Reader Controller Card is a full size ISA circuit card that will plug into the Lane

Controller. The Reader Controller Card includes an RF-logic control unit, non-volatile

memory, RS-422 communications port, RS-422 reader synchronization port and power supply

connection. The Reader Controller card takes RF information received by the Antenna/

Transceiver units and converts it to a digital format and sends it to the lane controller for

verification.

1.2.1.3. AVI Transponders

The AVI transponders (also called “tags”) are self-contained units composed of an RF-

detector, RF-demodulator, microprocessor, sealed lithium battery, and antenna. The AVI

transponder operates at 915 MHz and can communicate with the roadside equipment at

speeds of over 100 MPH. Currently, all SANDAG issued I-15 FasTrak transponders are Sirit

IDentity Title 21 model transponders. The Sirit IDentity Title 21 transponder is compliant to

Caltrans Title 21 standards and meets FCC Part 90 requirements for licensed operation

ensuring that transponder-to-reader operation is unaffected by mobile phones, radios or

cellular devices. Externally mounted transponders or other Title 21 compliant transponders,

e.g., Amtech Allegro 21 model transponders, are also available.

1.2.1.4. AVI Antennas

The above-lane ETC equipment consists primarily of the Antenna/Transceiver assembly. The

transceiver sends and receives data from the transponders via the antenna, and also provides

the interface to the Reader Controller Card. The antenna is a directional, transmitting and

receiving device operating between 902 to 928 MHz. The I-15 FasTrak legacy ETC system

utilizes Texas Instruments TIRISTM Flat Radome type AVI antennas.

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1.2.2. Toll Zone Lane Controller

The Vehicle Monitoring Subsystem measurements are sent to the ETC system’s Toll Zone Lane

Controller for processing.

� Toll Zone Lane Controller

1.2.2.1. Toll Zone Observation Booth

The Toll Zone Observation Booth is installed at the Toll Zone on the eastern side of the

reversible express lanes inside shoulder and is separated by temporary cable rail (K-rail)

barrier from the express lanes and by a fixed concrete barrier from the adjacent northbound

general purpose lanes. The observation booth is approximately 8 feet wide by 16 feet long

and 8 feet height clearnance. The booth is a portable aluminum enclosure with tinted

polycarbonate windows and a lockable external door. The booth has a heating, ventilation

and air conditioning (HVAC) system to maintain stable operating environment for ETC

system hardware housed inside.

1.2.2.2. Lane Controller Computer

The Toll Zone Lane Controller Computer was upgraded in 2005. The Lane Controller is a

TransCore-built Universal Lane Controller which is a slightly modified off-the-shelf PC

running the Windows NT Operating System and TransCore’s lane controller software for as

configured for I-15 FasTrak. The computer components in the upgraded Lane Controller are

modern, rugged industrial computer components built upon a passive ISA/PCI/PICMG1 bus

configuration for the computer’s hardware, which technology has a proven track record for

longevity and ensures the Lane Controller can be upgraded to newer or faster components,

as necessary and as they become available. Table 1 (next page) summarizes the parts that

comprise the Lane Controller computer. Each part is described in greater detail below.

Table 1. Lane Controller Computer Key Components

DESCRIPTION MANUFACTURER

Industrial Computer Card cage Ant Computer

ISA/PCI/PICMG passive backplane Ant Computer

Single Board Computer (PCI), including: Diversified Technology

2.0 GHz Pentium Celeron CPU Intel

256 MB SDRAM DDR Ant Computer

Network Interface Card (NIC), 10/100 MHz, PCI (Replaced ISA card)

Hard drive (ATA), 80 GB Maxtor

8 CH RS-232 serial I/O (PCI) “RocketPort”

8 CH RS-422 serial I/O (PCI) “RocketPort”

48-channel digital I/O (PCI) Axiom

Floppy disk drive, 1.44 MB Sony

1 A PICMG card communicates over both the ISA and the PCI buses. In the lane controller computer, the CPU controls both busses through its PICMG connector.

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1.2.2.2.1. Computer Chassis / Card Cage

The lane controller chassis is a rugged, PC wall-mount card-cage chassis with a passive slot backplane and 150W power supply. The power supply is mounted outside the card cage. The chassis supports all of the control cards, a 3.5-inch IDE hard drive, and two filtered, positive-airflow cooling fans (rated at 90 cfm).

1.2.2.2.2. PCI/ISA/PICMG Passive Backplane

The ISA/PCI/PCIMG passive backplane comprises 2 ISA slots, 1 PICMG slot (for the CPU), and 4 PCI slots. Two spare ISA slots are available for possible future expansion or additions. The upgraded lane controller computer uses industry standard ISA, PCI, and PICMG bus cards. The technology of this architecture has been proven over many previous toll applications, and it provides an easily applied upgrade path for new technology PCI boards from many vendors. The design is modular, and individual cards in the controller can be readily accessed and troubleshot before replacement.

1.2.2.2.3. Single Board Computer with CPU

The lane controller computer is a standard Pentium 4-based, single board computer with an integrated 2-IDE (Integrated Drive Electronics) controller. The board includes a minimum of 512-KB cache with on-board 4-MB video. This board mounts in the passive backplane. The CPU processor is a Pentium Celeron CPU with a clock speed of 2.0 GHz. The CPU board also includes a 10/100Base-T Ethernet network interface. This interface connects the lane controller to the local LAN, enabling the lane controller to communicate with the other devices in the system, notably the host computer to which the lane controller reports its transactions. The LAN connection communicates using standard IEEE 802.3 protocol and retains addressing and interrupt information in the on-board memory.

1.2.2.2.4. 10/100 MHz Network Interface Card

The lane controller computer has a 10/100 MHz PCI network interface card (NIC) for Local Area Network (LAN) / Wide Area Network (WAN) communications.

1.2.2.2.5. Hard Drive

The lane controller computer is designed as an industrial PC and was constructed by TransCore using commercially available components. This approach enables standard, reliable storage mediums with selected storage capacities. Each lane controller includes an 80-GB ATA hard drive. The hard drive device is used to host the lane controller software, and to retain records of lane activity if communication to the plaza computer is lost.

1.2.2.2.6. Serial Card

For control of the serial lane equipment, the lane controller provides two 8-channel RocketPort PCI cards (8-channel RS-232 and 8-channel RS-422) supplied by Comtrol Industries. Each RocketPort card is supplied with a 36MHz application-specific integrated circuit (ASIC) that enables the card to transmit and receive data at rates far higher than multiport cards, based on conventional 16550 Universal Asynchronous Receiver-Transmitter (UART) technology – up to 921 Kbps full duplex across all ports simultaneously. Device control specifications and baud rates are software controlled. The serial communication cables are connected to a surge suppression card for protection from transients generated outside the lane controller.

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1.2.2.2.7. Digital I/O Card

The modified lane controller includes an Axiom AX5214P, 48-bit digital I/O card. The card is used to control and monitor all of the discrete inputs and outputs for each lane. The card uses a PCI bus, which allows 32-bit transfer capability on a real-time basis. The card consists of 48 channels (bits) arranged into two separate groups, with each group consisting of 24 channels of discrete input/ output (DI/DO). The 24 DI/DO channels are further divided into three ports, with eight bits per port. These independent ports can be configured through the software to function as an inputs or outputs. Each bank of 24 DI/DO channels is transistor-transistor logic (TTL/DTL) compatible and is connected through ribbon cables to four output boards, which provide level shifting to the field voltages and surge protection to the Axiom board. Thirty-two channels of DI/DO are provided with the I/O, partitioned in the following manner:

� Discrete AC output – 8 channels (2 spare)

� Discrete DC outputs – 4 channels (2 spare)

� Discrete DC input – 18 channels (2 spare) All of the channels have red LEDs that are easily visible from the front of the lane controller. The LEDs are illuminated when the relay is active, providing additional functional/ operational feedback. Figure 3 (below) shows the front of the lane controller computer displaying operational feedback and connections.

1.2.2.2.8. Floppy disk drive

The lane controller computer contains a standard 1.44 MB floppy disk drive for portable data storage.

Figure 3. Photo of I-15 FasTrak Legacy ETC System Lane Controller Computer, June 2006

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1.2.3. Variable Message Sign Subsystem

Five (5) Variable Message Signs (VMS) are installed near each of the entrances to the express lanes.

Figure 1 (refer to page 3) shows the approximate locations of the VMS installations. The VMS signs

are used to advise motorists of the current fee rate. There is a cutout in each VMS sign that allows

for a six changeable character display. The VMS is connected to a 12 VDC battery utilizing a solar

photovoltaic power charging system.

1.2.4. Central Processing System

SANDAG has established a FasTrak Customer Service Center to service customer accounts and to

oversee day-to-day I-15 FasTrak operations. ETC transaction processing and administration

functions are performed at the CSC. CSC staff create and update FasTrak account files, reconcile

revenue and financial data, research customer problems, and produce operations and status reports

documenting the operations of the I-15 FasTrak ETC system. A detailed description of the CSC staff

functions is provided in a separate report, I-15 Operations Plan (copy available upon request).

Figure 4 summarizes the ETC functionality that is provided by SANDAG’s FasTrak CSC.

ETC

IDENTIFICATION PROCESSING ACCOUNTING

Automatic

Collection

(Transponder)

Per-Trip Tolls

Interoperability

(Title - 21 Compliant)

Vehicle Types

(All assessed

the same)

Vehicle Detection

in SOV Lane and

HOV Lanes (2)

Vehicle Counting

Automotive Operations

SOV Lane

Direction Reversal

Violation Image Capture

File Transfer

to Processing Center

Variable Tolls

Time of Day

Day of Week

Dynamic

Vehicle Validation

Transponder ID

Account

Debit Accounts

Account Updates

Tolling Zone

Good Accounts

California ETC

Centers

Automatic Credit Card Debiting

Account Types

Non-Revenue Commuter

Account Initialization

Issue Transponder

Data Base Entry

Report Generation

Data Security

Figure4. ETC System Functionality

The CSC is also the administrative hub of the I-15 FasTrak ETC system. The CSC houses the ETC system servers and workstations, described below:

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� Central Processing Server

1.2.4.1. Central Processing Server

The I-15 FasTrak legacy ETC system’s Central Processing Server (CPS) receives the AVI

transponder identification from the lane controller, and verifies the account as valid or

invalid. ETC processing requires automatic debit of tolls from pre-established accounts. The

transponder codes are processed for valid accounts. Unauthorized vehicles include vehicles

with no transponder or invalid transponder codes. Invalid transponder codes include lost or

stolen transponders or transponders with an ETC balance below the minimum balance

threshold. Records of each transaction are secure and archived. Detailed accounting of all

transactions, current and historical, for each account is provided.

� CSC NT Server and Workstations

1.2.4.2. Network/File Server

The CSC network/file server is a 200 MHz Pentium CPU, running the Windows NT Operating

System. The NT server has two 5.12 Gigabyte Hard Drives, 64 MB RAM, a standard ISA/PCI

bus backplane, TCP/IP standards communications, 10BaseT network, writeable CD ROM Drive

and Tape backup system.

1.2.4.3. CSC Workstations

The CSC has three (3) customer service representative (CSR) workstations and one (1) CSC

manager workstation for all account information and administrative processing.

1.2.4.4. CSC Peripherals

The CSC has two (2) network printers, a file transfer and document archival (scanning)

workstation, and other standard office and communications equipment as required (e.g., a

Pitney-Bowles mail processing system and Xerox copy machine are currently leased).

� Service Center Programmer

1.2.4.5. Sirit SCP 915 Service Center Programmer

SANDAG purchased a Sirit model SCP915 Service Center Programmer in 2005. The SCP915 is a

portable transponder reader that serves as a tag testing and programming station in the CSC.

1.2.5. Power and Communications

The I-15 FasTrak legacy ETC system is supported by grid-supplied power from the electric utility,

San Diego Gas & Electric Co. A combination of a 10BaseT Local Area Network and wireless

communications are used to transmit and receive ETC system data transmissions. The ETC lane

system is not supported by a hard-wired fiber optic communications network.

� Power Supply

1.2.5.1. Uninterruptible Power Supply

The ETC system Toll Zone is backed-up by a Best Power 7KVA uninterruptible power supply

(UPS) capable of providing over 15 minutes of continuous use when utility grid-supplied

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alternating current (AC) power has been lost. Included with the UPS is a make-before-break

bypass switch which will allows the UPS to be manually bypassed, allowing equipment to run

directly on “dirty” power. When utility power is lost, the UPS provides power immediately

to continue operation of the Toll Zone equipment. The ETC system retains transactions when

a power loss is experienced and restarts when utility power is restored.

1.2.5.2. Lightning Protection

The utility company external surge arrestors at the power service entrance provides a first

zone of protection. In addition metal-oxide-varistors (MOV) are used for protection. The I-

15 FasTrak ETC system Toll Zone Lane Controller is a TransCore Universal Lane Controller

(ULC) and has built-in protection devices, including; Opto 22 brand optically isolated relays,

DIO Board with built-in lightning protection consisting of TransZorb brand transient voltage

suppressers and standard triac surge arrestors.

� Communications Network

1.2.5.3. Communications Equipment

Communications between the Toll Zone equipment and the Central Processing System is

supported by a Local Area Network (LAN) based on 10BaseT architecture and controlled by

the a Windows NT Network Server that is located in the CSC. A 10BaseT hub is used to

connect the workstations and printer to the NT Server. Level 5 cable is used throughout the

LAN to support future upgrades to a 100BaseT architecture. Communication of the

transaction data from the Toll Zone to the CSC is provided over a 33.6K integrated services

digital network (ISDN) modem. Additionally, a backup cellular connection provides failsafe

communications between the Lane Controller and central processing system in the CSC.

The VMS signs communicate to the Lane Controller and to the CSC using wireless modems

operating on Verizon’s code-division multiple access (CDMA) communications network. The

CPS, network server, and CSC workstations communicate with the Toll Zone processors and

the five (5) dedicated variable message signs (VMS) using modems and cellular phone

technology. Telephone communications to the public for responding to customer and

general requests, and direct communications to SANDAG’s existing ETC system maintenance

Contractor’s for trouble report response, are provided through the CSC.

1.3. ETC System Performance

1.3.1. Reliability and Availability

The I-15 FasTrak legacy ETC system was installed in 1997 and was commissioned into revenue

operations and warranty maintenance mode on March 31, 1998. The ETC system was designed for

a ten (10) year rated design life. The ETC system has been maintained according to the system

integrator’s recommended maintenance schedule, and replacement of expendable items have also

been completed as required by the system’s maintenance Contractor. The Mean Time Between

Failures (MTBF) of the system components is no less than 5,000 hours. The Mean Time To Repair

(MTTR) is no more than two (2) hours after notification.

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1.3.2. Accuracy

The Automatic Vehicle Identification (AVI) System and the ETC System accuracy is at least 99.96

percent. This accuracy includes the transponder read, delivery of vehicle ID to the lane controller,

correct correlation of the ID to the correct patron account, and a successful recording and

reporting of the transaction. Excluded from the accuracy measurement is anomalistic driver

actions, traffic incidents, tailgating, or vehicle shadowing.

1.4. Toll Zone Application Software

This section describes the Lane Controller software developed by TransCore for I-15 FasTrak. The

application is commonly known as the Automated Revenue Collection System (ARCS). ARCS is a

toll collection system which detects toll events as vehicles pass through controlled lanes. ARCS

reports events to a toll management system (TMS) for accounting and auditing purposes.

1.4.1. Automated Revenue Collection System

ARCS consists of the Lane Controller and Toll Management System (TMS) functional components.

The TMS subsystem maintains the database and real-time data for display and notification

purposes. The TMS receives messages from the Lane Controller and distributes control messages

down to the Lane Controller. The TMS also monitors external events such as power supply states

and time source state. For SANDAG, the Toll Management System component of ARCS will reside

on the Service Center Computer.

The Lane Controller provides for the direct interface and control of the lane equipment and

contains all the hardware, firmware, and software necessary for controlling and monitoring the

subsystems associated with the Toll Zone. The Lane Controller sends messages (both normal and

unusual events) to the TMS over the network. Some control messages are received from the TMS.

Messages are queued until they have been successfully received by the TMS.

1.4.1.1. Autonomous ETC Operation

The Lane Controller is capable of operating in stand-alone mode for up to 30 days. During

this time, valid and invalid ETC transactions are collected and stored. When communications

are restored, the transactions not already sent to the Service Center are transmitted. When

the Lane Controller is in communications with the Service Center, it receives real-time

updates of account status changes. Thus, when an account’s status changes, the new status

is sent to the lane immediately.

Typically, the Lane Controller will only be out of communication for a few hours. During

this time, tag status updates will not reach the lane. Real-time tag status updates that were

sent during an outage will be received by the lane in the nightly update at which time all

tag statuses are sent to the lane in a single file transfer. The Lane Controller will be capable

of beginning and ending ETC operations autonomously (without human intervention)

according to an internal configuration entry which defines the hours of SOV lane operation

and direction of travel. This internal configuration setting will cover the entire 24-hour

period. Table 2 shows this schedule:

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Table 2. Autonomous ETC Operation Internal Configuration Setting

TOLL ZONE OPEN* TOLL ZONE CLOSED*

Southbound 12:00 a.m. (midnight) 12:00 p.m. (noon)

Northbound 12:00 p.m. (noon) 12:00 a.m. (midnight)

* Autonomous action by Lane Controller.

This schedule includes days when the HOV lanes are not in operation, such as weekends and

Federal holidays. As described in the CSC software section on defining fare schedules, the

lane will be capable of switching to a new toll range (minimum and maximum chargeable

values) in half-hour segments, and when the fare is set at zero for any half-hour segment,

the VMS will display SANDAG’s toll-free number, an indication that the lane is closed. When

equipment for one direction of travel is active, the Lane Controller will disable the

equipment for the opposite direction of travel.

1.4.1.2. Lane Equipment Diagnostics

The Lane Controller performs equipment status checks as part of the normal processing of

transactions. Equipment failures detected by these checks are signaled to the TMS Computer.

1.4.1.3. Impaired Lane Operation

The Lane Controller is capable of operating in a degraded mode of operation, whereby a

non-critical piece of equipment fails and is no longer available for sensory data. Examples of

equipment failures and Lane Controller responses are shown in Table 3:

Table 3. Example Equipment Failure Occurrences and Lane Controller Responses

FAILURE LANE CONTROLLER RESPONSE

Loop fails The Lane Controller will be unable to count traffic in the lane where the failed loop is located. The Lane Controller issues a Loop Failure message.

Vehicle separator fails The Lane Controller is incapable of detecting individual vehicles. The AVI system will continue to verify and report tag reads. The Lane Controller issues a Vehicle Separator Failure message.

AVI system fails The Lane Controller is incapable of reading tags. The Lane Controller issues an AVI System Failure message.

1.4.1.4. Recovery From Power Loss

In the event the Toll Zone experiences a power outage, the UPS will supply power long

enough for the Lane Controller to perform a safe shutdown of all software. When power is

restored to the area, the Lane Controller will reboot in its last known state, utilizing

checkpoint files to store status information. The use of checkpoint files ensures that the

Lane Controller can return to an operational state identical to its state prior to shutdown.

1.4.1.5. HOV Monitoring

Both HOV lanes are monitored by the Lane Controller using a set of two loops in each lane.

These loops detectors allow the Lane Controller to count traffic and monitor vehicle speed

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using an industry-standard traffic management algorithm. The Lane Controller Computer

summarizes HOV traffic information into 6-minute segments to derive a traffic count and

average speed of the traffic flow through the Toll Zone region. This summary is used by the

Dynamic Pricing Algorithm to determine if the SOV toll needs to be adjusted as described in

Section 1.4.2, Fare and AVI Table Maintenance, and Section 1.4.2.2, AVI Transponder Status

List

The Lane Controller stores a white and black list AVI transponder file. AVI patrons are

verified against the contents of the AVI transponder file. Continuous updates to the AVI

transponder status file occur automatically (as long as there is communication between the

CSC and the Lane Controller) as updates are made to customers’ accounts at the Service

Center. In addition, a nightly download of the entire AVI transponder status file occurs to

ensure the Lane Controller has received all updates.

Dynamic Pricing Algorithm Software, in an effort to maintain Level of Service C.

1.4.1.6. AVI Reader Software Interface

The AVI antennas detect compatible transponders within the read zone of the Toll Zone

land and request the transponder to transmit the transponder ID. This ID is passed to the

AVI reader which in turn passes it to the Lane Controller software. The Lane Controller

software then compares the transponder ID against a list of known transponder IDs and

statuses. If the transponder ID is shown to have a valid status, the Lane Controller forwards

the transaction to the Service Center for debiting of the patron’s account and stores it locally

in the transaction file. If the transponder ID is shown to have an invalid status, the Lane

Controller instructs the VES subsystem to capture an image of the patron’s vehicle. This

transaction is also forwarded to the Service Center and stored in the local transaction file.

1.4.2. Fare and AVI Table Maintenance

1.4.2.1. Fare Schedules

File transfers of the fare schedule occur on a regularly scheduled basis. The master fare

tables are maintained on the TMS computer and transmitted to the individual Lane

Controllers when requested by the Lane Controller or when transmission of a new fare

schedule is requested at the Fare Schedule screen on the TMS computer. A fare schedule is

defined as a matrix of minimum and maximum chargeable toll values for each half-hour

segment in a 24-hour period (48 in all) and across all seven days of the week (a total of 336

toll segments per week). Minimum and maximum values will initially be set to zero for a

newly created fare schedule and only those half-hour segments falling within the period of

HOV activity need to have values assigned. A zero value instructs the Lane Controller to

display the SANDAG toll-free information number on each active VMS. A fare schedule can

be established ahead of time and transmitted to the Lane Controller with an activation

date/time somewhere in the future. The published toll schedules adopted by SANDAG are

the basis for programming in the master fare tables in the TMS computer.

Refer to Figure 5 for the current approved I-15 FasTrak Toll Schedules.

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Figure 5. Approved I-15 FasTrak Toll Schedules (effective June 5, 2006)

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1.4.2.2. AVI Transponder Status List

The Lane Controller stores a white and black list AVI transponder file. AVI patrons are

verified against the contents of the AVI transponder file. Continuous updates to the AVI

transponder status file occur automatically (as long as there is communication between the

CSC and the Lane Controller) as updates are made to customers’ accounts at the Service

Center. In addition, a nightly download of the entire AVI transponder status file occurs to

ensure the Lane Controller has received all updates.

1.4.3. Dynamic Pricing Algorithm Software

The I-15 Congestion Pricing Project implements a multi-mode pricing program. The pricing

options are manually selected by the CSC Operations Manager, based on direction from the

SANDAG Project Manager. The Dynamic Pricing software supports maximization of fee revenue

while ensuring Level of Service C (3,200 vehicles per hour) is maintained on the HOV Lanes. Five

(5) Variable Message Signs (VMS) display the toll a FasTrak motorist will be charged for utilizing

the HOV Lanes. Setting up the fare schedule is explained in further detail in Section 1.4.4, Fare

Schedule Definition.

1.4.3.1. Dynamic Price Mode

This mode of operation charges the FasTrak motorist a variable toll based on the measured

HOV excess capacity. The toll is established based on time of day and measured 12-minute

vehicle counts in the Toll Zone. The Dynamic Pricing algorithm parameters that are used to

determine the ETC system’s response to real-time fluctuations in excess HOV capacity are

automatically modifiable. The HOV lanes’ current excess capacity is the critical toll

parameter. The HOV lanes are required to provide HOV motorists a Level of Service C, 1,600

vehicles/hour/lane or 3,200 vehicles/hour on the two HOV lanes. The excess capacity is

calculated by measuring the total Toll Zone vehicle count, using the three (3) vehicle

detectors, and subtracting this real-time traffic count from the maximum 3,200 vehicles/hour

(as shown below).

� Excess HOV Capacity = 3,200 Vehicles – HOV Vehicle Count

Note: based on two 6 min. traffic counts

The excess capacity identifies the maximum SOV traffic allowed at this specific time of

operation. The actual SOV traffic count is measured by the SOV lane vehicle separator. The

total SOV traffic is compared to the HOV excess and the toll selected from a specific Toll Rate

Table based on the time of the day.

The maximum toll is based on the estimated cost to the city to supply the rider-equivalent

the SOV patron would need to become a carpool or HOV patron (e.g., transit subsidy cost

per ride = $3.00 per ride). The frequency of toll adjustments is limited to 12-minute

segments. The toll schedules are designed to ensure the SOV patrons know the maximum

toll that will be charged each half hour based on the time of day. The specific toll will be

selected from the proper Time of Day SOV Toll Schedule table based on HOV excess

available. Figure 6 helps explain this concept. When the SOV vehicle count is 300 vehicles or

greater within a 6-minute segment, the toll sign will indicate “FULL” and the toll will be set

at an extremely high rate (e.g., $10 per vehicle).

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YES

YES

Use the Toll Rate Lookup Table to set the new toll.

If the new toll is greater than $1.00 from the current toll, increase the current toll by

$1.00.

Figure 6 provides a flow chart of the existing congestion pricing algorithm logic:

Figure 6. Congestion Pricing Logic Diagram

At every six-minute interval, examine traffic flow rate using the previous two six-minute

intervals.

Collect traffic data from HOV and SOV lanes

Summarize in six-minute segments.

Display the new toll on all Variable Message Signs.

Maximum toll for current half-hour segment changes from 0.00 to non-zero amount.

The toll rate is increasing. The toll rate is decreasing.

Wait the maximum time period needed to travel from the

farthest VMS to the Toll Zone before charging the new toll.

Charge the new toll immediately.

Is new toll greater than the defined maximum toll for the current half-

hour period?

Is congestion at or above LOS C?

Use the Toll Rate Lookup Table to set the new toll.

The new toll can increase no more than $.50 from the

previous toll.

NO

If ALL the VMSes are not updated

successfully, ALL VMSes will continue to display the previous toll

and the toll will not be increased.

Set the new toll at the defined maximum toll amount.

NO

The Toll Rate Lookup Table is stored

at the Lane Controller in the configuration file. The Table defines

specific congestion levels and

suggested tolls and can be found in documentation entitled “Volume

Thresholds For Toll Rate Look-Up

Table” written by Wilbur Smith

Associates.

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1.4.4. Fare Schedule Definition

The ETC system will automatically initiate operations at 0530 for southbound traffic and at 1300

for northbound traffic. The ETC system will automatically halt operations at 1200 for southbound

traffic and at 1900 for northbound traffic on the Monday through Thursday schedule. During

weekend (including Friday night) operations, the ETC system will be set to remain open in the

northbound traffic direction from 0000 to 2400. The ETC system will shut off the following

Monday morning and resume operations at the regular weekday schedule noted above. Also,

during emergency operations, e.g., in the event of an incident that causes Caltrans to close the

lanes or to open the reversible express lanes to all general purpose traffic in the corridor, the SOV

toll rate will be set at zero ($0.00). Emergency operations are directed by staff at Caltrans or the

CHP in the Regional Traffic Management Center (TMC). The TMC will manually notify the CSC of

the emergency and the CSC Manager or Supervisor will set the SOV toll rate to zero ($0.00).

Fare Schedule 1 Incremental Factor .25

05:00 - 05:30

06:00 - 06:30

07:00 - 07:30

08:00 - 08:30

09:00 - 09:30

05:30 - 06:00

06:30 - 07:00

07:30 - 08:00

08:30 - 09:00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.75

1.25

1.25

0.00

0.00

1.00

1.50

1.00

0.00

0.75

1.25

1.25

0.00

0.00

1.00

1.50

1.00

0.00

0.75

1.25

1.25

0.00

0.00

1.00

1.50

1.00

0.00

0.75

1.25

1.25

0.00

0.00

1.00

1.50

1.00

0.00

0.75

1.25

1.25

0.00

0.00

1.00

1.50

1.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

Su M Tu W Th F Sa

WEEKLY PERIOD OF ACTIVITY

Rates shown indicate minimum toll rates

Higher rates are calculated using the Incremental Factor value

FACTORS

Zero values indicate periods of inactivity — VMS displays toll-free number

Toll Schedules covers entire 24-hour period

The rate for each half-hour segment increases/decreases by the Incremental

Factor so that a smooth transition from one segment to another can

occur

Excess HOV Capacity Toll Action

Traffic counts are accumulated into 6-minute summaries

The Congestion Pricing Algorithm examines traffic activity every

12 minutes to determine if a higher or lower rate change is warranted

Full (no SOV capacity)

Categories

High (highest SOV capacity)

Moderate

Low (lowest SOV capacity)

VMS displays "FULL"

Lowest fare for half-hour

Increase/decrease fare

Highest fare for half-hour

charged to SOV patrons

CONGESTION ALGORITHM

charged to SOV patrons

Congested Increase/decrease fareby incremental factor

by incremental factor

No rate change can increase/decrease more than the Incremental Factor

FARE SCHEDULE DEFINITION

EXAMPLE

Minimum value for half-hour segment = 1.00

High Category fare = 1.00

Moderate Category fare = 1.25 (1.00 + Incremental Factor of .25)

Congested Category fare = 1.50 (1.25 + Incremental Factor of .25)

Low Category fare = 1.75 (1.50 + Incremental Factor of .25)

Figure 7. Fare Schedule Definition Diagram

A complete description of the CSC Account Management system modules for the ARCS software

are provided in a separate document, Service Center Application Software Manual, available upon

request from SANDAG.

1.4.5. Software Security

ARCS provides software security. For the Lane Controller component, the QNX operating system

controls access to authorized users via a user name and password combination. The Lane

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Controller software monitors and reports to the TMS if the Lane Controller door is opened. The

TMS component of ARCS operates on the server under the Microsoft Windows NT operating

system running Oracle’s relational database software, RDBMS version 7.3.

The Oracle software provides basic mechanisms to control access to the server and its data. It also

provides monitoring tools to ensure that access is restricted to authorized users. The Oracle

database Manager has built-in referential integrity utilized to ensure data security. A supervisor’s

approval is required to complete (two-man rule) financial adjustments to customer accounts.

Transactions that originate at the Toll Zone cannot be added, modified, or deleted. When a user

attempts to log in to the TMS from a client workstation, the user provides a user name and a

password. The password serves as an authenticator that should be known only to the user and to

the server. To preserve the secrecy of passwords, terminals do not echo password characters as

they are entered. The Oracle software includes automatic password expiration as one of its

security features. The TMS supports a series of interactive menus. On each menu, users are able to

select only those items to which they have been granted access by the system administrator, as

defined by their user level.

1.4.6. Capacity and Data Retention

The ETC system is capable of processing and storing information on at least 25,000 total vehicles

per day, 8,000 transponder transactions per day, and 2,000 transponder transactions per hour.

The ETC system Toll Zone Lane Controller processes SOV lane vehicles traveling at speeds up to 100

miles per hour. The ETC system Toll Zone Lane Controller retains thirty (30) days worth of

transactions. Transaction data is stored in a circular file, thus eliminating the need to purge data.

The protocol between the Lane Controller and CPS sends and receives transactions in real-time. If

the Lane Controller is out of communication with the CPS, the CPS keeps track of the last sequence

number received and requests the next sequential number when communications are restored.

The archiving of this data is performed by the CPS. Data is maintained on the Lane Controller for

an extended period of time. In the event an extended communication failure exists, a mechanism

is provided to manually copy data from the Lane Controller (via the maintenance or other

communication port) to a laptop computer. This data can then be imported into the back office

computer equipment as if it had come directly from the Lane Controller. This provides a backup

mechanism to process data in the event communications are lost for any reason. Processor data

files are backed up daily on tape. Recent tapes are kept in fire proof safes at the CSC. Older tapes

are kept at an off-site storage area.

1.4.7. Time Synchronization

The host computer is the “Master” ETC system clock and will synchronize clocks nightly. The CPS

will dial up nightly to the Automated Computer Time Service (ACTS) provided by the National

Institute of Standards and Technology (NIST). The ACTS is a dial-up telephone service that

provides access to NIST time. The Time Source Monitor dials up this service nightly and

synchronizes the time on the Service Center computer. The synchronized time is automatically

sent to the Lane Controller. The Lane Controller then sends the time to the Image Capture

Computer. If the dial-up to ACTS fails, an alarm is generated. ACTS supports the change to and

from daylight savings time. The Service Center application is designed to support the “fall back”

without database corruption that can sometimes result in setting a clock backward.

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1.4.8. Interoperability

The AVI (ETC) equipment located in the tolling zone meets or exceeds the Caltrans AVI

compatibility specifications (Title 21, Chapter 16, Articles 1 through 4 of the California Code of

Regulations), and meets FCC Part 90 requirements. The ETC system is compliant with Title 21 and

the ETC system is interoperable with any Title 21-compliant transponder. The CSC accommodates

interoperability with all other California FasTrak ETC systems, as follows:

� Periodic Electronic Fund Transfer (EFT) of toll collection transactions

� Periodic Electronic Data Interchange (EDI) of the invalid account listings

� Verification and reconciliation of EDI file transfers

� Responsibilities of parties to accommodate ETC System interoperability

A complete description of the responsibilities of the parties to accommodate ETC System

interoperability in the State of California is provided in separate volumes as noted below:

� California Toll Operators Committee (CTOC) Technical Specification for Interagency

Electronic Data Exchange, Revision G.4 (or later revision)

� Title 21, Chapter 16, Articles 1 through 4 of the California Code of Regulations:

Compatibility for Automatic Vehicle Identification

� CTOC Agencies Cooperative User Fee Processing Agreements

Copies of all of these documents are available upon request.

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