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IMSA Canadian Prairie Section2012 Annual Conference & Trade ShowTechnical Presentation
GPS Based Emergency Preemption
April 19, 2012
Nathaniel Papay, P.Eng. – EPCOR TechnologiesEric Whitby – EPCOR Technologies
With: Trevor Crawford – City of Spruce Grove
Robert Kosterman – City of Spruce Grove
• Project Overview• Project Structure• Preemption Service Package
• Deployment Details• Site Investigation and Design• Customized Solutions• Field Installation• Testing & Commissioning
• Operation• Benefits• Traffic Maintenance/Upgrades• Enhancements
• Questions
Agenda
Overview
• Project Details– Municipality: City of Spruce Grove
– Scope: Eng/Proc/Const encompassing:
• 22 Intersections
• 10 Vehicles
– Timeline: Jan 2011 – Sept 2011
– System: GTT Opticom GPS (second installation in Western Canada)
Project StructureOwner/Project Sponsor
City of Spruce GroveEngineering Dept Major Stakeholder
City of Spruce GroveFire Services
Consultant
Engineering & Project ManagementEPCOR Technologies
ConstructionEPCOR TechnologiesCommercial Services
Supplier/Technical SupportTrafco Canada
Vehicle Systems InstallerWhyte Communications Inc.
Emergency Preemption Overview
• What is an Emergency Preemption System? – A system that can manipulate traffic signals in the path of an emergency vehicle, stopping conflicting traffic and allowing the emergency vehicle right‐of‐way (or a green light) to pass through uninhibited.
– Helps reduce response times and enhance traffic safety.
ITS Canada Architecture
• ITS Architecture for Canada v.2.0– ``framework for planning, defining, and integrating intelligent transportation systems``
• Service Package: slice of the physical architecture that addresses a specific service
• Pre‐emption is part of the Emergency Routing Service Package
ITS Canada Architecture
GTT GPS Opticom Overview
• Vehicle to Intersection Communication
• Controller determines preemption routines based on direction and speed of vehicle.
Project Schedule
• Project Tendered in July 2010
• Pre‐Contract Site Investigation Sept‐Oct
• Contract Signing December 2010
• Deployment January – August, 2011
• Systems Testing/Tweaking, Aug‐Sept, 2011
Site Investigation – Traffic Inventory
• E/A: Econolite TS2 Cabinets w/ AC3‐1000 or 2100 Controllers with Autoscope
• Traconex TS1 Cabinets w/ TMP 390 Controllers and Loops
• Mix of fully‐actuated and fixed‐timed.
• AWF on HWY 16A
Pre‐Contract Site Investigation
• Report and Findings– Cabinet/Controller Status
• Cabinet space, accessibility to Power
– Cable Pull Status• Conduit space, broken conduits
– Missing Material• Fusing, Traconex D Harness and Cards
– Additional work requirements:• Custom wiring solutions, junction box/conduit repair
No D Harness or Card
Pre‐Contract Site Investigation
– Report Card provided to agency with breakdown of mitigation strategies required to be done and pricing for any additional work
– Cabinets varied from very old to recent
– Cabinet wiring, conduit status varied
Pre‐Contract Site Investigation
• Purpose– Reduce Project Risk to the agency
– Identify and understand issues/complexities
• Results– Greater detail of project timelines
– Increased project cost accuracy before contract signing
– Better design and preparation
– Increase comfort level for owner
Design – Cabinet Wiring• Issue: Power Distribution Accessibility
• Proposed additional fusing for future devices
• Solution: fuse panel and terminal block
GTT Phase Selector
Fuse Block
Preemption TB
D Harness & J‐4 Card
Design – Preemption Timings• 6 possible preempts per intersection
– NB/SB Opposing Throughs
– EB/WB Opposing Throughs
– Each approach with Left‐Turn Movement (as applicable)
SB/NB
WB/EB
SB & SBLT
WB & WBLT
NB & NBLT
EB & EBLT
Design – Preemption Timings• Critical timings for Intersection Safety
– Minimum Green (5‐10s)
– Ped Clearance (7‐18s)
– Yellow Change (3‐4s)
– Red Clearance (2‐3s)
• Delay before signal turns Green from a Red Phase is based on:– Pedestrian Crossing Lengths
– Road Widths
– Min Green
Max Delay ~ 35s (worst case)
Design – Preemption Timings• Left‐Turn Trap Avoidance = Utilize All‐Red Phase
– For intersections that have programmed left‐turn phases.
Without All-Red Phase, NB Left Turn Preemption Call Results in SB Left Turn Trap
Field Installation• Primary Tasks
– Cable Installation
– Antenna Mounting
– Cabinet Wiring
– Controller Programming
– Vehicle Equipment Installation
• Installed on new or existing infrastructure, traffic poles
• TAS: short term traffic interruption of single travel lane for 1‐2 hrs during off‐peak periods.
Testing & Commissioning• Pre‐Field Testing: confirm timings
– Virtual Controller Software
• Field Testing with Test Vehicle– All approaches and sequences
– Comm between intersections
• 45 day User Test Period– Data log review and analysis
– Performance tweaking
• System Inspection and Demonstration
Operations – Benefits
“SGFS has noticed an improved response time in the outlining areas of Spruce Grove with a marked improvement in public and Firefighter safety. Every time a Fire Apparatus or Ambulance respond through an intersection, particularly with a red light, there is the potential for serious collision. The pre‐emptive system has virtually removed this risk from the responses.”
‐ Fire Chief Robert Kosterman
Maintenance/Upgrade Considerations• Part of regular cabinet maintenance
• Adds additional level of complexity to the wiring and programming of signals. Any cabinet upgrades or modifications may negatively affect the pre‐emption.
• Preemption is uniquely setup according to a specific controller type
• Important Points:– Knowledgeable and trained technicians
– Up‐to‐date Documentation
Enhancements
• Central Management Software– Manage Equipment Inventory, Configuration & System Security
– Maintain system performance
– Monitor usage across the system and at intersections
– Requires Municipal Communication Network
Enhancements
• Expanded Integration– Transit Signal Priority
• Additional GPS based Transit features: Next Stop Announcements, Fleet management, Travel Times
– Emergency vehicles from Neighbouring Communities
– Utilization of GPS clocks for Signal Coordination
