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The source graphic, a Windows Metafile (WMF), for the TSDs can be downloaded here:
TSD Part 1,
TSD Part 2,
TSD Part 3,
TSD Part 4,
TSD Part 5,
The following discusses how the National ITS Architecture provides the transportation service described by this service package. Each numbered item describes the operation of that portion of the service package identified with the corresponding number on the transaction set diagram.
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A Traveler initiates a silent or audible security alarm (traveler inputs) at a transit public area (e.g. stops, park and ride lots, stations). This may occur by pushing a “panic button”, or some other mechanism. The Remote Traveler Support Subsystem (RTS) sends an alarm notification to the Emergency Management Subsystem (EM). Here the EM represents either the public safety part of the transit agency (e.g. transit police) or other non-transit public safety agencies. The Emergency System Operator is made aware of the security alarm (as part of emergency operations status), and inputs an acknowledgement of the alarm (emergency operations inputs). The EM provides an alarm acknowledge to the RTS, which provides an acknowledgement to the Traveler who initiated the request for help (traveler interface updates).
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Similarly, a security alarm on-board a transit vehicle is initiated by a Traveler (traveler inputs) or by the Transit Vehicle Operator (transit vehicle operator inputs). This could be a silent alarm or an audible alarm. The flow alarm notification is sent by the Transit Vehicle Subsystem (TRVS) to the EM. Here the EM represents either the public safety part of the transit agency (e.g. transit police) or other non-transit public safety agencies. The Emergency System Operator is made aware of the security alarm (emergency operations status), and inputs an acknowledgement of the alarm (emergency operations inputs). The EM provides an alarm acknowledge to the TRVS, which provides an acknowledgement to either the Traveler (traveler interface updates) or to the Transit Vehicle Operator (transit vehicle operator display). The EM may also provide the status of the response to the alarm to the TRMS as incident response status.
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An additional operational concept for security alarms on-board a transit vehicle is for the vehicle to interface with the Transit Management Subsystem (TRMS) rather than with the EM. This represents the case where a transit agency has automated the link from dispatch function to transit vehicle but does not have a separate link to transit police or other public safety agency. In this case the following operational concept applies. A security alarm on-board a transit vehicle is initiated by a Traveler (traveler inputs) or by the Transit Vehicle Operator (transit vehicle operator inputs). This could be a silent alarm or an audible alarm. The flows alarm notification and transit vehicle location data are sent by the TRVS to the TRMS, which represents the transit system dispatch function. Transit Operations Personnel are made aware of the security alarm (transit operations status), and inputs an acknowledgement of the alarm (transit operations personnel inputs). The TRMS provides an alarm acknowledge to the TRVS, which provides an acknowledgement to either the Traveler (traveler interface updates) or to the Transit Vehicle Operator (transit vehicle operator display). The TRMS may also inform a public safety entity (either the transit police if one exists, or local police) about the alarm via transit emergency data.
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In addition to a user initiated security alarm, the transit public areas (represented by the RTS) as well as transit facilities and infrastructure (represented by the Security Monitoring Subsystem, SMS) may also be under video or audio surveillance. The input to the surveillance equipment is represented in the architecture by the flow secure area characteristics coming from the Secure Area Environment. The video and/ or audio equipment is controlled and configured by the EM (secure area surveillance control), with inputs from the Emergency System Operator (emergency operations inputs). The video images and/or audio are sent from the RTS or the SMS to the EM via secure area surveillance data. The RTS or SMS systems may include processing prior to sending secure area surveillance data to the EM. Once at the EM, the surveillance information may undergo additional processing before it is passed to the Emergency System Operator as part of emergency operations status. One type of processing that the image data may undergo is biometric analysis, which uses video image analysis technologies to identify persons who may represent a threat to the transit system.
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Threat sensors (e.g., thermal, acoustic, radiological, chemical), object, motion and intrusion detection sensors are used to detect threats to transportation infrastructure. The flow secure area characteristics represents the environment that is sensed. The sensor equipment, located in transit public areas (represented by the RTS) as well as transit facilities and infrastructure (represented by the SMS), is controlled and configured by the EM (secure area sensor control), with inputs from the Emergency System Operator (emergency operations inputs). The sensor outputs (either raw or processed at the sensor location) are sent from the RTS or the SMS to the EM via secure area sensor data. The sensor information is passed to the Emergency System Operator as part of emergency operations status.
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Sensors are also used to monitor the condition of transit infrastructure (which is represented by the SMS). The flow secure area characteristics represents the environment that is sensed. The sensor equipment is controlled and configured by the EM (infrastructure monitoring sensor control), with inputs from the Emergency System Operator (emergency operations inputs). The sensor outputs (either raw or processed at the sensor location) are sent from the SMS to the EM via infrastructure monitoring sensor data. The sensor information is passed to the Emergency System Operator as part of emergency operations status.
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Video and/or audio surveillance can also be performed on-board a transit vehicle. The flow secure area characteristics represents the environment on-board the vehicle that is sensed. The video and/ or audio equipment is controlled and configured by the EM (secure area surveillance control), with inputs from the Emergency System Operator (emergency operations inputs). The video images and/or audio are sent from the TRVS to the EM via secure area surveillance data. The EM also receives transit vehicle location data from the TRVS so it can identify where the location of the TRVS is that is supplying the surveillance data. The surveillance information (and vehicle location information) is passed to the Emergency System Operator as part of emergency operations status. An alternative operational concept is for the Transit Vehicle Operator to have control of the on-board surveillance equipment (transit vehicle operator inputs) and for the video and/or audio to be presented to the transit vehicle operator (transit vehicle operator display).
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Threat sensors (e.g., thermal, acoustic, biological, explosives, radiological, chemical) and object sensors may also be placed on a transit vehicle. The flow secure area characteristics represents the environment on-board the vehicle that is sensed. The sensor equipment is controlled and configured by the EM (secure area sensor control), with inputs from the Emergency System Operator (emergency operations inputs). The sensor outputs (either raw or processed at the sensor location) are sent from the TRVS to the EM via secure area sensor data (which contains the transit vehicle location so it can identify where the transit vehicle (TRVS) is that is supplying the sensor data). The sensor information (and vehicle location) is passed to the Emergency System Operator as part of emergency operations status.
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Another security function involves performing Transit Vehicle Operator authentication prior to operating a transit vehicle. This authentication is begun by the Transit Vehicle Operator entering authentication information while logging onto the vehicle (transit vehicle operator inputs). There are two operational concepts supported by the market package. In the first the authentication occurs in the TRVS, with a report of the authentication results being passed from the TRVS to the TRMS (transit vehicle operator authentication information), and then to the Transit Operations Personnel (transit operations status). This implies an on-board authentication database, which can be queried or updated from the TRMS (as part of transit vehicle operator authentication update). This query is originated by the Transit Operations Personnel (transit operations personnel inputs). An alternate operational concept is for the authentication database to reside in the TRMS, in which case the operator authentication information is passed from the TRVS to the TRMS (transit vehicle operator authentication information), the authentication occurs in the TRMS, and the results of the authentication are passed to the TRVS (transit vehicle operator authentication update). Unsuccessful authentication could result in a disabling of the Basic Transit Vehicle (via basic transit vehicle controls).
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An additional security function is the capability to identify when a transit vehicle has deviated from its planned route and schedule. The TRMS tracks the location of the transit vehicle (transit vehicle location data), and can compare the actual location to the planned route and schedule. Any unexpected deviation can be reported to the Transit Operations Personnel (transit operations status), who can report the possible emergency to the Transit Police or other public safety agency (transit operations personnel inputs from Transit Operations Personnel to TRMS and then transit emergency data sent to the EM).
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Under certain emergency conditions (e.g. the hijacking of a transit vehicle) it is possible for the TRMS to remotely disable a transit vehicle. This action is initiated by the Transit Operations Personnel (as part of transit operations personnel inputs). The TRMS sends remote vehicle disable to the TRVS, which results in the disabling of the Basic Transit Vehicle (via basic transit vehicle controls). An indication of whether the Basic Transit Vehicle is disabled is obtained by the TRVS from transit vehicle measures and reported to the TRMS (as a part of transit vehicle conditions). The information is passed to the Transit Operations Personnel as part of transit operations status. Transit Operations Personnel have the capability to cancel the disable command (issued from the TRMS to the TRVS as part of remote vehicle disable).
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The results of surveillance monitoring (and analysis) and sensor monitoring (and analysis) are reported to Alerting and Advisory Systems (threat information). In some cases the EM will request support from the Alerting and Advisory Systems in analysis of surveillance or sensor outputs (threat data for analysis). This might include results of preliminary biometric analysis, sent for further analysis. The results of this analysis are returned as threat support data. Threat information may also be provided to Rail Operations, for threats that may impact the infrastructure shared with freight rail systems.
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In the case of a threat or incident, EM coordinates (threat information coordination and incident report) with Other Emergency Management. This also includes the exchange of sensor and surveillance information for coordinated analysis.
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The TRMS makes selected information relative to transit security available to the Media (transit incidents for media) and to the Information Service Provider for distribution to its customers (transit incident information).
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