Special Provisions_02890 Traffic Signals 0820.pdf

AUGUST TRAFFIC SIGNAL SYSTEMS

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SECTION 02890

TRAFFIC SIGNALS

PART 1 – GENERAL

1.1 DESCRIPTION OF WORK

A. Work under this section consists of reconstruction of existing traffic control signals at the following intersections in Somerville, MA:

1. Location No. 1 – Somerville Avenue/Washington Street at Webster Avenue

2. Location No. 2 – Somerville Avenue at Prospect Street

3. Location No. 3 – Webster Avenue at Prospect Street

4. Location No. 4 – Somerville Avenue at Warner Avenue

B. The following are the primary aspects of the proposed work:

1. Installation of new Transit Signal Priority (TSP) equipment to support priority movement of

MBTA fixed-route buses through the project intersections.

2. Installation of new video detection equipment to support general traffic signal operation, TSP operation, signal performance and safety event measures.

3. Replacement of existing ATC Traffic Controller hardware and software with new ATC controller to support full integration with new TSP and detection equipment to enable a fully-functioning system, according to the plans.

4. Installation of new and relocation of existing vehicle, bicycle and transit indications, displays and associated support hardware and posts.

C. All work shall be performed as shown on the Plans and as specified herein, in accordance with the applicable provisions of the Manual of Uniform Traffic Control Devices (Current Edition), any

Massachusetts amendments thereto, and Section 800 of the MassDOT Standard Specifications for

Highways and Bridges (Latest Edition). In addition, work under this section shall be performed in accordance with the MBTA Next Generation of Transit Signal Priority and Signal Performance

Measures Technical Specification, dated June 2024 (or later) and the most recent version of the following standards included by reference in the MBTA Next Generation Specification:

1. Advanced Transportation Controller (ATC) Standard 5201 v06.34 (or later), as published by the American Association of State Highway and Transportation Officials (AASHTO), the

Institute of Transportation Engineers (ITE), and the National Electrical Manufacturers

Association (NEMA);

2. NEMA TS-2-2016 Specification (or later);

3. NTCIP 1202 v2 (Actuated Signal Controller object definition) with the Indiana Traffic Signal

Hi-Resolution Data Logger Enumerations (defined in NTCIP 1202 v3); and

4. NTCIP 1211 v02 Object Definitions for Signal Control and Prioritization (SCP).

D. The work under this section shall include the removal and stacking of all existing traffic signal

2026 02890 - 2 8/3/26 equipment noted on the Plans (if necessary) upon the completion of the project or when determined by the Owner to no longer be required. If the local municipality maintains ownership, and prefers to retain the existing equipment, the Contractor shall provide all necessary manpower and equipment to load, transport and unload the equipment to a location designated by the municipality.

Otherwise, the Contractor shall retain ownership of all equipment, and transport and dispose of the equipment in a manner that meets all applicable local, state and federal requirements.

E. In addition to listed items, the contractor is expected to furnish and install all miscellaneous incidental labor and materials in order to construct a fully functional traffic signal system with transit signal priority capability in accordance to the Plans.

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PART 2 – PRODUCTS

2.1 MATERIALS

A. A list of the major traffic signal items required at each location is included on the Traffic Signal

Plan. All material shall be new and compatible with the existing equipment.

B. All materials incorporated into the traffic control system shall be without flaws or defects. Except as noted in Section 2.1.C below, only those traffic signal components under the respective product categories included in the latest MassDOT “Approved Equipment List” shall be approved for use in the project. All materials incorporated into the traffic control system shall be durable, tamper resistant, and vandal resistant.

C. A Transit Signal Priority Field Monitoring Unit (FMU) shall be installed at all locations called for on the Traffic Signal Plans. The FMU shall include the functionality of a Priority Request Server

(PRS) conforming to the MBTA Next Generation Specification. As an exception to Section 2.1.B above, the presence of the FMU on the MassDOT “Approved Equipment List” shall not be a requirement for its use in the project.

D. Shop Drawings

1. Within 30 days following execution of the Contract, the Contractor shall submit shop drawings, a list of equipment, and manufacturer's equipment specifications to the Engineer.

2. No work shall be commenced by the Contractor until approval of the shop drawings and manufacturer's data has been received in writing from the Engineer. Approval of these drawings will be general in character and shall not relieve the Contractor from the responsibility of, or the necessity of, furnishing the materials and workmanship conforming to the Plans and Specifications.

3. The Contractor shall deliver to the Engineer a certificate of compliance with the manufacturer for all materials purchased from the manufacturer to certify the use of new materials.

E. Submittals

1. Catalog cuts for all traffic signal control equipment used on the project shall be provided to the Engineer or their designees for review and approval prior to ordering any equipment.

2. A signal schedule showing all proposed intersection signal timing/phasing modifications and

TSP timing settings shall be submitted for review and approval to the Engineer prior to making changes.

3. The Contractor shall provide updated cabinet wiring diagrams to the Engineer. Five (5) sets of wiring diagrams with both internal and external wiring for installed control cabinets and all accessories as actually used in the field shall be furnished, including one mylar reproducible copy for the control cabinet when installed. All actual and potential terminal strip connections shall be shown. Accessory equipment includes all components internal to the cabinet. All identification on the diagrams shall be as installed, and all field labeling shall be consistent with the diagrams.

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4. The Contractor shall supply individual intersection as-built electronic configuration files including detection configuration (zone size, location, type) and TSP settings.

5. The Contractor shall supply four (4) copies of all operation and maintenance manuals for all supplied equipment, including, but not limited to the manuals for the high-resolution data, manufacturer specific enumerations, and the TSP controller and TSP operation.

6. The Contractor shall supply one complete and accurate parts lists of all supplied equipment.

7. The Contractor shall supply Quality-Control Test Reports from manufacture quality assurance program certifying each product.

2.2 ATC CONTROLLER

A. The Contractor shall replace the existing controller assembly (Siemens-Yunex M60) to provide the revised operation as shown on the Plans. The modification shall include but not be limited to revisions to the timing and sequence, cabinet wiring as well as providing equipment such as load switches, Bus Interface Unit (BIU), and video detection required as shown on the Plans and in the scope.

B. The ATC Controller unit shall be initially programmed by the Contractor based on information contained on the Plans. Two (2) physical data keys supplied by the City shall be programmed with the final ATC Controller configuration and returned to the City.

2.3 CABINET COMPONENTS

A. Any additional bus interface units, load switches or other ancillary traffic signal control components necessary to establish a fully functioning traffic signal cabinet in accordance with the

Plans shall comply with the NEMA Standard No. TS-2-2016 (or later) TS 2 Type 1 configuration.

B. The Contractor shall furnish additional load switches of the appropriate type and quantity as needed to support the additional signal indications. Load switches shall use LED-type indicator lights wired on the input side of the device. All load switches shall utilize optically isolated encapsulated modular solid-state relays. Discrete components on circuit boards are not acceptable. Load relays shall be easily replaced using a screwdriver. The Contractor shall place any unutilized load switches in the control cabinet for future use.

C. Any cabinet components are considered incidental to the ATC Controller pay item.

2.4 TRANSIT SIGNAL PRIORITY

A. The Transit Signal Priority (TSP) System shall conform to the Massachusetts Bay

Transportation Authority (MBTA) Technical Specification, titled “Next Generation of Transit

Signal Priority and Signal Performance Measures Technical Specification”, Document No. 1, Revision No. 7, June 2024, and these Special Provisions.

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B. A TSP Field Monitoring Unit (FMU) shall be installed at all locations called for on the Traffic

Signal Plans. The FMU shall include the functionality of a Priority Request Server (PRS) conforming to the MBTA Next Generation Specification and shall interface to the controller assembly using an Ethernet interface and the cloud-based TSP Priority Request Generator (PRG) using an integrated 4G LTE Cellular Modem and low profile omni-directional surface mounted antenna.

C. The FMU shall also serve as a communications hub providing remote access to FMU functions and also supporting passthrough communications to the ATC Controller and VDS Processor.

For the ATC Controller the remote access shall enable front panel monitoring and control as well as uploading log files including hi-resolution controller data files. A remote user is able exercise full controller functionality as though at the controller front panel. For the VDS

Processor, the remote access shall support web browser-based health monitoring, configuration management, and system performance reporting. Remote access shall also support API-based raw data and related metrics access and upload.

D. The TSP System shall include centralized logging and reporting functions to log and create system-generated summary reports of priority events.

E. The TSP System shall have an interactive map-based graphical user interface to provide a real-time display of all signalized intersections, priority vehicles, and active priority requests.

F. The Cellular Antenna is a low profile omni-directional antenna surface mounted to the top of the controller cabinet.

G. The City also uses the Whelen Cloud Platform® for emergency vehicle preemption (location based EVP). The TSP System shall support center-to-center integration with the existing City

Whelen cloud-based system to also provide EVP service at intersections using the FMU.

2.5 VIDEO DETECTION SYSTEM

A. The Contractor shall furnish and install a Video Detection System (VDS) at each intersection as shown on the Plans, and in accordance with the MBTA Next Generation of Transit Signal

Priority and Signal Performance Measures Technical Specification, as part of a fully functioning

TSP system. The system shall include video sensor capability to detect, classify, and track vehicles approaching to or receding from the intersection, and communicating these detections to the local ATC Controller to support general signal operations, TSP, signal performance measures, and safety event detection. The system shall provide highly accurate and precise vehicle detection for simultaneous stop bar presence detection, queue detection, advanced detection, special or advanced applications, and bicycle stop bar presence detection at certain locations.

B. The VDS shall include two (2) different detection sensor types and a common set of VDS

Processor cabinet equipment by which the sensors communicate vehicle detection activity to the ATC Traffic Signal Controller. A 360-degree fisheye camera sensor shall be used to provide stop bar detection within the intersection and all approaches, and separate barrel type camera sensor for advanced and queue detection as shown on the Plans.

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C. Power and communications for each sensor from the controller cabinet VDS Processor shall be over a single Category 5e Video Detector Sensor Cable. No additional wires shall be required.

D. All VDS equipment shall be designed to operate in all weather conditions and in conformance with NEMA TS-2-2016 Specification (or later).

E. The 360-degree fisheye camera sensor shall support the following minimum capabilities:

1. Angular field-of-view (FOV) minimum Horizontal/Vertical 180 degrees.

2. Minimum resolution of 4K pixels at 30 frames per second.

3. Minimum illumination of 0.3 lux for excellent night time operation.

4. Wide dynamic range of 84dB (max) for night/day visibility.

5. The Contractor shall be responsible for verifying that the installed 360-degree fisheye camera sensor achieves adequate image clarity, detection performance, and full operational coverage of the intersection approaches intended for TSP operation.

6. If the specified mounting configuration does not provide sufficient coverage due to field conditions, geometry, obstructions, or mounting height limitations, the Contractor shall provide and install extended poles, pole extensions, alternative mounting hardware, or other necessary modifications to achieve the required coverage and performance, at no additional cost to the Owner.

F. Advanced Barrel Sensor

1. Detect vehicles as they approach from a minimum of 500 ft away.

2. Zoom lens with wide range of horizontal and vertical angular field-of-view (FOV) to accommodate detection needs according to the Plans.

3. Minimum resolution of 1280x960 pixels at 30 frames per second.

4. Minimum illumination of 0.007 lux for excellent night time operation.

5. Wide dynamic range of 144dB (max) for night/day visibility.

6. Automatic white balance and autofocus

G. The VDS Processor shall support the following minimum capabilities:

1. Supports up to six camera sensors and customized detection zones across all lanes of traffic at the intersection.

2. Encoding H.264, H.265 and JPEG to support remote monitoring and image storage.

3. Accurate object tracking and maintaining object identity across sensors and frames, with ability to track in the presence of occlusion, shadows and other temporary visual impairments.

4. Object detection, classification, and tracking including passenger vehicles, trucks, buses, motorcycles, bicycles, and pedestrians.

5. Bus detection may be used to place priority calls on certain dedicated and shared queue jump bus lanes as part of a multi-factor detection scheme relying on VDS and AVL data.

6. Presence and pulse detection zones compatible with NEMA TS-2 cabinet SDLC interface.

7. Detection metrics include occupancy ratios, arrivals on red, arrivals on green, phase interval, pedestrian detection at crosswalks, queue length estimation per lane.

8. Turning Movement Counts (left, right, through) including rolling 90-day vehicles, pedestrians, bicycles count data, output as CSV.

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9. Local and remote configuration of all detection parameters, validation and data access using standard RJ45 Ethernet and web browser interface, including security controls such as role-based access control and end-to-end encryption (TLS 1.3).

10. Web browser-based remote access to support remote health diagnostics, and multi-modal safety and detection data performance reporting.

11. API capabilities to integrate raw data and metrics with larger cloud-based platforms and data export using standardized formats such as CSV, XML, and JSON.

2.6 ELECTRICAL CABLE FOR TRAFFIC SIGNALS

A. GENERAL - Electrical cables shall be looped in and out of controller cabinets, communications termination cabinets, manholes, hand boxes, poles and transformer bases to provide a minimum 24 in. of slack. Cables hall be pulled to ensure minimum stress on cables, conductors and connectors. All cable runs are to be continuous with no splices permitted in conduits, manholes, transformer bases, poles, or hand boxes.

B. Cable between the controller and signal heads - The cables running between the traffic signal controller and signal heads shall be 7 Conductor 14 AWG stranded cable conforming to the most recent requirements of the International Municipal Signal Association, Inc. (IMSA)

Specification No. 19-1. A signal head shall be defined as a traffic signal head, pedestrian signal head, school or warning flasher, neon sign or fiber-optic or LED electronic regulatory or lane control sign.

PART 3 - EXECUTION

3.1 PERFORMANCE

A. All work on the traffic signal shall be performed in accordance with the applicable requirements of

Section 800 of the MassDOT Standard Specifications, the MBTA Next Generation Specification, NEMA Standards, the MUTCD and the following:

1. Timing, sequence, and operation shall be as shown on the Sequence and Timing chart included on the Traffic Signal Plan in the Contract Drawings.

2. All signalized intersections within the project area shall have geofenced bus detector zones programmed to detect MBTA buses at each intersection approach (including departure lanes).

The programming of these detector zones shall conform to the relevant sections of the MBTA

Next Generation Specification.

3. All signalized intersections within the project area shall have the ability to capture, report, and transmit hi-resolution transit location and traffic signal data to a cloud-based data server maintained by the MBTA. These activities shall conform to the relevant sections of the MBTA

Next Generation Specification. In particular, the Contractor is reminded that any data written in a proprietary format must be decoded and/or translated by the manufacturer/vendor to convert the data to a comma separated values file type (CSV). This decoding/translating can either occur prior to or after submitting the data to the MBTA’s “cloud storage” but it is the manufacturer/vendor’s responsibility that this data has been converted to CSV format regardless of where in the process this conversion occurs.

B. The VDS and TSP installation, configuration, fine-tuning, and testing shall be overseen by factory-certified installers as recommended by the supplier and documented in installation materials

2026 02890 - 8 8/3/26 provided by the supplier. Proof of factory certification shall be provided.

C. Installation of materials shall be accomplished in accordance with the manufacturer’s instructions except where otherwise indicated.

3.2 MAINTENANCE OF EXISTING TRAFFIC SIGNAL SYSTEMS

A. The Contractor is required to maintain existing vehicular operations and pedestrian operations during the construction period and provide pedestrian accommodations when necessary to redirect pedestrians during construction activities. This includes, but is not limited to furnishing, installing, removing, and resetting; temporary signal foundations, signal posts vehicle indications, pedestrian indications, pedestrian push buttons, vehicle detection by inductive loop or video, temporary electric power and any other elements to provide traffic operations that are reasonably similar to the existing traffic operations.

B. The Contractor shall pay for the use of police details necessary to control traffic at this location due to failure of the existing system caused by operations of the Contractor.

C. The Contractor shall schedule their work to prevent/reduce unreasonable and unnecessary traffic congestion by installing and have ready for operation new traffic signal equipment before removing existing traffic signal equipment. For existing signal phases operating with vehicle detection, the

Contractor shall not leave any phase without detection for a period longer than two (2) weeks.

D. It shall be the responsibility of the Contractor to provide all labor, equipment and material required for the maintenance or full repair of all temporary and proposed traffic control equipment within the project limits, including damage by automobile accident, from the date of written notice given to the Engineer that the Contractor will work on or near an existing signal, until the date when the municipality shall recommend acceptance of the completed project. This written notice must be given before the Contractor may proceed with any traffic signal system work.

E. Traffic signal operation including any temporary installations shall be in conformance with the

MUTCD at all times. If an existing signal is to be turned off temporarily to allow controller switch overs or rewiring, police detail shall be used to control traffic at the intersection.

F. Changes from automatic flashing to stop-and-go operation, and from stop-and-go to automatic flashing operation, shall occur as set forth in Sections 4D.28 through 4D.31 of the MUTCD.

Automatic flash shall not be instituted where existing traffic signal systems are being replaced.

G. After construction is completed and the new signal is in operation, unused items of the old signal system at each location shall be completely removed and stacked and/or transported as directed by the Engineer in accordance with Section 815.65 of the MassDOT Standard Specifications. Old cable and unusable materials shall be disposed of by the Contractor.

3.3 VDS AND TSP INSTALLATION

A. The VDS camera sensors shall be mounted to the signal overhead mast-arm as shown on the Plans

2026 02890 - 9 8/3/26 using the supplied goose-neck bracket or aluminum pole extension. The sensor unit shall be mechanically aimed and adjusted to capture the desired field-of-view based on the detection zone placements identified in the Plan.

B. Mount and adjust the sensor so that it is aimed at the center of the lanes to be monitored. Horizontal and vertical alignments shall be within the tolerances of the unit and as recommended by the manufacturer installation instructions. Ensure alignment, configuration, and any calibration of the sensor for each lane and detection zone according to the Plans to provide accurate vehicle detection performance consistent with the unit performance specifications. Ensure that the sensor units installed do not interfere with or alter the performance of other sensor units installed.

C. All VDS sensor and detection zone configuration shall be performed using the device configuration software tool. Individual intersection electronic configuration files shall be developed that contain all of the operating parameters and shall be used to guide initial sensor installation and placement, and may be used to restore sensor configuration. Once installed, sensor configuration shall be fine-tuned. A copy of the final approved configuration files shall be provided to the Engineer. The contractor shall complete the installation, configuration, calibration, and verification of each sensor and detection zone prior to integration with the Traffic Signal Controller. Verify proper detector actuation and function calls within the Traffic Signal Controller in accordance with the Plans.

D. The final detection zone location and settings shall be determined based on observed traffic and actual field conditions and measurements.

E. The Video Detector Sensor cable connects each sensor to the VDS Processor and Surge Panel in the Cabinet Assembly. The VDS Processor connects with the cabinet SDLC cable to communicate detection activity to the Traffic Signal Controller.

F. The Traffic Signal Controller and VDS Processor shall also connect to the TSP FMU using separate

Category 6 Ethernet cables for remote monitoring and management.

G. The installation of the FMU cellular antenna requires a hole to be drilled to allow the antenna cable to enter the cabinet that is connected to the modem. To complete the installation of the antenna, the area around the antenna shall be waterproofed using silicon sealants. The Contractor shall verify complete remote system access to all components across the FMU cellular connection.

H. The Contractor shall work with the City to configure network settings and permissions to enable secure cellular communications for the centralized TSP/EVP system and to ensure remote access by City staff.

I. The TSP FMU and VDS Processor shall be connected to the Cabinet AC Power Distribution Unit using a manufacturer supplied or approved power cable. The Contractor shall ensure that the TSP

FMU and VDS Processor and Surge Panel are properly and adequately grounded.

J. The Whelen Cloud Platform® and TSP cloud-based applications shall be integrated to provide

2026 02890 - 10 8/3/26 both EVP and TSP operations. The Contractor shall ensure that the EVP service functions properly and takes precedence over TSP operation.

K. All cabinet equipment shall be rack or shelf mounted as directed by the Engineer. The Contractor shall ensure that all equipment is fully accessible by field technicians without blocking access to other equipment. VDS and TSP equipment local user interface controls and status indication LEDs should remain visible and accessible.

L. All time settings, switches, harnesses, relays, terminals and fuses shall be clearly and permanently labeled.

M. The Contractor shall perform testing of the equipment grounding system in the presence of the

Engineer in accordance with the Standard Specifications.

3.4 CONSTRUCTION METHODS

A. General:

1. The Contractor shall submit any proposed interim traffic lane and traffic signal arrangements at intersections that deviate from the existing and proposed arrangements to the Resident

Engineer for approval.

2. The Contractor shall be required to keep records of dates when traffic signal posts are installed and when traffic signals are put on flashing and stop and go control. These records are to be submitted to the Engineer by the first of each month.

3. All design work shall bear the seal and signature of a Professional Engineer registered in

Massachusetts. Shop drawings shall be submitted to the Design Engineer for approval.

Drawings and calculations detailing specifications as set forth above shall be submitted for approval purposes. Acceptance will be contingent upon review and approval of shop drawings submitted by the Contractor. Work may commence upon approval of the shop drawings.

4. The Contractor shall coordinate work with local utilities to adjust, rebuild, rest, or relocate all private utilities required by the scope of work and as directed by the Engineer.

5. The Contractor, or his agent, will not cause any of his personnel to work in an electric manhole or on a pole without permission of the utility company.

6. The Contractor’s attention is directed to the necessity of making his own investigation in order to assure that no damage to existing structures, drainage lines, traffic signal conduits, etcetera, will occur.

7. The Contractor shall notify Massachusetts DIG SAFE and procure a Dig Safe Number for each location prior to disturbing existing ground in any way. The telephone number of the Dig Safe

Call Center is 1-888-344-7233.

B. Traffic Signal Service Connections:

1. If required, the Contractor shall make all electrical arrangements with the utility company and also make telephone arrangements with cable company for providing power and telephone service to the controllers. This project does not require a new electric service connection.

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2. The Contractor shall supply and install the conduit and wires to the utility company. The

Contractor will be required to pay directly to the utility company, all charges resulting from, at no additional cost to the MBTA or the municipality above the lump sum bid for this contract.

3. The following wiring procedures will be strictly adhered to when wiring electrical devices to operate as part of a signalized intersection.

i. All cable segments shall be identified with a waterproof tag securely affixed to the cable in the controller cabinet, all pull boxes, hand boxes, and manholes, and in all transformer bases.

ii. All cable shall satisfactorily pass the Megger tests. Cable failing the Megger test shall be replaced by the Contractor at no cost to the City.

3.5 TESTING AND ACCEPTANCE

A. The Contractor shall provide a testing and acceptance procedure for approval by MBTA and the

City and conduct testing as approved and deliver written test results to MBTA and the City. Fine tuning, adjusting, and testing of the traffic signals shall be performed in accordance with Section

815.66 of the MassDOT Standard Specifications.

B. All firmware and software shall be verified to be operating the most current version and patches, with all proper configuration settings to manage each of the intersections.

C. Verify all configuration and communications parameters to allow full access to all management functions both locally and remotely across the cellular network from a remote workstation. Verify proper application of security and access control settings, system time setting, and network settings.

D. Verify proper detection and cabinet interface configuration to support all detection and TSP functionality with the Traffic Signal Controller.

E. Verify individual lane detection zone accuracy by comparing sample data collected from the vehicle detection system with ground truth data collected during the same time by human observation or by another method approved by the Engineer. Base the detection system’s performance evaluation on sample data taken over a minimum of three time periods (daytime from

6 a.m. to 9 a.m., evening from 4:00 p.m. to 7:00 p.m. and nighttime from 10 p.m. to 2 a.m.), under a variety of traffic conditions (peak and off-peak) and environmental conditions (lighting, weather).

Sample data sets collected shall consist of a minimum of 15-minute periods per approach.

F. Verify that a call for EVP service through the Whelen Cloud Platform connection is properly received by the TSP System and that it is serviced at the intersection controller both in the absence and presence of an active TSP service call. The Contractor shall ensure that EVP service functions properly and takes precedence over TSP operation. The Contractor is not responsible for any part of the Whelen EVP detection.

G. Verify that failure of the detection equipment does not cause failure of any other equipment and that any such failure results in a pre-determined and configured response of the Traffic Signal

Controller and TSP operation.

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1. VDS Sensor Failure – simulate a sensor failure (blocking or shielding the sensor face and/or disconnecting sensor from the VDS Processor) and verify that the VDS Processor issues min/max recall or no-detection condition based on zone configuration. Test each sensor.

Verify appropriate failure logging, alarms, and alerts.

2. VDS Processor Failure – power off the VDS Processor and/or disconnect SDLC cabinet connection to simulate central processor failure and verify that the Traffic Signal Controller takes appropriate action to enter into fail safe operation. Verify appropriate failure logging, alarms, and alerts.

3. Verify automatic recovery from each of these failure conditions, automatic resumption of normal Traffic Signal Controller operation, and proper logging of these events.

H. Verify that failure of the TSP operation does not cause failure of any other equipment and that any such failure results in a pre-determined and configured response of the normal Traffic Signal

Controller operation.

1. If a transit vehicle goes offline, the centralized TSP system shall calculate ETA and determine the associated priority service based on the vehicle data last received for a period of 120 seconds. Beyond this time, the TSP System shall suspend operations. Upon resumption of normal operations, the TSP system shall automatically recalculate and reinitiate priority requests as data becomes available.

2. If select traffic signals go offline, the centralized TSP system shall continue providing centralized TSP operations at the remaining online signals. Upon offline signals coming back online, the system shall automatically re-compute priority requests to include the previously offline signals.

3. Verify automatic recovery from each of these conditions, automatic resumption of normal TSP operation, and proper logging of these events.

I. After the Contractor has finished installing and configuring all equipment as specified in the contract documents, the TSP fine tuning, adjusting and testing period shall begin. During this period, the Contractor, under the direction of the Engineer, will make necessary adjustments and tests to ensure safe and efficient operation of the intersection and to yield the desired TSP performance to the satisfaction of the Engineer. This period shall be not less than 30 days. No request for final acceptance will be considered until successful completion of the testing period.

1. Until acceptance by both the MBTA and the local municipality, it is expected that the signal equipment vendor shall participate in the configuration, troubleshooting, testing and acceptance of all signal equipment provided by the signal equipment vendor.

3.6 TRAINING

A. The Contractor shall train the end users to full proficiency to properly operate, administer, maintain, and diagnose the VDS, TSP and ATC Controller programming components of the System as installed and configured. The training shall cover, at a minimum, instruction on how to use, program, configure settings, how to manage users and permissions, and how to remotely access, monitor performance, generate and download data and reports.

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B. Training may be a mix of virtual, on-site classroom and hands-on interactive training depending upon the nature of the training.

C. The Contractor shall provide training as soon as feasible, but not later than the start of final acceptance testing.

D. User manuals and related product quick guides shall be used to supplement training materials.

3.7 WARRANTY/GUARANTY PROVISION

A. The VDS hardware shall be warranted by the manufacturer for a minimum of one (1) year, following final system acceptance, and the warranty shall be fully transferable from the Contractor to the City. If the manufacturer’s standard warranties are for a longer period, those longer period warranties will apply.

B. The TSP hardware shall be warranted consistent with the service time period defined in the TSP equipment pay item.

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PART 4 - MEASUREMENT AND PAYMENT

4.1 GENERAL

A. The work will be paid for in accordance with the bid items below, which price shall include all labor, material, equipment and incidental costs required to complete work.

B. No separate payment will be made for maintenance of existing installations or replacement of faulty or malfunctioning wiring, but all costs in connection therewith shall be included in the lump sum price.

C. Conduit will be paid separately under Item 804.3, 3-inch Electrical Conduit Type NM-Plastic (UL).

D. Pull boxes will be paid separately under Item 811.31 Pull Box 12 x 12 Inches – SP2.031.

4.2 ATC CONTROLLER

A. The ATC Controller shall be paid for at the contract unit price as shown below and includes any local traffic signal software upgrades and any cabinet components or miscellaneous materials, cabinet documentation, and all programming and configuration work necessary to provide a completely functioning intersection with TSP operation in accordance with the Plans.

Pay Item Pay Unit

ATC Traffic Signal Controller EA

4.3 VIDEO DETECTION SYSTEM

A. The Video Detection System shall be paid for at the contract unit price as shown below. This price shall include furnishing, programming, installing, training, documentation, testing, cables, connections, fittings, and all incidentals necessary to complete the work. The cost shall also include all cabinet equipment required to provide for a fully functioning detection system.

B. The Video Traffic Detector Sensors will be measured and paid as the actual number of devices furnished, installed, tested, and accepted.

Pay Item Pay Unit

Video Detection Processor EA

360-Degree Camera Sensor EA

Advanced Barrel Camera Sensor EA

4.4 TSP SYSTEM

A. The TSP System shall be paid for at the contract unit price as shown below. The cost shall include furnishing the FMU, cellular modem, antenna, cables, connections, fittings, and all other cabinet incidentals in addition to all cloud-based components necessary to provide for a fully functioning

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TSP system per each intersection. The cost includes connection and integration of the Whelen

Cloud Platform to support EVP service at these same intersections. This price shall also include the programming, installing, training, documentation, testing, and fine tuning to complete the work.

B. The TSP System shall be paid for at an initial 3-year service period with an optional 4-year period that may be paid for following the initial period and which may be renewed up to three times for a total maximum period of 15 years (Ref. MBTA Next Generation of Transit Signal Priority and

Signal Performance Measures Technical Specification). The optional renewal periods shall only include ongoing software and hardware maintenance, remote configuration and operational fine tuning support as needed to maintain optimal performance per intersection.

Pay Item Pay Unit

TSP System – Initial 3-Year Period EA

TSP System – Optional 4-Year Period EA

END OF SECTION