Specifications 24IFB11310.pdf

Specifications 24IFB11310

Portable Temporary Traffic Control Signal

The Portable Temporary Traffic Control Signal System shall include as a minimum. The following features:

The Portable Temporary Traffic Control System will have a set of 4 portable traffic signal trailers. The trailers shall be capable of controlling a four or three-legged intersection or a single lane closure with 2 trailers.

Portable Temporary Traffic Control Signal shall be a solar powered portable traffic signal system with extendable arm, or equivalent. The temporary traffic signal systems shall consist of all materials necessary to control traffic at a single urban intersection.

Portable Temporary Traffic Control Signal shall meet the applicable requirement in Part 4 of the current Manual on Uniform Traffic Control Devices, South Dakota Department of Transportation Standard and Specifications for Roads and Bridges and Institute of Transportation Engineers LED requirements.

Two of the Portable Temporary Traffic Control Signal trailers shall have a 15’ mast arm with one signal head mounted vertically on the upright and one head mounted vertically on the mast arm. Two of the Portable Temporary Traffic Control Signal Trailers shall have a mast arm that can reach up to 25’ with one signal head mounted vertically on the upright and three signals mounted vertically on the mast arm.

The outside signal head on the mast arm will be a four section signal head with a flashing arrow for left turn phases.

Signal heads shall be mounted with the centers of the signal heads at least 8 feet apart. The top of the signal housing of a signal face located over a roadway shall not be more than 25.6ft above the pavement.

The portable temporary traffic control signal shall be able to withstand an 80mph wind speed in operating mode per AASHTO (2013) Standard Specification for Highway Signs, Luminaries and Traffic Signals.

One of the 15’ mast arm trailers shall have the master controller. The controller for the portable temporary traffic control signal will conform to NEMA TS-1 or TS-2 controller functionality and shall be menu driven through a menu driven display and keypad. The display shall be able to show programming parameters, and real time operational parameters not limited to each timing interval being timed including green min, green max, green extensions, yellow and red as well as which phase is being timed. Standard traffic signal nomenclature shall be used, making the assumption that a movement of traffic is a phase and that individual parts of the phases timing are intervals.

The controller shall have a minimum 8 phase controller functionality and shall have a minimum of 6 output circuits at each location. If the trailer signal outputs are DC for DC LED signal heads, provision shall be provided for running the DC signal heads from an AC signal source.

The traffic controller shall have the following additional features:

GREEN RECYCLE: The controller shall be set up to enable a “recycle” in the middle of the “all red clearance” time when the phase just clearing is heads toward a red rest but receives a vehicle call and there is no other phase receiving a call to service. When this controller is being operated in an actuated mode, this feature shall time an adjustable time interval, typically 5 seconds, before engaging the recycle. The recycle when activated recycles back to green of the last phase serviced, cutting off the remaining “all red time”. (This is sometimes called “green revert”.) In no case would the recycle be activated if vehicle calls (or any type of call to service) remain on any other phases. The all red time related to each phase using the “green recycle” is effectively made up of two timing intervals, the first a minimum 0-25.5 second interval and the second an interval of minimum 0- 255 seconds.

CONTROLLER MEMORY: The controller shall have the ability to register and retain a vehicle call on any designated phase if the vehicle call was made at the time when the clearance intervals were initiated. This is to insure that the phase is serviced at the next appropriate place in the controller phasing, reducing the likelihood of traffic being trapped in the “detection zone”.

CONFLICT MONITOR: The conflict monitor shall be the brand EDI (Eberle Design Inc) and be the model CMU- 24VDC Cabinet Monitor Unit and conform to minimum NEMA TS1 monitor functionality or equivalent. The conflict monitor shall meet or exceeds all appropriate specifications outlined in the ASHTO/ITE/NEMA Intelligent Transportation System (ITS) Standard Specification for Roadside Cabinets Version 01.02.17b. The conflict monitor shall be functionally interchangeable with a standard CMU-212 but is specially configured for low voltage (24Vdc) DC signal loads. Monitors shall be factory tested before installation. A multiple trailer signal system shall, by design, remain inoperable unless the conflict monitor is installed. Provision shall be made in the monitoring system to accommodate different phasing and numbers of trailers. It shall also be able to monitor 5 section heads.

Monitoring shall be done according to standard permanent signal conventional functionality except for having connections being made wireless through the radio system.

MODES OF FAILURE: If the conflict monitor orders a fail mode, the traffic signals shall display a default flashing red (also programmable yellow) at both ends of the work zone. If there is a loss of power, the traffic signals shall be dark on the trailer affected and the traffic signals on the other trailer shall flash.

The monitoring system shall be able to detect the difference between soft and hard fail conditions. Soft fail conditions such as losing the radio signal shall enable the system to restart if and when the soft fail condition is corrected.

I/O MAPPING: The controller system inputs and outputs shall be map able. This shall at a minimum enable detector and phase assignments to be changed.

VEHICLE ACTUATION: The system shall be able to run in pre-timed, actuated or semi-actuated modes. This shall be programmable thru the keyboard.

Each unit shall have a non-intrusive vehicle detector mounted on its mast arm, which shall require no pavement cuts or any connection to the pavement. The detector shall be capable of covering one or more lanes and have a detection range of up to 200 feet for cars and trucks, assuming straight, level pavement. It shall be video based.

PREEMPTION: The control system shall be able to accommodate the addition of preempt inputs. The preemption programming shall be as typical for permanent traffic signal equipment.

TIME BASE COORDINATION: The controller shall have an internal time clock and internal time base coordination. It shall have the optional capability to coordinate into existing traffic systems. The controller shall utilize GPS time clocks to keep the controllers in coordination.

The controller and power systems shall have adequate over current protection using breakers or fuses. Fuses shall be industry standards if used.

Wireless Communication / Interconnection

The following shall be the minimum common requirements for the Wireless Transceiver. It shall:

• Operate in license-free, Spread Spectrum bands (902-928 MHz) utilizing Frequency Hopping

• Operate multiple user-selectable non-overlapping hopping patterns

• Be completely configurable via the provided menu driven display/keypad

• Provide Bi-directional radio transmission with confirmation

• Real time’ data transfer ensuring multiple transfers of data with error checking for live monitoring

• Have LED indicators for PWR / RF Link Status

• Have an operating temperature of -40 to +80 degrees C

• Operate within the full operating voltage ranges of the DC system

• Programmable RF output levels of 1 mW, 10 mW, 100 mW or 1 Watt c/o supplied operator interface

• Distance between units with clear line of site shall be 1.5 miles

• Operate as Repeater for distances of over 1.5 miles

• Have RSSI signal strength indicator LEDS

• Allow firmware updates c/o industry standard port

Solar Charging:

Each unit shall have adequate solar charging capacity to ensure that each can operate independently of line power or auxiliary charging devices for 12 months in the 48 contiguous states of the United States.

The solar array on each unit shall be capable of tilt adjustment on a minimum of 2 axis in order to maximize the efficiency of the solar panels. The panels shall be fastened in a secure manner. Panel mounting hardware shall use high security bolt heads.

The solar arrays shall be capable of being stowed in a manner so that they are entirely within the boundaries of the framework of the trailer and minimize wind resistance when the trailer is towed. A travel bar shall be provided to hold the panels in a transport mode.

Battery Charger:

A 120VAC battery charger shall be provided for the instance when batteries need to be charged from an external source. It shall be rated at a minimum wattage of 360 watts

Each signal head shall have 12 inch (300 mm) vehicular indications (red, yellow, green) and their candlepower distributions are not less than specified for standard 12 inch (300 mm) signals in the Institute of Transportation Engineers’ Standard for Adjustable Face Traffic Signal Heads.

4. The dimming of a PTS, in a yellow flashing operation at night, is permitted The unit may include a photocell and circuitry which will permit the yellow lens light output to be reduced by up to 50 percent during night hours. The amount of dimming and the choice of not dimming is operator selectable.

The supplier shall provide onsite training on the operation of the system for up to 10 people. Training will take place in Aberdeen, South Dakota at the Aberdeen Region office of the South Dakota Department of Transportation.