TEO Signal Committee Meeting Minutes Meeting Date: 09/24/2009

Waters Edge Conference Rm 323 Meeting Time: 9:00am - Noon

Meeting Attendees: Kile Holm Sue Zarling Clint McCullough Mike Schroeder Buzz Kimble Jeff Knofczynski Mike Wolf Peter Skweres Mike Gerbensky Jerry Kotzenmacher Linda Heath Les Bjerketvedt Jim Deans Mike Posch Bob Emineth Ed Andrajack Tom Dumont Robin DeLage Old Business- Battery Backup – New prototype of the SSB cabinet is complete. Specs are complete. This cabinet will be much larger (10” wider, 8” deeper) than the current battery backup system. Line and load side will be much easier to set conduit. The cabinet will cost more. Generator receptacle option will cost around $475 and strobe light (when in battery backup operation) feature around $200. A new cabinet pad detail was reviewed. No step for the pad to the walk was considered but a step was preferred. The step will be shown on the new detail with a Max of 4”. Since the pad is getting somewhat large, concrete office will review. The detail will be modified if recommended. Since the meeting the specification has been released and one manufacturer is listed on the Signals APL. The old battery back up cabinet should be considered obsolete and the new SSB should be used on all new signal designs. Old cabinet will still show up in plans that have been let. Cost Agreements for battery backup systems – A sub committee proposed agreements to the signal TEO Committee:

• For a battery backup installed at a new signal; the cost will be evenly split between the local agency and MN/DOT, same as the cost split’s for a new signal.

• For a retrofit on an existing signal; cost will be split if MN/DOT wants the backup. Locals will pay entire cost if MN/DOT doesn’t want the backup system.

• Replacement batteries; locals will purchase off APL and pay 100% of replacement costs. MN/DOT will then install the batteries. This method will keep cost’s out of agreements.

MN/DOT will check battery levels when doing maintenance checks. Sue will check with Mary Ann for agreements concurrence. Current costs: $1100 for inverter, $185 per battery. Around $2000 for BB system. 60’ to 80’ mast arm – The design is now complete for footings. It now needs to be determined if the design should be a standard plate or a plan detail. MN/DOT Standard Design group will advise OTST on what direction we should take for the new design. Estimated costs have come down considerably for footings and the manufacturing of the new poles and masts. The design consultant gave us estimates on the design and costs for the last Signal TEO meeting that were very high. Current cost estimates for bases:

These estimates are for the drilled pier bases, and standing the pole, does not include cost of pole and anchor bolts 60' - $14,500.00 65' - $15,300.00 70' - $15,600.00 75' - $16,300.00 80' - $16,850.00 Costs for poles and masts: 60’ – 80’ will be $24,000 to $38,000 Districts can now plan longer mast arms in signal design if longer lengths above 55’ are required. ADA Pedestrian accommodations – A preliminary tech memo has been routed with APS installation recommendations for new and major re-construction of traffic signals. Comments are currently being addressed for APS Tech Memo 09-08-T-01. This memo will state MN/DOTs current practice for APS installations. APS will be installed at all new signals that include pedestrian indications. Corners of intersections with ADA accommodations are getting complicated. Details of each corner should be considered for your signal design projects. A second APS button may be on the market soon. It will be placed on the APL if it meets MN/DOT specifications and field tests show the units operate correctly in Minnesota’s environment. A review of a few existing ped station poles at new intersections found that the reflective tape called for around the ped station pole wasn’t placed on the poles (see “ADA Pedestrian Station” detail). Some station poles were also loosely set into the coupler within the foundation. Make sure contractors are tightening the poles into the foundation with enough force so they can’t be turned out by hand. The new “APS Push Button Mounting Detail” is on the OTST web site and shows an APS on a pedestal pole and mast arm pole. The pedestal pole mount option will have the ped indication on top of the pedestal pole. This detail also shows mounting of the APS on a mast arm pole. The “APS Push Button Mounting Detail” should be in all plans that have APS on a pedestal pole and/or a mast arm pole. The “APS Pedestrian Station” detail also available on the OTST web site. Pedestrian signal guidelines attached. Snow shields – Remember to keep an eye on the test site locations when conditions are right. Flashing Yellow Arrow – Districts should consider the flashing yellow arrow in new signal design. Will be in Federal MUTCD this fall. Cities and counties have been installing. In order for MN/DOT to be the technical lead on the FYA, we need to get a few in the system. Since the committee meeting, Metro district has decided to install the FYA at the existing signal at TH 120 and Century College entrance.

EVP Range issues – Vendors have not been getting the longer more accurate tubes in their Tomar EVP installations. The longer tube should be shown on the shop drawings. See 5/19/2009 meeting minutes for requirements to Tomar. Peter sent a note out to Tomar on 9/24/09 requesting that they replace the shorter tube with the longer tube sensor on several intersections that may have been let after it was discovered that the longer tube sensor had better range. He also requested that any contractors that received the shorter tube sensors have them replaced with the long tube sensors. New Business – Dimming LED indications – Typically, the local agencies are to replace signal indications. ESS is having difficulty convincing some local agencies to replace what ESS considers limited light levels. Unlike incandescent light bulbs that burn out instantly, LED slowly degrade and have reduced light output over time. ITE has specifications for light levels but there is currently no effective way to read these levels other than a visual observance. There is currently nothing in the agreements. New agreement language will be written such as “if requested by MN/DOT, agency will replace indication in x number of days”. It was also suggested to document the date and intersection of any request made to the locals for replacing failing LED indications, thus putting more liability on the local agency. If you can observe from the ground that some of the segments in the indication have failed the unit should be replaced. 5 Section poly head – A 5 section poly head failed due to one signal head mounting spacer (11-F) not being installed. Make sure that both signal head mounting spacers (11-F) are installed when 4 or 5 section heads are used. APS equipment delivery to ESS – Contractors are required to get new APS equipment to ESS so the cabinet can be wired and setup. Contract documents require the contractor to deliver the required APS equipment 30 days prior to expecting to pick up the cabinet. Many do not give adequate time for this task. It was discussed to have MN/DOT furnish and install the APS controller, but with the possibility of another APS on the Approved Products List, this will not be possible. Pre- construction meeting may be a good place to remind contractors to drop off the equipment. TE, project numbers and intersection should be written on the equipment boxes when dropped off at ESS so there is no confusion on where the equipment needs to go. Controller committee update – Attached is a "software version letter" for the Econolite ASC/3 from TCC. In the recent past, we have had issues with software version changes without concurrence of the committee. Software versions are typically changed by Econolite as bugs are worked out of the ASC/3 controller. Version changes have been sent to MN/DOT without anyone's knowledge, creating problems for one working group or another. The attached letter will help define the current version MN/DOT receives. As new versions are released by Econolite, we will need to decide if we will adopt the them. Until it has been decided by committee that a change is beneficial for all working groups, the current version letter will dictate all software versions for the ASC/3 sent to MN/DOT from TCC. TCC will keep us informed on enhancements on new versions from Econolite. If ASC/3 users believe a newer software version would be beneficial to MN/DOT, they can request a committee review. Hopefully this will not create

unreasonable delays and decisions can be made via e-mail correspondence. When a version change happens, a new software version letter will be sent out to committee members and the Signal TEO Committee will be informed. See official current TCC version letter in attachment below. Dark Signals – See attachment for example letter from District 8 See attachment for Example letter from Dakota County See Dark Signal Report - http://www.dot.state.mn.us/trafficeng/standards/signals/news/DRKSigREPORT.pdf Modified language for signal turn on – Mike W. has written new language in the special provisions: Activating Signals When the traffic control signal system is to be placed in operation, all vehicle signal faces and pedestrian signal faces shall be aimed as directed by the Engineer. The Contractor shall notify the Engineer at least 48 hours in advance of the scheduled traffic signal turn-on. The traffic control signal system will be turned on by Mn/DOT personnel, unless otherwise authorized by the Engineer. The Contractor shall be present at time of turn on to provide assistance to ensure the traffic control signal system is operating correctly and in a safe manner. The Contractor shall provide all necessary parts and labor to rectify any malfunctioning components of the traffic control signal system installed by the Contractor. This requirement would not include Department furnished material/components, except if the Department furnished material/components were malfunctioning, or damaged, due to Contractors operations. All components of the signal system, including the emergency vehicle preemption (EVP) and the traffic control interconnection, must be completely operational to the satisfaction of the Engineer before the actual signal system turn on is performed. The Contractor shall not turn the signal system ON or OFF, or place in flashing mode of operation, without the specific approval of, and in the presence of the Engine Loop interface panel – A request was made to re-number the loop interface panel. The current numbering scheme has numbers 300 to 400. Current numbering scheme supports 24 detectors. The new TS2 type 1 cabinet will support up to 64 detectors. It was proposed to start the new numbering at 700. Sue will check with the E.Ts to see if they support the proposed change. The committee saw no issues with renumbering this panel and thought it was a good idea to make the numbering change. Signal Cabinet and Controller Alarms – Cabinets ordered after January 1 2010 will be wired with the following alarms. 1 door open, 2 running on battery back up, 3 battery back up batteries low, 4 UPS watch dog fail, 5 signal cabinet transient suppression fail. Hawk System – The first HAWK system will be turned on in St.Cloud soon. The new Federal MUTCD will have the HAWK system listed as a traffic control device. Many districts believe requests for more HAWK installations will occur once it’s in the manual. Warrants and cost were discussed. If a crossing meets pedestrian warrants for a signal, consideration could be given to cost splitting. The costs for the St Cloud HAWK is

around $80,000 and $28,000 for a signal cabinet, making the total cost for this installation around $110,000. Salvaged Equipment – Process improvement may be needed. Salvaged equipment may not be getting back to ESS. Special provisions outline what should be salvaged and sent back to ESS. Construction inspectors should be aware of the salvaged equipment requirement and better assure the contractor gets the equipment to ESS. A signals construction check list may be helpful. Peter will look into developing a checklist of typical items MN/DOT salvages. Loop Plates – The Saw Cut (8130) and PVC Loop (8132) plates are currently being revised. The saw cut loop plate will be used by the TMC and has been slightly revised to meet their needs. A note on allowing a “one sided splice” will be added to both loop plates. The one sided splice is a common practice in the field. Although not a standard installation practice recommended by the manufacturer, it has been time tested and a proven installation splice method. Once the loop plates are approved and officially published, signal plans will no longer require the loop detail within the plan. Only a reference to the loop plates will be required. Round Robin: Mike W – Certification of inspectors. A certified person must be on the job site for a signal or lighting project. New 2011 Spec book will written in “active – imperative voice”. Next meeting: Waters Edge Conference Room 176 January 14th, 2010 9:00 am to 12:00 noon. Send agenda items to Jerry K.

ATTACHMENTS: Dark Signal -

March 24, 2009 (Addresses) RE: Dark Signals Weather conditions can cause power outages which may affect the operation of traffic signal systems. This letter serves to provide you information regarding Mn/DOT’s actions related to dark signals which may happen on Mn/DOT’s system. Dark signals are signals that are not operating due to power loss. In the event of a localized power outage, Mn/DOT will not be placing any additional traffic control devices, backup power supplies or STOP signs at intersections and will wait for power to be restored. The laws regarding an uncontrolled intersection will be in effect (Mn Statute 169.20, Subdivision 1: Approaching intersection. When two vehicles enter an uncontrolled intersection from different highways at approximately the same time, the driver of the vehicle on the left will yield the right-of-way to the vehicle on the right.) If a city or county feels a strong need to install stop signs, they may do so; however they will also assume the responsibility for any lawsuits that may occur as a result of a crash. It is important that Mn/DOT be made aware of all dark signals. Enclosed you will find a form entitled 2008-2009 Mn/DOT – District 8 Regions and Emergency Contacts. If you are aware of a dark signal please follow the instructions given for SIGN and SIGNAL REPAIR. Our personnel will contact the power provider to find out when power will be restored. If power will be out for a long period of time, MN/DOT traffic personnel will decide if additional measures are needed. This will be handled on a case by case basis. Please share this information with your local law enforcement and street department personnel. Thank you for your assistance. District Traffic Engineer

 

 

 

 

 

   

Listed below is the approved ASC/3 controller Software, Operating Software, and Data Base to be shipped to the Minnesota Department of Transportation.  This software version and data base shall not be changed without the approval of the MNDOT Signal Committee.    

 

Date  Software Operating System (OS) 

Data Base

Sep – 2009  2.45.00  1.12.05 N3880