639Traffic Signal Preemption Systems

638.03.2 Solar/Battery Unit. The solar engine shall be installed, generally oriented

South, and in accordance with the manufactur er’s specifications. All batteries and electronics shall be mounted in the solar engine, with no external control cabinet or battery cabinet will be required. The solar engine shall be vented to provide cooling of the battery and electronic system. Venting shall be covered by wire mesh to prevent intrusion of insects.

638.03.3 Time Sw itch Unit. The time switch unit shall be installed in a sealed enclosure

that is mounted in the solar engine or alternatively in an external enclosure and in accordance with NEMA standards.

638.04 Method of Measurement. The Flasher Assembly and School Zone Flasher

Assembly will be measured as a unit quantity per each system installed. 638.05--Basis of Payment. Flasher Assembly and School Zone Flasher Assembly, measured as prescribed above, will be paid fo r at the contract unit price per each, which price shall be full compensation for furnishing labor, equipment, materials, solar powered options, the sign(s), the post, the post base and foundation, the flashing beacons, sign supports, solid state flasher unit( s), flasher panel, and applicable conduit and wiring on the post itself, stubbed out to the first pullbox, controller programming, final clean-up; and all incidentals necessary to complete the work. Conduit, pullboxes, and wiring necessary for communication from the traffic controller to the assembly shall be paid for under other item as shown in the plans. Payment will be made under: 638-A: Flasher Assembly * - per each 638-B: School Zone Flasher Assembly - per each 638-C: Flasher Assembly – Solar Powered - per each 638-D: School Zone Flasher Assembly – Solar Powered - per each * Additional information may be included SECTION 639 - TRAFFIC SIGNAL PREEMPTION SYSTEMS

639.01 Description. This item consists of providing Railroad Signal Preemption, Type

1 and Type 2 Emergency Vehicle Preemption fo r the traffic signal controller in accordance with Plan details, the Standard Specifications, these specifications, and as directed by the Engineer. The Type 1 Emergency Vehicle Preemption for the traffic signal controller shall utilize Radio/GPS to identify the presence of designated priority vehicles and cause the traffic signal controller to advance to and/or hold a desired traffic signal display selected from phases normally available. The Type 2 Emergenc y Vehicle Preemption for the traffic signal controller shall use optical communication to identify the presence of designated priority vehicles and cause the traffic signal controller to advance to and/or hold a desired traffic signal display selected from phases normally available.

639.02 Materials. All connections and equipment shall be new and constructed using the

highest quality, commercially available com ponents and techniques to assure high reliability and minimum maintenance of the emergency vehicle and railroad signal preemption systems. The requirements for the emergency pree mption vehicle equipment in Subsection

639.02.2 1 are to be furnished and installed by the local maintaining agencies and not the

responsibility of the Contractor. However, it is the responsibility of the Contractor to provide the intersection preemption equipment required in Subsection 639.02.2.2 and

639.03 that is compatible with the equipment listed in Subsection 639.02.2.1.

639.02.1 Railroad Preemption. The Railroad Signal Preemption shall consist of the

minimum following components:  Coordination  Flagger (as required)  Application Submittals (as required)  Connections to hardware (as required)

639.02.2 Type 1 and Type 2 Emergency Vehicle Preemption. Emergency Vehicle

Preemption Systems shall consist of the following principal Intersection Equipment components: Detectors/Receivers, Multimode Phase Selectors, and Auxiliary Interface Panel. The function intended for use with this system includes Emergency Vehicle Preemption to the traffic signal.

639.02.2 1--Vehicle Equipment.

639.02.2 1.1--Type 1 Emergency Vehicle Preemption .

639.02.2 1.1.1--Antenna. A GPS receiver and antenna shall obtain the vehicle position,

speed and heading from the GPS satellite system operated by the Department of Defense (DOD). The time information from the GPS satellites shall also be used to synchronize the frequency hopping of the 2.4 GHz radio. The Radio/GPS antenna cables shall consist of a pair of 25-foot coax cables with factory terminated SMA connectors. One of these connectors shall have a pin and the other shall have a socket.

639.02.2 1.1.2--Vehicle Control Unit. The vehicle control unit shall provide the interface

between the vehicle and the priority control system. The vehicle control unit shall also interface with the Radio/GPS module. The vehi cle control unit shall 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 shall also monitor the disable input line as well as the remote activation input. Power to the vehicle equipment shall be provided through the vehicle control unit. The vehicle shall transmit the following information when within range of an equipped intersection:  The priority level of the vehicle equipment. This shall be either high priority or low priority. The priority level shall be factory set. Each vehicle control unit shall be capable of setting 254 different agency IDs and 15 different vehicle type classifications with 9,999 different identification numbers per class.  The location, speed and heading of the vehicle.  The status of the vehicle’s turn signal.  The radio channel as assigned by the intersection and the serial number of the Vehicle Control Unit. 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 shall be equipped with an ON/OFF switch to activate the system and request priority. The switch shall be depressed to activate the system. In addition, a remote activation line shall be provided to interface with other vehicl e equipment. This line shall have +12 VDC applied to request priority. The equipment sh all be configured to activate with the light bar/remote activation line or via the ON/OFF switch. The vehicle equipment shall be supplied complete with a 20-foot minimum installation cable as well as a 15-foot minimum vehicle interface cable. The vehicle control unit shall include multi-purpose communication ports compliant with the RS-232 communication standard. These ports shall enable unit configuration to be set into the vehicle control unit and read from vehicle control unit. It also shall allow real- time communication between the vehicle cont rol unit and the interface computer as well as interfacing with other devices. One of the ports shall be configured to output GPS data at a user selectable baud rate in the NMEA fo rmat while the vehicle control unit is turned On. It shall 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) The vehicle control unit shall also have a series of indicator lights that will operate as follows:  A power indicator as well as an indicator light in the switch will indicate that the equipment is powered On.  A GPS indicator will indicate the status of GPS reception.  An indicator will indicate the status of the communication between the vehicle control unit and the Radio/GPS unit.  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 or any other color as approved by the Engineer.  The indicators shall be capable of being programmed to provide feedback for the following: o Phase selector has received preemption request. o Another vehicle approaching the inte rsection has received the preemption request. o Phase selector has received preemption request and another equipped vehicle is approaching the intersection from another direction. The vehicle control unit shall 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 shall be program mable to operate in either a latching or non- latching mode. The disable input shall be programmed so that the input may be activated by applying ground or by applying +12 VDC. Operation of the disable input shall be programmable using software. Additional inpu ts shall be included to temporarily switch the vehicle control unit to low priority and to Probe Mode. The vehicle equipment shall operate over a temperature range of -30ºF to 165ºF and a relative humidity range of 5% to 95%. Windows™ based software shall be available for programming the vehicle control unit through its RS-232 compatible multi-purpose port.

639.02.2 1.1.3--Radio. The Radio shall operate in the reserved Industrial, Scientific and

Medical (ISM) communications band, requiring no license. A 2.4 GHz spread spectrum/frequency hopping radio shall 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 one (1) watt. The radio shall have an unobstructed range of at least 2,500 feet. The radio shall m eet FCC Part 15 rules. Radio link association and coordination among intersections and vehicles shall be automatic.

639.02.2 1.2--Type 2 Emergency Vehicle Preemption.

639.02.2 1.2.1--Emitter. The emitter shall include a multi-purpose communication port

compliant with the SAE J1708 communication standard. This port shall enable unit configuration to be set into the emitter and read from the emitter. It also shall allow real- time communication between the vehicle and the emitter. An ON/OFF switch (available for each emitter) sh all be equipped with an indicator light providing internal diagnostics to assist in troubleshooting. While operating, the emitter shall conduct self-diagnostics designed to monitor data transmission integrity by checking for missing pulses. Any failures of the self-diagnostic tests shall be displayed by flashing of the ON/OFF switch indicator light. The emitter shall be equipped with a disabling input that, when activated, will cause the emitter to stop flashing. This input shall eliminate the possibility of inadvertent signal transmission after the priority vehicle has arrived at its destination. The disable input shall be programmable to operate in either a latching or non-latching mode. Operation of the disable input shall be programmable using software. The emitter shall provide operating modes th at allow it to be powered on with the strobe/LEDs for activation of the preempt. The emitter shall be powered by the DC voltage supplied from the battery of the vehicle, 10 to 32 volts DC. The unit shall be equipped with a weatherpro of in-line fuse holder and a weatherproof quick-disconnect plug. The emitter shall 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.  Off during normal operation, flash at diagno stic rate when unit has failed or is in Disable mode. The visible LEDs will be Off during normal operation.  Flash once per second for ten (10) seconds at power up.  Always Off: The visible LEDs will remain Off at all times. The Emitter shall be supplied complete with a two (2) foot installation cable. The flash sequence generated by the emitter shall carry three (3) types of information:  The first type shall be one (1) of three (3) distinctly different base frequencies of: o 10Hz for a low priority emitter; o 14Hz for a high priority emitter; or o 12Hz for Probe frequency.  The second type of information generated by the emitter shall be a vehicle classification and identification code that is interwoven into the base frequency flashes. Setting the vehicle classification and identification code shall be accomplished through Emitter Programming Software.  The third type of information generated by the emitter shall be reserved for setting the intersection detection range. A specially equipped emitter control module with a range setting command switch will enable th e Engineer to activate the range code from the vehicle. The emitters shall use infrared LEDs with an angle of half intensity of ±10 degrees to provide precise directionality control. The em itter shall operate over a temperature range of -30°F to +165°F. The emitter shall operate over a relative humidity range of 5% to 95%. Windows™ based software shall be available at no charge for programming the emitter through its SAE J1708 compatible multi-purpose port.

639.02.2 2--Inters ection Equipment.

639.02.2 2.1--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 shall be designed to be installed in the traffic controller cabinet and is intended for use directly with numerous controllers. These include Type 170/2070 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 shall include th e ability to directly sense the green traffic controller signal indications through the use of dedicated sensing circuits and wires connected directly to field wi re termination points in the traffic controller cabinet. This connection shall be made using the Auxiliary Interface Panel. The multimode phase selector will be a plug-in , 4-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 shall 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 inte rface software and central software. An RS- 232 port shall be provided on the unit. Additional RS-232 communication ports shall be available 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, th e phase selector shall drop the oldest entry to accommodate the new entry. The multimode phase selector shall store each call record in non-volatile memory and shall retain the record if power terminates. The multimode phase selector shall support a minimum of 5,000 code pairs (agency ID, vehicle ID) for each of the priority leve ls, high and low, providing unique vehicle identification and system security im plementation 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:  Max call time  Off approach call hold time  Lost signal call hold time  Call delay time 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. A unique intersection name, which shall be broadcast, shall be settable for each Multimode Phase Selector. 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. Setti ngs shall be available for this mode as follows:  Output mappings for each channel.  Separate setting for high and low priority levels.  Separate settings for each left turn, right turn or straight signal status for each of the four (4) channels and priority levels. 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 (3) levels of signal discrimination, as follows:  Verification of the presence of the signal of either high priority or low priority.  Verification that the vehicle is approach ing the intersection within a prescribed Estimated Time of Arrival (ETA).  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 (1) opto-isolated NPN, or sinking, output per channel that provides the following electrical signal to the appropriate pin on the card edge connector:  6.25Hz ±0.1Hz 50% on/duty square wave in response to a low priority call.  A steady ON in response to a high priority call.  The multimode 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.  Additional outputs or output modes shall also be available on the Auxiliary Interface Panel in case of need for additional modes of operation. The multimode phase selector shall accommoda te the following three (3) methods for setting range thresholds for High and Low priority signals.  Based on the approaching vehicle’s Estimated Time of Arrival (ETA). This shall be settable between zero (0) and 255 sec onds in one (1) second increments.  Based on the approaching vehicle’s distance from the intersection. This shall be settable in one (1) foot increments.  Based on emitter intensity the system shall accommodate setting a separate range from 200 feet to 2,500 feet with range set points for both High and Low priority signals. The multimode phase selector will have the following indicators:  A status indicator that illuminates steadily to indicate proper operation.  A link indicator on the multimode phase selector illuminates if other radios are within range.  A radio indicator that indicates the status of the communication between the vehicle control unit and the Radio/GPS unit. The indicator illuminates to indicate that there is communication between the vehicle control unit and the Radio/GPS unit. The indicator illuminates to indicate that a GPS signal has been acquired and the 2.4 GHz radio is on the air.  LED indicators (one (1) for high priority, one (1) for low priority) for each channel display active calls as steady ON and pu lse to indicate pending preemption requests. The multimode 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 th e 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 tr affic 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 sate llites (2400 baud and higher)  GSV - Satellites in view (4800 baud and higher)  RMC - Recommended Minimum Navigation Information (1200 baud and higher) The following diagnostic tests are incorporated in the multimode phase selector:  Power up built in test  Communications port tests  Preemption output test call  Detector response test The multimode phase selector sha ll be capable of call bridging. 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. The multimode phase selector shall allow relative priority.

639.02.2 2.2--Card Rack. The required card rack shall pr ovide simplified installation of

a multimode phase selector into controller cabine ts that do not already have a suitable card rack. The card rack shall be factory wired with on e (1) connector, located behind the card slot, and one (1) connector on th e front of the card rack. The card rack connector on the front shall provide for connections to the traffic controller. The Contractor shall verify card rack requir ements with the Engineer prior to submitting this equipment. One (1) version of the card rack shall contai n a 24 VDC power supply to power the phase selector. The power supply shall be capable of being powered by 100-240 VAC 50-60 Hz. Another version of the card rack shall pass 120 VAC through to the rear card rack connector. This version shall 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. Resistive: 10 A, 240 VAC General Use: 7.5 A, 120 VAC 10 A, 30 VDC 7.5 A, 240 VAC 7 A, 30 VDC 1/6 hp, 120 VAC 1/3 hp, 240 VAC

639.02.2 2.3--Electri cal and Environmental Requirements. All equipment supplied as

part of the priority control system intended for use in the controller cabinet shall meet the following electrical and envir onmental specifications spelled out in the NEMA Standards Publication TS2 2003, Part 2: v02.06:  Line voltage variations per NEMA TS2 2003, Paragraph 2.1.2.  Power source frequency per NEMA TS2 2003, Paragraph 2.1.3.  Power source noise transients per NEMA TS2 2003, Paragraph 2.1.6  Temperature range per NEMA TS2 2003, Paragraph 2.1.5  Humidity per NEMA TS2 2003, Paragraph 2.1.5  Shock test per NEMA TS2 2003, Paragraph 2.2.9.  Vibration per NEMA TS2 2003, Paragraph 2.2.8  Non-Destructive Transient immunity NEMA TS2 2003, Paragraph 2.1.8.  Input-output terminals NEMA TS2 2003, Paragraph 2.1.7.  FCC Part 15 Subpart B Class A EMC Standard  Canada ICES-003, Issue 4:2004 Class A EMC Standard  EN50293: 2000 Electromagnetic Compatibility–Road Traffic Signal Systems– Product Standard.  EN 61326-1:2006 EMC Standard.  EN 55011:2007 +A2:2007 EMC Standard.

639.02.2 2.4--Type 1 Emergency Vehicle Preemption.

639.02.2 2.4.1--Intersection Radio/GPS Module. A GPS receiver and antenna shall

obtain the intersection position from the GPS satellite system operated by the DOD. The time information from the GPS satellites shall be used to synchronize the frequency hopping of the 2.4 GHz radio and to time stam p the activity log. Th e GPS receiver and the GPS antenna shall reside inside of the Radio/GPS module. A 2.4 GHz spread spectrum/frequency hopping radio shall provide the communications from the intersection to the vehicle as well as from intersection to intersection, or as shown in the plans. As an alternate, the following Radio/GPS unit and Radio GPS antenna may be used in the intersection. The Radio/GPS antenna shall be a hemispherical dome with a pair of 15-foot coax cables with factory terminated SMA connectors. One (1) of thes e connectors shall have a pin and the other will have a socket. This antenna sh all include one (1) element for receiving the GPS signal and one (1) element for transmitting and receiving the radio signal. This antenna, along with the radio/GPS module, may also be used in the intersection. The radio shall have a maximum transmit power of not more than one (1) watt. The radio shall have an unobstructed range of at least 2,500 feet. The radio will meet FCC Part 15 rules. The radio and the radio antenna shall reside inside of the Radio/GPS module. The Radio/GPS module shall be housed in an impact resistant poly carbonate housing that will include a water resistant wire entry point. It shall contain a water resistant access cover to facilitate cable termination. The Radio/GPS module shall 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 shall communicate to the multimode phase selector via a Radio/GPS cable up to 250 feet in length.

639.02.2 2.4.2--Radio/GPS Cable. The Radio/GPS cable shall deliver sufficient power from the multimode phase selector to the Ra dio/GPS module and will deliver the necessary

quality signal from the Radio/GPS module to the multimode phase selector over a non-spliced distance of 250 feet. Coaxial cable will not be permitted for this cable. The Radio/GPS cable shall deliver sufficient power from the vehicle control unit to the Radio/GPS module and will deliver the n ecessary quality signal from the Radio/GPS module to the vehicle control unit over a non-spliced distance of 50 feet. The cable shall be of durable construction to satisfy the following installations:  Direct burial.  Conduit and mast arm.  Exposed overhead (supported by messenger wire) The outside diameter of the cable shall not ex ceed 0.4 inches. The insulation rating of the cable shall be 300 volts minimum. The temperature rating of the detector cable will be -40°F to +194ºF. The conductors shall be AWG #20 (7x28) stranded and individually tinned. The cable shall be shielded and have a drain wire to provide signal integrity and transient protection. When the aluminum enclosure version of the Radio/GPS module is used, the Radio/GPS cable assembly shall use a 15-pin connector that will mate with the connector on the Radio/GPS module.

639.02.2 2.5--Type 2 Emergency Vehicle Preemption.

639.02.2 2.5.1--Optical Detector.

639.02.2 2.5.1.1--General . The optical detector shall be a light-weight, weather proof device

capable of sensing and transforming pulsed optical energy into electrical signals for use by the traffic signal phase selection equipment.

639.02.2 2.5.1.2--Functional Requirements. The optical detector unit shall perform the

following functions and meet the requirements listed below.

639.02.2 2.5.2--Optical Detector Cable. The optical detector cable shall meet the

requirements listed below.

639.03 Construction Requirements.

639.03.1 Railroad Preemption. The Contractor shall secure all items that are required

to complete the installation. The Contractor shall coordinate with the railroad company for the connection of the Railroad Signal Preemp tion to the railroad controller’s contact closure termination point as indicated in th e Plans. The Contractor shall contact the railroad company prior to starting any construction to obtain any requirements for the connection. During construction, the Contractor shall m eet all railroad requirements to provide the connection including:  Boring, Jacking, or Trenching of casing pipe, conduit, roll pipe, or any other required materials.  Conduit connections into cabinet  Contact closure cable connections on termination blocks When required by the railroad company and an y agreements, the Contractor shall furnish a Flagger to accommodate work within the railroad right of way. The Contractor shall schedule all work to minimize time within the right of way.

639.03.2 Type 1 and Type 2 Emergency Vehicle Preemption.

639.03.2 1--Vehicle Equipment. Equipment shall be the responsibility of the local

maintaining agency for all necessary equipment and installation.

639.03.2 2--Intersect ion Equipment. The Contractor shall install, configure, and

demonstrate a fully functional Emergency Ve hicle Preemption System as shown in the Plans. Contractor shall install all equipment according to the manufacturer’s recommendations. The Type 1 intersection equipment including, the multimode phase selector, intersection Radio/GPS module, associated Radio/GPS cabling, and card rack shall be installed per the manufacturer’s recommendations or as outlined in the plans and/or contract documents. The Type 2 intersection equipment including, the multimode phase selector, intersection optical de tector, associated optical de tector cabling, and card rack shall be installed per the manufacturer’s recommendations or as outlined in the plans and/or contract documents. All installation requirements of the equipment manufacturer shall be followed unless otherwise directed by the En gineer. All necessary equipment shall be mounted in the cabinet and configured according to the Plans, Contract Documents, and manufacturer’s recommendations. The completed installation shall present a neat and positive appearance and shall not in any way interfere with the proper operation of the traffic signal system installation of which it is part.

639.04 Method of Measurement . Railroad Signal Preemption, Optical Detector,

Multimode Phase Selector, Radio/GPS Module will be measured per each. Optical Detector Cable and Radio/GPS Cable will be measured by the linear foot, which measurement will be computed horizontally and vertically along the pole, conduit or messenger cable which the electric cable is placed, from cen ter to center of the several installations comprising the circuits. No extra length will be allowed for cable inside signal heads, drip loops, or sag in aerial supported cable. The terminals for th e measurements of lengths will be considered specifically as the center of the pull boxes, poles, signal heads or controller cabinets. 639.05--Basis of Payment. Railroad Signal Preemption, Optical Detector, Multimode Phase Selector, Radio/GPS Module, Optical Detector Cable and Radio/GPS Cable, measured as prescribed above, will be paid for at the contract price per each or linear foot, which price shall be full compensation for coordinating and accommodating railroad requirements, providing hardware, sealing; te sting, cabling, connections, documentation, configuration, flagger, training, materials, labor, tools, equipment, and all other incidentals necessary to complete the work and provide a fully functional preemption system. Payment will be made under: 639-A: Railroad Signal Preemption - per each 639-B: Optical Detector - per each 639-C: Multimode Phase Selector - per each 639-D: Radio/GPS Module - per each 639-E: Optical Detector Cable - per linear foot 639-F: Radio/GPS Cable - per linear foot SECTION 640 - INDUCTIVE LOOP VEHICLE DETECTION SYSTEMS

640.01 Description. This work consists of furnishing all component materials required

to form complete independent vehicle inductive loop detection systems as specific herein. This includes assembling, constructing, testing, and installing same in conformity with these specifications to ensure properly operati ng units in accordance with the design or as directed.

640.02 Materials . Materials shall include shielded cable, vehicle loop assemblies and

loop detector amplifiers and shall conform to the requirements of this Section.

640.02.1 Conduit. Conduit shall be in accordance with Section 637.

640.02.2 Inductive Loop Detection System. Inductive Loop Detection System shall

consist of the following principal components: two (2) or more turns of insulated loop wire wound in shallow slot sawed in the pavement, lead-in cable from the curbside pull box to the intersection controller cabinet, and an electronics unit housed in a nearby controller cabinet. The functions intended for use with this system include Vehicle Detection and Data Collection – special detection. 640.02.2.1--Loop Detector Wire. Loop detector wire shall be cross-linked polyethylene insulated loop detector wire rated at 600 volts that meets the requirements of IMSA Specification No. 51-3.

640.02.2 2--Loop Detector Lead -In Cable and Shielded Cable. Loop detector lead-in

cable shall be shielded cable conforming to IMSA Specification No. 50-2, for polyethylene insulated, polyethylene jacketed Loop Detector Lead-in Cable. Unless otherwise indicated, the cable shall be AWG # 14, 2-conductor or AWG #18, 4-conductor.

640.02.2 3--Sealant. Sealant material shall be a polyur ethane sealant conforming to the