Leon County, FL Regional Architecture -- System Inventory

**II Existing and Planned Transportation Systems**

This section of the Technical Memorandum presents a framework or
baseline for the Department to develop its program for ITS deployment
within Leon County. It provides an inventory "snapshot" of the existing
and planned transportation system, including travel demand, congestion,
safety, operations and management, existing and planned facility
improvements, as well as current and planned ITS deployment efforts of
both District Three and other regional and local transportation
agencies.

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## II.1 System Inventory

FDOT District Three is responsible for planning, building, maintaining
and operating the state and federal roads within the previously
illustrated region. This section identifies the features and facilities
of this system along with other major facilities that have a direct or
indirect effect on the traffic conditions within the Region. It also
provides an ITS baseline inventory of the Region.

### 

### 

### II.1.1 Overview of Leon County Roadway System

The roadway network within Leon County consists of several facilities
that have unique geometric and operational characteristics as shown in
Figure 3. The system consists of five primary corridors - **Interstate
10**, which extends from Jacksonville, passing north of downtown
Tallahassee and continuing west toward Pensacola; **US 90**, which
parallels I-10, passing through downtown Tallahassee; **US 319**, which
extends from the Georgia State Line south around downtown Tallahassee to
US 98 along the Gulf Coast; **US 27**, which extends from the southern
portions of the State north to the Georgia State Line; and **SR 263**,
or Capital Circle SW, which connects US 319 south of downtown
Tallahassee to I-10 and eventually US 27 west and north of downtow

**[Interstate 10 (I-10)]{.underline}**

I-10 is the primary east-west interstate connecting the southern states,
running from Jacksonville on the east coast to Los Angeles on the west
coast. It passes through the middle portion of Leon County, and the
northern sections of Tallahassee. It is the primary route out of and
into Florida for vehicles originating from or traveling to the west. It
is also the primary route to I-75 and points south, and Jacksonville and
I-95 and points north.

##### US 319

US 319 runs from US 98 along the Gulf Coast north through Tallahassee
and beyond into

Georgia. It serves as a beltway around the eastern sections of
Tallahassee, and is called Capital Circle SE along this stretch. In
addition, it is a primary evacuation route for the counties to the south
of Leon County, and a major access route north towards Atlanta.

##### US 27

US 27 is a major highway connecting the southern portions of the state
to Georgia and other southern states. It runs through downtown
Tallahassee, and along with US 319 is the primary route out of and into
Florida for vehicles originating from or traveling to the north.

##### 

##### US 90

US 90 is a major highway running east-west that parallels I-10 through
the county. It passes through downtown Tallahassee, serving as one of
the major links between I-10 and the central business district (CBD).

**II.1.2 Inventory of ITS Components / Subsystems**

This section identifies a baseline inventory of existing ITS components
And deployments that are either operational or under construction within
Leon County. Information has been summarized from local agency
interviews, workshops, meetings and prior projects undertaken by FDOT,
including the *[Statewide ITS Architecture Development]{.underline}*
effort currently being conducted, which includes architectural
development at the district level, and specifically District Three.

To facilitate discussion of the ITS Architecture in general, and the ITS
baseline inventory specifically, ITS components3and syStems are grouped
into four classes: Centers, Roadside, Vehicles, and Travelers. These
groups are further subdivided into different areas by functionality or
subsystems. There are 19 such subsystems that correspond to existing
things in the physical worle 3uch as traffic operations centers,
automobiles, and roadside signal controllers. The following is a list of
the 19 subsystems.

> **Center Subsystem Roadway Subsystem**

-   Traffic Management • Roadway

-   Emergency Management • Parking Management

-   Transit Management • Toll Collection

-   Archived Data Management • Commercial Vehicle Check

-   Toll Administration **Vehicle Subsystem**

-   Information Service Provider • Transit Vehicle

-   Emission Management • Emergency Vehicle

-   Fleet and Freight Management • Commercial Vehicle

-   Commercial Vehicle Admin • Commercial Vehicle

-   Traveler Subsystem

    -   Remote Traveler Support

    -   Personal Information Access

######## II.1.2.1 Center Subsystems

Center subsystems provide management, administrative, and support
functions for the transportation system.

**II.1.2.1.1 Traffic Management**

The Traffic Management subsystem communicates with the Roadway Subsystem
to monitor and manage traffic flow.

There are currently no active freeway management systems (FMS) on the
Interstate highway system in the region. However, there is a conceptual
plan for an FMS on I-10 in Leon County, which would include dynamic
message signs (DMS), cameras, and vehicle detection.

Traffic signal control is the major method for controlling traffic
within an urban or suburban area. Traffic signals operate as either
independent, isolated controllers or as part of coordinated systems. For
coordinated operations, there are two primary types of traffic signal
control systems in use. In a centralized control system, a central
computer monitors signal status and traffic demands at each
intersection, in real-time, and sends commands to each controller when
needed to change timing plans or other operational parameters. Because
of the real-time nature of the communications, centralized systems
require a dedicated link between the central control system and each
intersection.

An integrated freeway management system requires coordination with the
traffic signal control systems in the vicinity of interchanges. Often,
traffic diversion is required to reduce traffic density along a freeway
in the event of an incident. An integrated freeway and traffic signal
control system will enable selection of appropriate traffic signal
timing plans to facilitate movement off exit ramps and along surface
arterials during incident conditions.

The other primary type of signal control system is the closed loop
system, in which control functions are distributed between the local
controllers, field located master controllers, and a centrally located
PC-based computer. Each local controller contains its own set of system
timing parameters, and only requires a communications link with a master
controller for occasional data transfer and traffic responsive plan
selection commands. The operational intelligence of the system lies
entirely in the field, and the central computer is used only for
database maintenance and operator interface and monitoring. With such a
system, the demands for an extensive communications network are
minimized.

######### City of Tallahassee

The City of Tallahassee is currently engaged in a large-scale project to
upgrade the region's signal control system. The Tallahassee Advanced
Transportation Management System (TATMS) is a centralized system; it
will control and monitor approximately 240 signalized intersections in
Tallahassee and Leon County. Over 50 surveillance cameras have been
installed for traffic monitoring, incident management (detection and
verification), and signal timing evaluation. Other components include
emergency preemption systems, and (depending on funding availability)
fixed and portable DMSs and traveler advisory radio, as well as
emergency vehicle preemption. The system is operational, with completion
anticipated sometime in 2001.

**II.1.2.1.2 Emergency Management**

The Emergency Management subsystem supports public safety including
police and fire stations, search and rescue special detachments, and
HAZMAT response teams

Emergency Management Services play a role primarily in freeway incident
response. Integrated Freeway Management and Emergency Management
Services should be expected to reduce the response time critically
important during an incident condition.

As far as ITS applications are concerned, EMS can apply to medical
(ambulance) services, fire and public safety response services or
disaster response services. All local agencies providing these services
have some type of wireless communication system (radios). However, there
is a wide range of frequencies and system capabilities in use, making it
difficult to communicate between these entities.

Incident management is an important aspect of any transportation network
with freeways passing through urban areas. Incidents occurring along
freeway segments impact more than the freeway itself; traffic spills
over onto arterials as drivers divert to avoid the congestion caused by
the incident; on-ramps upstream of the incident become clogged, causing
backups on the arterial roads in the vicinity of the interchange; and
the additional congestion in all areas results in secondary collisions.

Incident management will be covered in a parallel project for District
Three regarding the District's Interstates (I-10). However, it is
important to recognize that a transportation system functions as a
whole, and requires that each piece work together at all levels (i.e.
institutional and operational) so that the system runs safely and
efficiently. The Regional Architecture developed in this project will be
structured as per the National Architecture to provide points of
integration with the Interstate Architecture being developed parallel to
this, and vice versa.

Incident management on the District Three Interstates and expressways is
executed by an overlapping system of jurisdictions. Troop H of the FHP
provides incident response along the Interstate system in the eastern
rural and suburban areas of District Three. The FHP monitors and
responds to the \*FHP cellular call-in program where mobile telephone
users can report incidents. The entire length of I-10 through Leon
County has a motorist aid call box system with call boxes located every
mile on each side of the Interstate. FDOT maintains the call box system,
which includes a digital microwave communications backbone, and FHP
monitors all incoming calls.

Inter-agency coordination does occur periodically along the Interstates,
expressways, and bridges. However, there does not appear to be any
regularly scheduled Incident Management coordination meetings or funded
Incident Management programs. Tallahassee has developed special timing
plans for the management of specific events (i.e., storms, concerts,
athletic games, traffic diversions, etc.) in their areas.

Within Leon County, 911 calls are handled either by the Leon County
Sheriff's Office (LCSO), which dispatches county law enforcement or
transfers to FHP or the Tallahassee Police Department (TPD); or by TPD,
which dispatches Police and Fire, or transfers to FHP. All EMS calls are
transferred to Tallahassee Memorial Healthcare (TMH) for dispatch. Law
enforcement calls pertaining to the universities or state government
complexes are transferred to the respective police department.
Automobile accidents in the unincorporated areas, without injuries, are
transferred to FHP. Cellular callers reporting incidents that are
outside the county are transferred to the Sheriff's Office of the
respective county, both in Florida and Georgia. Several concerns exist
regarding incident management, including: (1) The ability to receive
real-time information, interpret the data and respond quickly, and (2)
Developing an information network that would provide real-time
information to travelers.

All counties in the state (including Leon County), and most of the
larger municipalities, have established Emergency Operations Centers
(EOCs) to coordinate governmental services during weather and other
emergencies. Typically, the EOCs are located in secure facilities and
are staffed with law enforcement, fire, EMS, public works, traffic
engineering, and administrative staff, to allow for immediate
interaction between the various services. In some jurisdictions an

Emergency Operations Coordinator is a full-time position; in others,
those duties are included in one or more other job functions.

The District also provides an EOC for coordinating its services during
emergencies. Located in the District's Main office, EOC representatives
from the District's Contracts,

Surveying/Mapping, Operations, and Physical Plant gather during
emergency conditions.

**II.1.2.1.3 Transit Management**

The Transit Management subsystem manages transit vehicle fleets and
coordinates with other modes and transportation services. TalTran
maintains a small dispatch center with minimal or no ITS capabilities.

**II.1.2.1.4 Archived Data Management**

The Archived Data Management subsystem collects, archives, manages, and
distributes data generated from ITS sources. The TATMS will provide
extensive data collection capabilities; it is unknown whether the data
will be stored in an Architecture-compliant format.

**II.1.2.1.5 Toll Administration**

The Toll Administration subsystem provides general payment
administration capabilities and supports the electronic transfer of
authenticated funds from the customer to the transportation system
operator. There are currently no systems in the region.

**II.1.2.1.6 Information Service Provider**

The Information Service Provider subsystem collects, processes, stores,
and disseminates transportation information to system operators and the
traveling public. The Department of

Community Affairs maintains a website, called EOC Online, for emergency
management personal to access information during hurricane evacuations.
EOC Online is produced as an alternative communications device in order
to better serve Florida Counties. Any Florida County with Internet
access can access various databases. It also allows county EM officials
to track requests, update reports, and keep informed of new developments
and vital statistics during emergency activation. Other users can access
information pertaining to Evacuation Routes, Evacuation Zones, and
available Shelters. Users can input their street address and zip code to
locate their homes on the map, and can determine which Evacuation Zone
they live in and if an Evacuation Order has been given for their zone.
Additional information such as Surge Zones, Feeding Facilities, Comfort
Stations, etc. is also provided.

**II.1.2.1.7 Emissions Management**

The Emissions Management subsystem provides the capabilities for air
quality managers to monitor and manage air quality. The Florida
Department of Environmental Protection (FDEP) currently has a system of
ambient air monitoring sites throughout the state; three sites are in
the Tallahassee region of Leon County. Two of these sites are used to
track ozone levels, and two can track particulate matter levels.

**II.1.2.1.8 Fleet and Freight Management**

The Fleet and Freight Management subsystem provides the capability for
commercial drivers and dispatchers to receive real-time routing
information and access databases containing vehicle and cargo locations
as well as carrier, vehicle, cargo, and driver information. There are
currently no systems in the region.

**II.1.2.1.9 Commercial Vehicle Administration**

The Commercial Vehicle Administration subsystem performs administrative
functions supporting credentials, tax, and safety regulations. There are
currently no systems in the region.

**II.1.2.2 Roadside Subsystems**

Roadside Subsystems consist of intelligent infrastructure distributed
along the transportation network which perform surveillance, information
provision, and plan execution control functions and whose operation is
governed by center subsystems.

**II.1.2.2.1 Roadway**

The Roadway subsystem includes the equipment distributed on and along
the roadway which monitors and controls traffic.

An integrated transportation management system should include pre-trip
and en-route driver information regarding traffic congestion, incident
conditions, and construction activities. This information can be used to
divert motorists to alternate routes thereby reducing traffic congestion
and delay along the primary route. With this objective in mind, existing
traveler information systems in the region have been identified.

Traffic data within the Counties is facilitated through the use of
Traffic Monitoring Sites. The

District has seventeen Telemetered Traffic Monitoring Sites (TTMS)
located in Leon County providing daily data access to state highways
within the County. There are many more Portable

Traffic Monitoring Sites (PTMS) throughout the region. These can be used
to provide an overview of traffic conditions within the counties,
particularly during evacuation operations.

The TATMS controls all signals within the region. These locations
include loop detectors to monitor traffic, and over 50 CCTV cameras to
monitor traffic conditions at critical locations. In addition, it will
ultimately provide en route driver information through DMS and HAR
systems. Traveler Information Services (TIS) include any traffic
reporting companies, public traveler information programs, or transit
information programs. At the present time, with the exception of special
events, construction information and some incident management reports,
there are no real-time traffic or traveler information services provided
on a regular basis by any local public

or private agencies, other than safety advisory warnings provided by the
FDOT construction office to motorists using Highway Advisory Radio (HAR)
systems at construction sites.

A private company has recently renewed an existing public/private
contract with the FDOT. The

Traveler Information Radio Network (TiRN) will eventually provide
traffic information, construction and maintenance reports, and public
service announcements via local FM and AM radio stations throughout the
State.

**II.1.2.2.2 Parking Management**

The Parking Management subsystem provides electronic monitoring and
management of parking facilities. Future plans for the TATMS include a
parking lot advisory system, which will inform drivers of available
parking at various locations within the city.

**II.1.2.2.3 Toll Collection**

The Toll Collection subsystem provides the capability for vehicle
operators to pay tolls without stopping their vehicles. There are
currently no systems within the county.

**II.1.2.2.4 Commercial Vehicle Check**

The Commercial Vehicle Check subsystem supports automated vehicle
identification at mainline speeds for credential checking, roadside
safety inspections, and weigh-in-motion using two-way data exchange.
There are currently no systems within the county.

**II.1.2.3 Traveler Subsystems**

Traveler Subsystems consists of equipment used by travelers to access
ITS services pre-trip and en-route. This includes elements that are
owned and operated by the traveler as well as elements that are owned by
transportation and information providers.

**II.1.2.3.1 Remote Traveler Support**

The Remote Traveler Support subsystem provides access to traveler
information at transit stations, transit stops, other fixed sites along
travel routes, and at major trip generation locations such as special
event centers, hotels, office complexes, amusement parks, and theaters.
Future plans for the TATMS include interactive kiosks at various
locations to provide travelers with relevant traffic and transportation
information, such as transit schedules.

**II.1.2.3.2 Personal Information Access**

The Personal Information Access subsystem provides the capability for
travelers to receive formatted traffic advisories from their homes,
place of work, major trip generation sites, personal portable devices,
and over multiple types of electronic media. There are currently no
systems within the county.

**II.1.2.4 Vehicle**

Vehicle Subsystems cover ITS related elements on vehicle platforms.
Vehicle subsystems include general driver information and safety systems
applicable to all vehicle types.

**II.1.2.4.1 Vehicle**

The Vehicle subsystem provides the sensory, processing, storage, and
communications functions necessary to support efficient, safe, and
convenient travel by personal automobile. There are currently no systems
within the county.

**II.1.2.4.2 Transit Vehicle**

The Transit Vehicle subsystem provides the sensory, processing, storage,
and communications functions necessary to support safe and efficient
movement of passengers. TALTRAN buses are outfitted with electronic fare
boxes, and they have future plans to implement various "smart bus"
technologies such as automatic vehicle location (AVL) and automatic
passenger counters (APC).

**II.1.2.4.3 Emergency Vehicle**

The Emergency Vehicle subsystem provides the sensory, processing,
storage, and communications functions necessary to support safe and
efficient emergency response. Most signalized intersections and vehicles
within Tallahassee are outfitted with emergency signal preemption
systems.

**II.1.2.4.4 Commercial Vehicle**

The Commercial Vehicle subsystem provides the sensory, processing,
storage, and communications functions necessary to support safe and
efficient commercial vehicle operations. There are currently no systems
within the county.

Table 1 summarizes the existing ITS infrastructure within the region.

Table 1 -- Summary for Existing ITS Infrastructure

+-------------+-------------+----------------+------------+-----------+
| **Agency**  | **System    | *              | **ITS      | *         |
|             | Type**      | *Description** | Te         | *Status** |
|             |             |                | chnology** |           |
+-------------+-------------+----------------+------------+-----------+
| FDOT        | Motorist    | Telephones     | -          | Active    |
| District    | Aid Call    | linked to a    |  Microwave |           |
| Three       | Box         | central        |            |           |
|             |             | emergency      |            |           |
|             |             | communications |            |           |
|             |             | center         |            |           |
+-------------+-------------+----------------+------------+-----------+
| FHP         | \*FHP       | Cellular \*FHP | -   \*FHP  | Active    |
|             | Cellular    | system         |            |           |
|             | call        |                |   cellular |           |
|             | response    |                |     system |           |
|             |             |                |            |           |
|             | Routine     |                |            |           |
|             | monitoring  |                |            |           |
+-------------+-------------+----------------+------------+-----------+
| Tallahassee | C           | Centralized    | -          | Active    |
|             | omputerized | system with    |    Vehicle |           |
|             | traffic     | control and    |            |           |
|             | control     | monitor        |  detection |           |
|             | system      | capability of  |            |           |
|             |             | 240            | -   Signal |           |
|             |             | intersections  |            |           |
|             |             |                |    control |           |
|             |             |                |            |           |
|             |             |                | -   CCTV   |           |
|             |             |                |     for    |           |
|             |             |                |            |           |
|             |             |                |    traffic |           |
|             |             |                |            |           |
|             |             |                | Monitoring |           |
|             |             |                |     from   |           |
|             |             |                |     City   |           |
|             |             |                |            |           |
|             |             |                |    control |           |
|             |             |                |     center |           |
+-------------+-------------+----------------+------------+-----------+
| All Cities  | No          | NA             | Wireless   | CAD and   |
| and         | integrated  |                | radios,    | other EMS |
| Counties    | s           |                | in-vehicle | related   |
|             | ystems-Only |                | text       | systems   |
|             | wireless    |                | messaging  | are being |
|             | radio       |                | for        | explored  |
|             |             |                | com        |           |
|             |             |                | munication |           |
+-------------+-------------+----------------+------------+-----------+

**II.1.3 Communications Infrastructure / Systems**

An inventory of existing communications resources is necessary to plan
for the future integration of ITS technologies across the District Three
regional areas.

**Florida Department of Transportation**

A major telecommunications project, the Florida Fiber Network (FFN), is
expected to provide a significant communications infrastructure for
deployment of ITS technologies within the state.

The project will deploy a statewide fiber optic communications backbone
along the Interstate rights-of-way. Public-private partnership
opportunities with major telecommunications companies are being
considered for sharing of Interstate and expressway rights-of-way in
exchange for sharing of communications backbone. The appropriate leases
have been signed, and system design and funding is underway.

The Department also maintains a microwave repeater system along portions
of the Interstate System for its motorist aid call box systems.
Individual call boxes transmit messages to one of a series of receivers
located along the Interstate; these messages are then relayed along the
system to the appropriate dispatch center.

##### City of Tallahassee

The Tallahassee Advanced Transportation Management System (TATMS) field
communications have been upgraded to a city-wide fiber optic cable
network -- over seventy miles of fiber cable interconnecting a majority
of the signalized intersections in the area. This cable network
intersects I-10 at four locations.