SPECIAL SPECIFICATION 1123 GPS Emergency Vehicle Traffic Signal Priority Control System

Transcription

1 2004 Specifications CSJ SPECIAL SPECIFICATION 1123 GPS Emergency Vehicle Traffic Signal Priority Control System 1. Description. This Item governs the furnishing and installation of emergency vehicle traffic signal priority control system in field location(s) as shown on the plans and as detailed in the Special Specifications. This system shall operate in a manner that allows infrared, and Radio/GPS priority control technologies to interoperate and activate one another in a consistent manner. The priority control system shall consist of a matched system of vehicle equipment and intersection equipment capable of employing both data-encoded radio communications as well as data-encoded infrared signaling communications to identify the presence of designated priority vehicles. The system shall consist of the following components: Vehicle Components 1) Multimode Vehicle Module. The multimode vehicle kit shall include a data-encoded emitter that will generate the infrared signal, which serves as the trigger to the rest of the infrared priority control system. The infrared signal generated by the data encoded emitter will be a series of infrared pulses from an array of infrared LEDs with integral power supply. The flash signal will consist of a fixed frequency base signal and a coded overlay signal that can be used to transmit information. The emitter unit shall also contain Radio/GPS Antenna with factory terminated SMA connectors to be connected to the GPS system s vehicle radio/gps module. This antenna will include one element for receiving the GPS signal and one element for transmitting and receiving the radio signal. 2) Radio/GPS module. The radio/gps module shall obtain the vehicle position, speed and heading information and transmit this information only when within range of a radio/gps preemption equipped intersection. 3) Vehicle control unit. The vehicle control unit shall communicate with the radio/gps module and provide the interface to the vehicle in order to monitor the vehicle s turn signal status, provide activation and disable inputs as well as regulate the vehicle power provided to the radio/gps module. 4) Radio/GPS Cable. The radio/gps cable shall carry the data received from the radio/gps unit to the vehicle control unit. It shall also carry the power for the radio and GPS components provided by the vehicle control unit. The cable shall be a shielded 10 conductor data cable; the use of coax cable is not permitted. 5) Remote Coding Unit. The remote coding unit shall be capable of remotely programming the data-encoded LED infrared portion of the multimode vehicle without the use of a computer. Intersection Components 6) Multimode Phase Selector. The multimode phase selector shall recognize inputs from both infrared and Radio/GPS activation methods at the intersection and supply coordinated inputs to the controller

2 The multimode phase selector shall process the data in order to validate that all parameters required for granting a priority request are met. It shall be located within the controller cabinet at the intersection. It shall request the controller to provide priority to a valid priority vehicle by connecting its outputs to the traffic controller s preemption inputs. 7) Intersection Radio/GPS Module. The intersection radio/gps module shall transmit a beacon every second and receive the data transmitted by the vehicle equipment and relay this information to the phase selector as well as other system-equipped intersections. It shall also obtain position information from the GPS satellites. 8) Radio/GPS Cable. The radio/gps cable shall carry the data received from the intersection radio/gps unit to the phase selector. It shall also carry the power for the radio and GPS components provided by the phase selector. The same cable shall be used to carry the data between the vehicle radio/gps unit and the vehicle control unit. The cable used to connect the radio/gps unit to the phase selector shall be a shielded 10 conductor data cable; the use of coax cable is not permitted. 9) Card Rack. The card rack shall provide simplified installation of a phase selector into controller cabinets that do not already have a suitable card rack. 10) Auxiliary Interface Panel. The auxiliary panel shall provide additional preemption outputs if needed. It shall also provide a connection point for the phase selector to monitor the status of the intersection s green lights (green sense). Additional RS-232 communication ports may also be accessed via this panel. The auxiliary interface panel will also contain outputs to drive confirmation lights and time sync output. 11) Infrared Detector. The detector shall change the infrared signal to an electrical signal. It shall be located at or near the intersection. It shall send the electrical signal via the detector cable to the phase selector. 12) Detector Cable. The detector cable shall carry the electrical signal from the detector to the phase selector. 2. Materials. Provide new, corrosion resistance materials for all items furnished, assembled, fabricated or installed under this Item, in strict accordance with the details shown on the plans and in the specifications. 3. Equipment. Vehicle Equipment Multimode Vehicle Module The multimode vehicle unit shall include a data-encoded emitter that will generate the infrared signal, which serves as the trigger to the rest of the infrared priority control system. The infrared signal generated by the data encoded emitter will be a series of infrared pulses from an array of infrared LEDs with integral power supply. The flash signal will consist of a fixed frequency base signal and a coded overlay signal that can be used to transmit information. The multimode vehicle unit shall also contain Radio/GPS Antenna with factory terminated SMA connectors to be connected to the GPS system s vehicle radio/gps module. This antenna will include one element for receiving the GPS signal and one element for transmitting and receiving the radio signal. The data-encoded LED emitter will be powered by the DC voltage supplied from the battery of the vehicle, 10 to 32 volts DC. The unit will be equipped with a weatherproof in-line fuse holder and a weatherproof quick-disconnect plug

3 The unit, including all electronics and mounting hardware, will be miniaturized to a size no greater than 5.9 inches (15 cm) wide by 3.8 inches (9.7 cm) high by 5.0 inches (12.8 cm) deep to accommodate standalone installation. The data-encoded emitter will be supplied complete with a 25 foot (7.6 m) installation cable. The radio/gps antenna cables will consist of a pair of 25 foot (7.6m) coax cables with factory terminated SMA connectors. One of these connectors will have a pin and the other will have a socket. The flash sequence generated by the data-encoded emitter will carry three types of information: 1) The first type will be one of three distinctly different base frequencies of either approximately 10Hz for a Low priority emitter, or approximately 14Hz for a High priority emitter or approximately 12Hz for Probe frequency. 2) The second type of information generated by the data-encoded emitter will be a Vehicle classification and identification code that is interleaved into the base frequency flashes. Setting the vehicle classification and identification code will be accomplished through emitter programming software. Each data-encoded emitter will be capable of setting 10 different classifications with 1,000 different identification numbers per class for a total of 10,000 codes per base frequency. 3) The third type of information generated by the data-encoded emitter will be reserved for setting the intersection detection range. A specially equipped emitter control module with a range setting command switch will enable the traffic engineer to activate the range code from his/her vehicle. The system will accommodate setting a separate range from 200 feet (61 m) to 2,500 feet (762 m) with 1200 range set points, for both High and Low priority signals. The emitter will include a multi-purpose communication port compliant with the SAE J1708 communication standard. This port enables unit configuration to be set into the emitter and read from the emitter. It also allows real-time communication between the vehicle and the emitter. While operating, the data-encoded emitter will conduct self-diagnostics designed to monitor data transmission integrity by checking for missing pulses. Any failures of the self-diagnostic tests will be displayed by flashing of the ON/OFF switch indicator light. An ON/OFF switch (available for each data-encoded emitter) will be equipped with an indicator light providing internal diagnostics to assist in troubleshooting. The indicator light will operate as follows: 1) Steady on when the emitter is operating 2) Flash at a 0.5 Hz rate when the emitter is intentionally disabled 3) Flash at a 2 Hz rate when the emitter is inoperative The LED emitter will contain visible light LEDs which may be user configured as follows Flash at emitter flash rate during normal operation. Flash at diagnostic rate when unit has failed or is in disable mode. The visible LEDs will flash at the same rate as the infrared LEDs during normal operation. When the emitter is in Disable Mode; the LEDs will flash once every two seconds. When the emitter has failed, the LEDs will flash two times per second. Off during normal operation, Flash at diagnostic rate when unit has failed or is in disable mode. The visible LEDs will be off during normal operation. When the emitter is in Disable Mode; the LEDs will flash once every two seconds. When the emitter has failed the LEDs will flash two times per second

4 Flash once per second for 10 seconds at power up. The visible LEDs will flash once per secondfor ten seconds after initial power up. After that, the visible LEDs will shut off. Always Off: The visible LEDs will remain off at all times. The data-encoded emitter will be equipped with a disable input that, when activated, the emitter will stop flashing, thereby eliminating the possibility of inadvertent signal transmission after the priority vehicle has arrived at its destination. The disable input will be programmable to operate in either a latching or non-latching mode. Operation of the disable input will be programmable using software. The data encoded infrared LED based emitters shall use infrared LEDs with an angle of half intensity of +/- 10 degrees to provide precise directionality control. The data-encoded emitter will operate over a temperature range of 30 F (-34 C) to +165 F (+74 C). The data-encoded emitter will operate over a relative humidity range of 5% to 95%. Windows based software will be available at no charge for programming the emitter through its SAE J1708 compatible multi-purpose port. The communication protocol will be made available upon request for creating software to implement real-time communication. The emitter will provide operating modes that allow it to be powered on with the strobe/leds active or inactive. A GPS receiver and antenna will obtain the vehicle position, speed and heading from the GPS satellite system operated by the DoD. The time information from the GPS satellites will also be used to synchronize the frequency hopping of the 2.4 GHz radio. Operating in the reserved ISM communications band, and requiring no license, a 2.4 GHz spread spectrum/frequency hopping radio will provide the communications from the vehicle to the intersection when within range of a radio/gps equipped intersection. The radio shall have a transmit power of not more than 1 watt. The radio shall have an unobstructed range of at least 2,500 feet (762 m). The radio will meet FCC Part 15 rules. Radio link association and coordination among intersections and vehicles shall be automatic. The Vehicle Control Unit will provide the interface between the vehicle and the priority control system. The vehicle control unit will also interface with the radio/gps module. The vehicle control unit will monitor the status of the vehicle turn signal via an interface cable that will connect between the vehicle control unit and the left and right turn signal lines in the vehicle. The vehicle control unit will also monitor the disable input line as well as the remote activation input. Power to the vehicle equipment will be provided through the vehicle control unit. The Vehicle Control Unit will have dimensions of no greater than 5.5 inches (14.0cm) wide by 1.75 inches (4.4 cm) high by 5.75 inches (14.6 cm) deep. The radio/gps module will have dimensions of no greater than 4.5 inches (11.4 cm) wide by 2.75 inches (7.0 cm) high by 8.0 inches (20.3cm) long. This module may also be used in the intersection. The radio/gps module will be housed in extruded aluminum housing. The vehicle equipment will be supplied complete with a 20 foot (6.1 m) minimum installation cable as well as a 15 foot (4.5 m) minimum vehicle interface cable. The vehicle will transmit the following information when within range of an equipped intersection: 1) The priority level of the vehicle equipment. This will be either high priority or low priority. The priority level will be factory set. The High priority model will have the option to be wired to operate as low priority either permanently or temporarily

5 2) The agency ID, vehicle classification ID and vehicle ID of the vehicle. Setting these ID numbers will be accomplished through programming software. Each vehicle control unit will be capable of setting 254 different agency IDs and 15 different vehicle type classifications with 9,999 different identification numbers per class for a total of 38,096,190 codes per priority level. 3) The location, speed and heading of the vehicle. 4) The status of the vehicle s turn signal. 5) The radio channel as assigned by the intersection and the serial number of the vehicle control unit. The vehicle control unit includes multi-purpose communication ports compliant with the RS-232 communication standard. These ports enable unit configuration to be set into the vehicle control unit and read from vehicle control unit. It also allows real-time communication between the vehicle control unit and the interface computer as well as interfacing with other devices. One of the ports may be configured to output GPS data at a user selectable baud rate in the NMEA format while the vehicle control unit is turned on. It will output the following messages (depending on the baud rate): GGA GSA GSV RMC Global Positioning System Fix Data (2400 baud and higher) GPS DOP and active satellites (2400 baud and higher) Satellites in view (4800 baud and higher) Recommended Minimum Navigation Information (1200 baud and higher) The vehicle shall be capable of being wired so that the GPS data is available either while the equipment is requesting priority or when not requesting priority. The vehicle control unit will be equipped with an ON/OFF switch to activate the system and request priority. The switch will be depressed to activate the system. In addition, a remote activation line is provided to interface with other vehicle equipment. This line must have a +12 VDC applied to request priority. The equipment may also be configured to be activated with the light bar/remote activation line or the ON/OFF switch rather than both. The vehicle control unit will also have a series of indicator lights that will operate as follows: 1) A power indicator as well as an indicator light in the switch will indicate that the equipment is powered on. 2) A GPS indicator will indicate the status of GPS reception. An amber indication means that GPS has not been acquired and that the radio is not on the air. A green indication means that GPS has been acquired. 3) An indicator will indicate the status of the communication between the vehicle control unit and the radio/gps unit. An amber indication means that there is no communication and a green indication means that there is communication between the vehicle control unit and the radio/gps unit. 4) A disable indicator will indicate if the vehicle equipment is in a disable mode. The disable indicator and the indicator in the power switch will flash green at a rate of 2 Hz. When in Probe mode the indicator shall be illuminated solid amber. 5) The indicators shall be capable of being programmed to provide feedback for the following:

6 a. Phase selector has received preemption request. b. Another vehicle approaching the intersection has received the preemption request. c. Phase selector has received preemption request and another equipped vehicle is approaching the intersection from another direction. The vehicle control unit will be equipped with a disable input that, when activated, will cause the radio to transmit that the vehicle is in disable mode, thereby eliminating the possibility of the priority request continuing after the priority vehicle has arrived at its destination. The disable input will be programmable to operate in either a latching or non-latching mode. The disable input will be programmed so that the input may be activated by applying ground or by applying +12 VDC. Operation of the disable input will be programmable using software. Additional inputs shall be included to temporarily switch the vehicle control unit to low priority and to probe mode. The vehicle equipment will operate over a temperature range of 30º F (-34º C) to 165º F (+74º C). The vehicle equipment will operate over a relative humidity range of 5% to 95%. Windows based software will be available for programming the vehicle control unit through its RS-232 compatible multi-purpose port. The communication protocol will be made available upon request for creating software to implement real-time communication via SAE J-1708 to other onboard devices such as Automatic Vehicle Location (AVL) equipment. This interface may be used to initiate preemption and transit signal priority requests. In addition the AVL equipment will be able to perform the following actions on the vehicle equipment: 1) Temporarily change priority level. 2) Change Agency, Class and Vehicle ID. 3) Activate and deactivate disable mode 4) Set turn signal status 5) Set transit route ID The Vehicle unit will be able to provide the following to the AVL equipment: 1) NMEA GPS RMC message data 2) Door status 3) Date and time 4) Make and Model 5) Discrete input status The remote coding unit shall be capable of remotely programming and reading the following parameters from the data-encoded LED emitter without the use of a computer: 1) Vehicle Class and Vehicle ID 2) Disable operation mode 3) Visible LED behavior 4) The unit shall be able to reset the emitter to factory defaults

7 5) The remote coding unit including all electronics shall be 6.3 inches (16 cm) long, 3.7 inches (9.4 cm) wide and 1 inch (2.5 cm) thick. The unit shall have an LCD display and a keypad. 6) The remote coding unit shall operate on four AAA batteries. Intersection Equipment Multimode Phase Selector The multimode phase selector recognizes inputs from both infrared and Radio/GPS activation methods at the intersection and supplies coordinated inputs to the controller. The multimode phase selector is designed to be installed in the traffic controller cabinet and is intended for use directly with numerous controllers. These include California/New York Type 170 controllers with compatible software, NEMA controllers, or other controllers along with the system card rack and suitable interface equipment and controller software. The multimode phase selector will be a plug-in, four channel, multiple-priority, multi-modal device intended to be installed directly into a card rack located within the controller cabinet. The multimode phase selector shall be capable of using existing infrared or Radio/GPS system card racks. The multimode phase selector may be powered from either +24 VDC or 120 VAC. The multimode phase selector shall support front-panel RS-232, USB and Ethernet interfaces to allow management by on-site interface software and central software. An RS-232 port shall be provided on the rear card edge of the unit. Additional RS-232 communication ports shall be available using the auxiliary interface panel. The multimode phase selector shall include the ability to directly sense the green traffic controller signal indications through the use of dedicated sensing circuits and wires connected directly to field wire termination points in the traffic controller cabinet. This connection shall be made using the auxiliary interface panel. The multimode phase selector shall have the capability of storing a minimum of 10,000 priority control calls. When the log is full, the phase selector shall drop the oldest entry to accommodate the new entry. The phase selector shall store each call record in non-volatile memory and shall retain the record if power terminates. Each preemption record entry shall include the following points of information about the priority call: 1) Agency: Indicates the operating agency of the vehicle. 2) Classification: Indicates the class type of vehicle. 3) Identification number: Indicates the unique ID number of the vehicle. 4) Priority level: Indicates the vehicle s priority level (high, low or probe). 5) Direction: Channel A, B, C, or D; indicates the vehicle s direction of travel. 6) Call duration: Indicates the total time in seconds the priority status is active. 7) Final greens at end of call: Indicates which phases are green at the end of the call. 8) Duration of the final greens: Indicates the total time final greens were active at the end of call. 9) Time and date call started and ended: Indicates the time a priority call started and ended, provided in seconds, minutes, hours, day, month, and year. 10) Turn signal status: Indicates the status of the turn signal during the call

8 11) Priority output active: Indicates if the phase selector requested priority from the controller for the call. 12) No preempt cause: Indicates the condition that prevented the call or caused the call to terminate. 13) Speed of vehicle: entry speed, exit speed, average speed through call. 14) Relative priority: relative priority of vehicle class logged at time of call. 15) Directional priority: directional priority logged at time of call. 16) Preempt output used. 17) Signal intensity: maximum and minimum infrared signal intensity during call. The multimode phase selector shall support a minimum of 5000 code pairs (agency ID, vehicle ID)for each of the priority levels, high and low, providing unique vehicle identification and system security implementation at the vehicle level. The multimode phase selector shall include several programmable control timers that will limit or modify the duration of a priority control condition, by channel. The control timers will be as follows: 1) MAX CALL TIME: Sets the maximum time that a channel is allowed to be held active by a specific vehicle. It shall be settable from 60 to 65,535 seconds in one-second increments. The factory default shall be 360 seconds. 2) OFF APPROACH CALL HOLD TIME: Sets the amount of time a call is held on a channel after the vehicle has left the approach. It shall be settable from 4 to 255 seconds in one-second increments. The factory default shall be 6 seconds. 3) LOST SIGNAL CALL HOLD TIME: Sets the amount of time that a call is held on a channel after the intersection has lost contact with the vehicle. It shall be settable from one to 255 seconds in one-second increments. The factory default shall be six seconds. 4) CALL DELAY TIME: Sets the amount of time a call must be recognized before the phase selector activates the corresponding output. It shall be settable from zero to 255 seconds in onesecond increments. Its factory default shall be zero seconds. 5) The multimode phase selector shall have the ability to enable or disable all calls of all priority levels. This shall be independently settable by channel. 6) A unique intersection name, which shall be broadcast, shall be settable for each multimode phase selector. 7) Up to 25 different radio channels shall be available to be assigned to the multimode phase selector. The multimode phase selector shall operate in a mode that shall vary the output based on the status of the approaching vehicle s turn signal. Additional outputs available on an Auxiliary Interface Panel may be needed. Settings shall be available for this mode as follows: 1) Output mappings for each channel. 2) Separate setting for high and low priority levels. 3) Separate settings for each left turn, right turn or straight signal status for each of the four channels and priority levels

9 The multimode phase selector s default values shall be programmable by the operator on-site or at a remote location. The multimode phase selector shall be capable of three levels of signal discrimination, as follows: 1) Verification of the presence of the signal of either High priority or Low priority. 2) Verification that the vehicle is approaching the intersection within a prescribed Estimated Time of Arrival (ETA). 3) Determination of when the vehicle is within the prescribed range, either by intensity level or distance from the intersection. The multimode phase selector shall include one opto-isolated NPN output per channel that provides the following electrical signal to the appropriate pin on the card edge connector: 1) 6.25Hz ± 0.1Hz 50% on/duty square wave in response to a Low priority call. 2) A steady ON in response to a High priority call. 3) The phase selector will also have the option of providing separate outputs for High and Low priority calls for controllers that do not recognize a 6.25 Hz pulsed Low priority request. 4) Additional outputs or output modes shall also be available on the auxiliary interface panel. The multimode phase selector shall accommodate three methods for setting range thresholds for High and Low priority signals: 1) Based on the approaching vehicle s Estimated Time of Arrival (ETA). This shall be settable between 0 and 255 seconds in one second increments. The factory default shall be 30 seconds. The ETA threshold shall be independently settable by each of the following parameters: vehicle class, approach channel and priority level. 2) Based on the approaching vehicle s distance from the intersection. This shall be settable between 0 and 5,000 feet in one foot increments. The factory default shall be 1000 feet. The distance threshold shall be independently settable by each of the following parameters: vehicle class, channel and priority level. 3) Based on infrared emitter intensity the system shall accommodate setting a separate range from 200 feet (61m) to 2,500 feet (762m) with 1,200 range set points for both High and Low priority signals. The multimode phase selector will have the following indicators: 1) A STATUS indicator that illuminates steadily to indicate proper operation. 2) A link indicator on the multimode phase selector illuminates green if other radios are within range. 3) A radio indicator that indicates the status of the communication between the vehicle control unit and the radio/gps unit. The indicator illuminates amber to indicate that there is communication between the vehicle control unit and the radio/gps unit. The indicator illuminates green to indicate that a GPS signal has been acquired and the 2.4 GHz radio is on the air. 4) LED indicators (one for High priority, one for Low priority) for each channel display active calls as steady ON and pulse to indicate pending preemption requests

10 The phase selector shall have a test switch for each channel to test proper operation of high or low priority. The multimode phase selector shall utilize the time obtained from the GPS satellites to time stamp the activity logs. The user will set the local time zone (offset from GPS time) via the interface software. The interface software shall have the capability to set the multimode phase selector to automatically adjust the GPS time offset for changes in daylight savings time. An auxiliary interface panel shall be available to facilitate interconnections between the multimode phase selector and traffic cabinet wiring as well as provide additional outputs. A multimode phase selector port may be configured to output GPS data at a user selectable baud rate in the NMEA 0183format. It will output the following messages (depending on the baud rate): GGA - Global Positioning System Fix Data (2400 baud and higher) GSA- GPS DOP and active satellites (2400 baud and higher) GSV - Satellites in view (4800 baud and higher) RMC - Recommended Minimum Navigation Information (1200 baud and higher) For traffic controllers that are capable of interpreting GPS data in the NMEA 0183 serial format, this GPS data may be used to synchronize the controller s clock using the GPS date and time. Additionally, a discrete output from the phase selector may be used to reset the traffic controller using the clock reset function/input of the controller. This output shall be available on the Auxiliary Interface Panel. This output shall be referenced to the GPS date and time. This output may be configured as follows: 1) Enabled or Disabled 2) Time of day reset is activated (12:00 A. M. to 6:00 A.M. in 30 minute increments) 3) Duration of reset pulse (100-2,000 milliseconds) 4) Repeat every 1 to 30 days The following diagnostic tests are incorporated in the multimode phase selector 1) Power up built in test 2) Communications port tests 3) Preemption output test call 4) Detector response test The multimode phase selector shall be capable of call bridging. Call bridging enables the treatment of two vehicles requesting priority activation to have their calls linked together to hold a call to the controller so that they may traverse the approach together. When used with a GPS radio unit, the multimode phase selector shall relay a priority request to the next adjacent intersection based on the direction indicated by the vehicle s turn signals. The multimode phase selector shall support evacuation mode for low priority calls. Upon activation of this mode from the central management software, low priority vehicle calls shall be recognized by the multimode phase selector as if they were high priority vehicle calls for a temporary period of time as defined by the user

11 This mode shall be supported for both infrared and radio/gps units. Vehicles transmitting high priority signals shall continue to maintain priority over the evacuation mode priority vehicles. The multimode phase selector shall allow relative priority. Relative priority allows emitter classes to be used as an additional level of prioritization within priority levels (i.e. high and low priority levels have different sets of relative priorities). Relative priority shall support up to 16 unique classes in each priority level (High and Low). Relative priority class level 16 will have the highest weight and 1 the lowest weight in each. If relative priority is enabled, a priority call will be granted to the caller with the higher class level within high and low priority levels. A vehicle with a call granted, shall be able to have its call taken away by a higher level class vehicle. The system shall provide a lockout threshold that once met, shall disallow higher relative priority calls from taking away a call. Separate thresholds for infrared and Radio/GPS calls shall be provided. Infrared call thresholds shall be specified as an intensity with a default value of 1,000. Radio/GPS call thresholds shall be specified as an ETA in seconds. The default ETA shall be 12 seconds. Threshold values for both types of calls shall be settable via system software. High priority calls will always be served over low priority calls regardless of either s relative class. Preemption for vehicles with the same base priority (high, low) and the same relative priority is done using the default first come, first served mechanism. Relative priority is capable of being enabled or disabled using system software. Relative priority for high and low can be separately enabled or disabled using system software. The default settings for all relative priority (high and low) values will be 15. Relative priority shall be disabled by default for both high and low priority. Intersection Radio/GPS Module A GPS receiver and antenna will obtain the intersection position from the GPS satellite system operated by the DoD. The time information from the GPS satellites will be used to synchronize the frequency hopping of the 2.4 GHz radio and to time stamp the activity log. The GPS receiver and the GPS antenna will reside inside of the radio/gps module. A 2.4 GHz spread spectrum/frequency hopping radio will provide the communications from the intersection to the vehicle as well as from intersection to intersection. The radio shall have a maximum transmit power of not more than 1 watt. The radio shall have an unobstructed range of at least 2,500 feet (762 m). The radio will meet FCC Part 15 rules. The radio and the radio antenna will reside inside of the radio/gps module. The radio/gps module will be housed in a white, impact resistant polycarbonate housing that will include a water resistant wire entry point. It will contain a water resistant access cover to facilitate cable termination. The radio/gps module will be designed for mounting at or near an intersection on mast arms and span wire poles. Additional hardware may be needed. The radio/gps module will communicate to the phase selector via a radio/gps cable up to 250 feet (76 m) in length. As an alternate the following radio/gps unit and radio GPS antenna, may be used in the intersection. The radio/gps module will have dimensions of no greater than 4.5 inches (11.4 cm) wide by 2.75 inches (7.0 cm) high by 8.0 inches (20.3 cm) long. This module may also be used in the intersection

12 The radio/gps antenna will be a hemispherical dome with a height of 1.43 (3.6 cm) a diameter of 2.85 (7.2 cm) with a pair of 15 (4.6 m) coax cables with factory terminated SMA connectors. One of these connectors will have a pin and the other will have a socket. This antenna will include one element for receiving the GPS signal and one element for transmitting and receiving the radio signal. This antenna (along with the radio/gps module described in paragraph 5 above) may also be used in the intersection. Radio/GPS Cable The radio/gps cable will deliver sufficient power from the phase selector to the radio/gps module and will deliver the necessary quality signal from the radio/gps module to the phase selector over a non-spliced distance of 250 feet (76 m). Use of coaxial cable is not permitted for this cable. The radio/gps cable will deliver sufficient power from the vehicle control unit to the radio/gps module and will deliver the necessary quality signal from the radio/gps module to the vehicle control unit over a non-spliced distance of 50 feet (15 m). The cable will be of durable construction to satisfy the following installations: 1) Direct burial. 2) Conduit and mast arm. 3) Exposed overhead (supported by messenger wire). The outside diameter of the cable will not exceed 0.4 inches (10.16 mm). The insulation rating of the cable will be 300 volts minimum. The temperature rating of the detector cable will be -40 F (-40 C) to +194ºF (+90ºC). The conductors will be AWG #20 (7x28) stranded and individually tinned. The cable will be shielded and have a drain wire to provide signal integrity and transient protection. The radio/gps cable wires shall be color coded as follows: 1) Yellow/Yellow-Black dot for Radio transmit. 2) Blue/Blue-White dot for Radio receive. 3) Orange/Orange-Green dot for Radio clock. 4) Brown/Brown-White dot for GPS power and common. 5) Violet/Violet-White dot for Radio power and common. 6) Bare for shield drain. When the aluminum enclosure version of the radio/gps module is used, a radio/gps cable assembly using the above cable with a 15-pin connector that will mate with the connector on the radio/gps module will be used. Card Rack The required card rack will provide simplified installation of a phase selector into controller cabinets that do not already have a suitable card rack. The card rack will be factory wired with one connector, located behind the card slot, and one connector on the front of the card rack. The card rack connector on the front will provide for connections to the traffic controller

13 One version of the card rack will contain a 24 VDC power supply to power the phase selector. The power supply will be capable of being powered by VAC Hz. Another version of the card rack will pass 120 VAC through to the rear card rack connector. This version will provide labeled terminal blocks for connecting the primary infrared detectors to a phase selector. Additionally there shall be an optional card rack with a built-in electromechanical relay for use in switching high current loads such as flashers and gate operators. The relay shall be capable of switching the following loads. 1) Resistive a) 10 A, 240 VAC b) 10 A, 30 VDC 2) General Use Infrared Detector a) 7.5 A, 120 VAC b) 7.5 A, 240 VAC c) 7 A, 30 VDC d) 1/6 hp, 120 VAC e) 1/3 hp, 240 VAC The required detector will be a lightweight, weatherproof device capable of sensing and transforming pulsed infrared energy into electrical signals for use by the phase selection equipment. The infrared detector will be designed for mounting at or near an intersection on mast arms, pedestals, pipes or span wires. Each infrared detector will be supplied with mounting hardware to accommodate installation on mast arms. Additional hardware will be available for span wire installations. Additional hardware may be needed. The infrared detector design will include adjustable tubes that lock into position, to enable their reorientation for span wire mounting without disassembly of the unit. The detector will accept infrared signals from one or two directions and will provide single or dual electrical output signal(s). The infrared detector will be available in three configurations: 1) Uni-directional with one output channel. 2) Bi-directional with one output channel. 3) Bi-directional with two output channels. The detector will allow aiming of the two infrared sensing inputs for skewed approaches, wide roads or slight curves. The infrared detector will have a built-in, labeled terminal block to simplify wiring connections. The infrared detector will receive power from the phase selector and will have internal voltage regulation to operate at 24 volts DC. The infrared detector will respond to a clear lens data-encoded emitter with 0.84 (±10%) Joules of energy output per flash at a distance of 2,500 feet (762 m) under clear atmospheric conditions

14 If the emitter is configured with a visible light filter, the detector will respond at a distance of 1800 feet (549 m) under clear atmospheric conditions. The noted distances will be comparable day and night. The infrared detector will deliver the necessary electrical signal to the phase selector via a detector cable up to 1,000 feet (305 m) in length. Detector Cable The detector cable will deliver sufficient power from the phase selector to the infrared detector and will deliver the necessary quality signal from the detector to the phase selector over a non-spliced distance of 1,000 feet (305 m). The cable will be of durable construction to satisfy the following installation methods: 1) Direct burial. 2) Conduit and mast arm pull. 3) Exposed overhead (supported by messenger wire). The outside diameter of the detector cable will not exceed 0.31 inches (7.9 mm). The insulation rating of the detector cable will be 600 volts minimum. The temperature rating of the detector cable will be -40 F (-40 C) to +176 F (+80 C). The conductors will be shielded with aluminized polyester and have an AWG #20 (7 x 28) stranded and individually tinned drain wire to provide signal integrity and transient protection. The shield wrapping will have a 20% overlap to ensure shield integrity following conduit and mast arm pulls. The detector cable will be comprised of three signal wires and a drain wire. Each wire will be 20 AWG (7 x 28). The capacitance will not exceed 48 pf per foot a 1 Khz. The detector cable wires will be stranded, individually tinned copper, color-coded insulation as follows: 1) Orange for delivery of detector power (+). 2) Drain wire for detector power return (-). 3) Yellow for detector signal #1. 4) Blue for detector signal #2 or ground, depending on model of detector being used. On-site Interface Software Interface software shall be provided to manage the multimode phase selector while on-site at the intersection. The on-site software shall be provided on CD-ROM or via download from the vendor s website. The on-site software shall be supported on Windows XP and Windows 7 operating systems. The vendor shall provide minimum hardware configuration information for computer(s) running the on-site software. The on-site software shall provide context-sensitive online help. The on-site software shall allow the user to view and update all programmable configuration parameters of the multimode phase selector. The on-site software shall allow the user to provide intersection name and approach names for each of the four channels and store these as part of the multimode phase selector configuration

15 The on-site software shall allow the user to view and update valid and blocked vehicle codes for the multimode phase selector. The on-site software shall allow the user to create preemption zones directly on a GIS map. Provided the map data is complete, it shall not be necessary to drive a vehicle to create the preemption zones. In areas where map data is incomplete or incorrect, it shall be possible to record points to be used as a reference to create the preemption zones. The on-site software shall allow the user to save the configuration from the multimode phase selector to a file. The on-site software shall allow the user to restore the configuration for a multimode phase selector from a saved configuration file. The on-site software shall allow the user to print the multimode phase selector configuration. The on-site software shall allow the user to view the activity log from the multimode phase selector. The on-site software shall allow the user to save the activity log to a file. The on-site software shall allow the user to print the activity log. The on-site software shall allow the user to update firmware for all upgradable modules of the multimode phase selector. The on-site software shall display current status of all vehicles within range of the multimode phase selector, both in table format and displayed on a GIS map (GPS Vehicles only). The following details shall be tracked (Fields will vary by vehicle type): 1) The approach channel 2) Vehicle code 3) Priority level 4) Preempt / priority status 5) No preempt cause 6) Turn signal status 7) Signal strength 8) Unit ID 9) Radio channel 10) ETA, distance, heading and velocity of vehicles in approach corridor 11) Source of the call: vehicle or intersection 12) Green phase monitoring with information on the current greens 13) Active preemption / priority output 14) Noise levels 15) Intensity 16) Primary or Auxiliary detector The on-site software shall display current status of all other intersections within radio range of the multimode phase selector. The following details shall be tracked: 1) Name

16 2) Radio channel 3) Signal strength 4) Number of vehicle tracked 5) Number of satellites heard 6) Fix type 7) Horizontal and position dilution 8) Unit ID The on-site software shall display current status of visible GPS satellites. The following details shall be tracked: 1) Intersection latitude and longitude 2) Fix type 4. Construction. 3) Horizontal and position dilution 4) Satellite number, elevation, and azimuth 1) General. a) Utilize the latest available techniques with a minimum number of parts, subassemblies, circuits, cards, and modules to maximize standardization and commonality for equipment construction. b) Design the equipment for ease of maintenance, with all component parts readily accessible for inspection and maintenance. Provide test points for checking essential voltages and waveforms. 2) Mechanical Components. a) Use stainless steel for all external screws, nuts, and locking washers; do not use any self-tapping screws unless approved by the Engineer. b) Fabricate all parts of corrosion resistant material, such as plastic, stainless steel, anodized aluminum, or brass. c) Protect all materials used in construction from fungus growth and moisture deterioration. d) Separate all dissimilar metals with an inert dielectric material. e) All equipment shall be installed and wired in a neat and orderly manner in conformance with the manufacturers instructions. f) Emergency Preemption Cables shall be installed continuous with no splices between the Emergency Preemption Detector and the cabinet

17 g) Emergency Preemption Detector locations shown on the plan are for illustration purposes only. Exact location shall be determined by the manufacturer or the designated representative or the site engineer for the best possible line of sight. h) All connections from the Emergency Preemption Phase Selector to the cabinet wiring shall be made at the termination panel. The termination panel shall have AC+ Lights, AC-, and a switched logic ground. The switched logic ground feeds all the pre-empt inputs to the Emergency Preemption Phase Selector. When switched off by the preemption disconnect switch, the traffic controller shall not be affected by pre-empt calls from the optical pre-emption system. A minimum of two test buttons shall be provided. If there are more than two pre-empt runs, a button for each shall be installed. A chart or print out, indicating the program steps and settings shall be provided along with the revised cabinet wiring diagrams. 3) Testing a) Conduct testing in accordance with the Special Specification, Testing, Training, Documentation, Final Acceptance and Warranty, Sections (F). b) Contractor shall notify and provide copies of test plans to the state 2 weeks prior to the scheduled test date. c) If a malfunction is found or the system needs adjustment (such as range, emitter intensity, or detector location), schedule a follow-up test. d) All adjustments such as Emergency Preemption Phase Selector range, sensitivity, detector placement, shall be made at the intersection, by the contractor so that the optical pre-emption operates correctly with other major manufacturers' equipment currently owned by the agencies in the project area. 4) Training. a) Provide training in accordance with Special Specification, Testing, Training, Documentation, Final Acceptance and Warranty, Article 3. b) Contractor shall provide one eight-hour emergency preemption software training session for 10 people at the state specified facility. The contractor shall pay for all expenses incurred during the training. This work shall be subsidiary to various bid items under this special specification. 5) Documentation Requirements. Provide documentation in accordance with the Special Specification, Testing, Training, Documentation, Final Acceptance and Warranty, Article 4. 6) Warranty. Provide a warranty accordance with the Special Specification, Testing, Training, Documentation, Final Acceptance and Warranty, Article Measurement. This Item will be measured by the lump sum of the complete work performed

18 6. Payment. The work performed and materials furnished in accordance with this Item and measured as provided under Measurement will be paid for at the unit price bid for GPS Emergency Vehicle Traffic Signal Priority Control System. This price will include all equipment described under this Item with all cables and connectors, all documentation and testing; and includes the cost of furnishing all labor, materials, training, warranty, equipment, and incidentals