Traffic Signal Controller
Programming Guide
June 2006
Mn/DOT Traffic Signal Controller Programming Guide
TABLE OF CONTENTS
1
INTRODUCTION AND BACKGROUND INFORMATION ................................. 1-1
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
2
Goals of Guide .............................................................................................................................. 1-1
Guide Scope ................................................................................................................................. 1-1
Background ................................................................................................................................... 1-1
Overview ....................................................................................................................................... 1-1
Typical Synchro Output for a Single Intersection .......................................................................... 1-3
Typical Synchro Output for a Network by Time of Day Plans ....................................................... 1-6
Cabinet Discussion ....................................................................................................................... 1-7
Traffic Control Operations Summary ............................................................................................ 1-7
INTERSECTION SETUP ................................................................................... 2-1
2.1
2.2
2.3
2.4
3
Controller Interface Overview ....................................................................................................... 2-1
Intersection Turn-On Requirements.............................................................................................. 2-3
Standard Use of Overlap for AWF Programming Example: ....................................................... 2-19
Railroad Preemption Supplemental Information (handout)......................................................... 2-30
LOCAL FREE BY TOD ..................................................................................... 3-1
4
COORDINATION .............................................................................................. 4-1
4.1
Introduction to Coordination Patterns ........................................................................................... 4-1
4.2
Local Intersection Coordination Setup .......................................................................................... 4-4
4.2.1
Offset Change by Smooth Transition ....................................................................................... 4-5
4.2.2
Offset Change by Dwell ............................................................................................................ 4-5
4.2.3
Free to Coordinated Transition ................................................................................................. 4-5
4.2.4
Floating Force-Off ..................................................................................................................... 4-6
4.2.5
Split Demand ............................................................................................................................ 4-7
4.2.6
Split ........................................................................................................................................... 4-8
4.2.7
Split Intervals ............................................................................................................................ 4-9
4.2.8
Permissive Periods ................................................................................................................... 4-9
4.2.9
Yield Point ............................................................................................................................... 4-10
4.2.10 Operator Controller Permissive Periods ................................................................................. 4-11
4.2.11 Permissive Period Example: ................................................................................................... 4-14
4.2.12 Coordinated Phase Split Extension ........................................................................................ 4-16
4.3
Time-of-Day Programs ................................................................................................................ 4-17
4.4
Master Procedure ........................................................................................................................ 4-21
5
FIELD VERIFICATION ...................................................................................... 5-1
5.1
5.2
5.2.1
5.2.2
5.2.3
5.3
5.3.1
5.3.2
5.3.3
5.4
5.4.1
5.4.2
Typical Controller Programming Mistakes and Corrective Action ................................................ 5-7
Field Review .................................................................................................................................. 5-7
Detector Mapping ..................................................................................................................... 5-8
Amplifier Card Settings ............................................................................................................. 5-8
Detector Modes ........................................................................................................................ 5-8
Timing Parameters ........................................................................................................................ 5-8
Vehicle Extension Times .......................................................................................................... 5-8
Green Times ............................................................................................................................. 5-8
Pedestrian Times ...................................................................................................................... 5-8
Coordination .................................................................................................................................. 5-9
Phase Splits .............................................................................................................................. 5-9
Cycle Length ............................................................................................................................. 5-9
June 2006
Page - ii
Table of Contents
Mn/DOT Traffic Signal Controller Programming Guide
5.4.3
Offsets....................................................................................................................................... 5-9
5.5
Example Problem .......................................................................................................................... 5-9
6
MASTER CONTROLLER ................................................................................. 6-1
6.1
6.2
7
Introduction ................................................................................................................................... 6-1
Econolite Master Controller Menus ............................................................................................... 6-1
TRAFFIC RESPONSIVE SETUP ...................................................................... 7-1
7.1
Background Discussion................................................................................................................. 7-1
Typical questions about Traffic Responsive and answers from the experts ........................................... 7-1
7.2
Introduction ................................................................................................................................... 7-2
7.3
Econolite Traffic Responsive Plan Development Process ............................................................ 7-2
7.4
Traffic Responsive Algorithms ...................................................................................................... 7-3
7.5
Traffic ............................................................................................................................................ 7-3
7.6
Key Components ........................................................................................................................... 7-3
7.7
Traffic Responsive Detectors ........................................................................................................ 7-4
7.8
TRP Step 1 .................................................................................................................................... 7-4
7.9
TRP Step 2 .................................................................................................................................. 7-10
7.10
TRP Step 3 ............................................................................................................................. 7-12
7.11
TRP Step 4 ............................................................................................................................. 7-12
7.12
TRP Step 5 ............................................................................................................................. 7-13
7.13
TRP Step 6 ............................................................................................................................. 7-15
7.14
TRP Step 7 ............................................................................................................................. 7-15
7.15
TRP Step 8 ............................................................................................................................. 7-18
7.16
TRP Step 9 ............................................................................................................................. 7-19
8
ADVANCED CONTROLLER APPLICATIONS AND COUNTERMEASURES . 8-1
8.1
8.1.1
8.1.2
8.1.3
8.2
8.3
8.4
8.5
9
Econolite Detector Diagnostic Plan Development Process .......................................................... 8-1
Detector Diagnostic Step 1 ....................................................................................................... 8-2
Detector Diagnostic Step 2 ....................................................................................................... 8-3
Detector Diagnostic Step 3 ....................................................................................................... 8-3
Advanced Local Controller Settings .............................................................................................. 8-8
Econolite Speed Detectors ........................................................................................................... 8-9
Bus Priority .................................................................................................................................. 8-10
Trouble Shooting/Testing ............................................................................................................ 8-11
APPENDIX ........................................................................................................ 9-1
June 2006
Page - iii
Table of Contents
Mn/DOT Traffic Signal Controller Programming Guide
1
Introduction and Background Information
1.1 Goals of Guide
This guide picks up where the Traffic Signal Timing and Coordination Manual
concludes. The goal of this Traffic Signal Controller Programming Guide is to
bridge the gap between traffic analysis and optimization software (i.e.
Synchro) and the traffic signal controller. Programming the traffic signal
controller can be achieved via the front panel in the field or via remote connect
in the office through management software (i.e. Aries).
1.2 Guide Scope
This guide covers the programming of individual intersection controllers
operated in free mode through coordination under master control including non
interconnected coordination (NIC) and time of day coordination (TOD).
The intent of this manual is to
educate Mn/DOT Traffic
Engineering personnel on the
process of developing and
entering necessary data in to
both intersection controllers
and master. It is assumed
that the reader has a
significant level of experience
and knowledge in signal
components and timing
practices.
1.3 Background
Currently, Mn/DOT utilizes three different vendors for its traffic signal controllers, Econolite, Traconex, and Eagle.
For purposes of this guide, the procedures presented will follow the Econolite controller formats. All three vendors
follow the NEMA convention; therefore the principles presented in this guide will be compatible with all Mn/DOT
controllers. Future versions of this guide will include notes on any specific differences between controllers.
The graphic below illustrates the conceptual sequence of Mn/DOT’s traffic educational classes. The graphic is not
intended as the strict sequence, but only as a guide. The key point of this graphic relating to this guide is that the
student should have intermediate level knowledge of traffic signal systems before working with intersection
controllers.
1.4 Overview
Currently, Mn/DOT uses the traffic signal timing optimization program Synchro to develop traffic signal timing plans.
Synchro optimizes the following timing parameters: Cycle Length, Offsets, and Phase Splits (often referred to as
COS) based on the input parameters coded (i.e. traffic volume, geometry, operational settings, etc.). However, the
signal timing analyst utilizes many timing/control parameters beyond cycle/offset/split. Examples of those
parameters include Yellow and All Red intervals, Walk and Flash Don’t Walk intervals, etc. These parameters are
developed through a combination of jurisdictional experience, calculated off-line (prior to use in Synchro or controller)
based on the physical characteristics of the intersection, and determined through sound traffic engineering judgment.
The graphic that follows illustrates the integration of data needs between Synchro and the controller. Some data is
specific to Synchro, some data specific to the controller, and a body of parameters/data that will be used by both
Synchro and the controller.
June 2006
Page 1-1
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
Synchro
Specific Data
Intersection
Parameters
Controller
Specific Data
(offline calculations)
Layout
Geometry
Volume
Timing/Phasing
Preemption,
detectors,
permissives, etc.
Yellow, Red, Walk,
FDW, etc.
Synchro
Traffic Signal
Controller
Capacity Analysis and Timing
Optimization Package
Data entry through front
panel or traffic
management system (i.e.
Aries)
Free Mode: MAX times
Coordination: Lead/Lag, Cycle, Offset, Split Pattern
Overview of Relationship Between Intersection Data, Synchro, and Controller
The analyst needs to fully understand the dynamics and interrelationships between timing parameter (COS) changes
and intersection controller settings (recall, passage, etc.) and their affects on traffic flow and safety. Chapter 5
covers several common issues related to field adjustments to timing plans.
Detailed information on the development of COS patterns and additional timing parameters are covered in the Traffic
Signal Timing and Coordination Manual (available at http://www.dot.state.mn.us/trafficeng/education/index.html).
June 2006
Page 1-2
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
1.5 Typical Synchro Output for a Single Intersection
The image illustrated below is the Synchro “Phases: Timings” report. This report includes a wide variety of data,
some which is not needed for your controller. In addition, some of the data values are calculated “off-line” and are
inputs into Synchro and the controller (see the previous graphic on page 1-2). A brief explanation of each of these
data items is described in the table following this figure.
Sample Synchro Phases: Timings Report
See definition below for each line item from the Synchro print-out
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
Synchro Output, Input to Controller
Synchro Output, Input to Controller (sec)
Synchro Output, Input to Controller (%)
Synchro Output, Input to Controller (170)
Synchro Output, Input to Controller
27
28
29
Offset Not shown - Synchro Output
30
The following table is a brief definition of the items listed in the above Synchro report. The line number corresponds
to the number in the graphic above. A full explanation of these items is detailed in the MnDOT Traffic Signal Timing
and Coordination Manual.
June 2006
Page 1-3
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
Line
No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
Description
Phase Number is the number assigned to the movement. In Synchro, use the same number that you would use within
the controller. The phase numbers are assigned in the Configuration Submenu detailed in Chapter 2.
Movement is simply the movement direction assigned to the Phase Number. In Synchro, NB is always up. In the
controller, this information can be assigned in the Phases in Use, [F1]-1-2.
Lead/Lag is an input and output feature of Synchro. This setting can be changed to test your current lead/lag left turn
treatments. During an optimization, this can be tested for optimal conditions and will serve as an input into the controller.
The Lead/Lag phases may change over the course of the day, week or year. The method to change from lead to lag
(and visa versa) will be discussed in the sections that follow.
Lead-Lag Optimize is a user defined feature used during the optimization process of Synchro. If it is desired to look at
leading and lagging lefts during optimization, this can be set to Yes, Fixed if fixed as the set value. Take caution not to
use lead/lag lefts with protected/permissive signals.
Recall Mode defines the type of recall used in the Synchro analysis. This is a setting that is determined by the user,
and not by Synchro.
Maximum Split (s) is the split value in seconds. In Synchro, this will be the optimal split after an optimization. If the
controller is set to Actuated-Coordinated, this will be the split used for the appropriate Pattern data, [F1]-3-4.
Maximum Split (%)is the same value as above, but shown in percents. In the controller, the user defines whether to
enter data in splits or percents.
Minimum Split is a value that is ONLY used in your Synchro analysis. This value is not set in the controller. During the
optimization process in Synchro, the Maximum Split will not be allowed to go below this value.
Yellow Time is an input value into Synchro. This value is calculated off-line prior to analysis in Synchro or input into the
controller.
Red Time is an input value into Synchro. This value is calculated off-line prior to analysis in Synchro or input into the
controller.
In Synchro, the Minimum Initial is the minimum green that the phase will show. The controller may use a different
feature, such as minimum green, extenible green, etc. Refer to the Traffic Signal Timing and Coordination Manual for
further details.
The Vehicle Extension value in Synchro is calculated off-line as presented in the Traffic Signal Timing and
Coordination Manual. In the controller, this may be referred to as the passage time, gap time or vehicle extension.
Minimum Gap is an off-line value that is an input into Synchro. This is a value for volume density gap reduction.
The Time Before Reduce is used for volume density gap reduction. It is determined off-line and is an input into
Synchro and the controller.
Time to Reduce is used for volume density gap reduction. It is determined off-line and is an input into Synchro and the
controller.
Walk Time is an input value into Synchro. This value is calculated off-line prior to analysis in Synchro or input into the
controller.
Flash Don’t Walk Time is an input value into Synchro. This value is calculated off-line prior to analysis in Synchro or
input into the controller.
Dual Entry is an input value into Synchro and the controller. If set, this phase appears when a phase is showing in
another ring and no calls or recalls are present within this ring and barrier.
Inhibit Max in Synchro is an input used within Synchro for Actuated-Coordinated systems. When Yes, a non
coordinated phase can show more than its maximum time when it starts early. The Maximum value used in Synchro is
the Maximum Split. In an Econolite controller, the Maximum Time is that which is taken from Timing Data section, not
the Pattern Data. This actually makes Synchro’s definition of Inhibit Max equal to the Econolite definition of Floating
Force Off, [F1]-3-1.
Start Time is a Synchro output term used to define the beginning of green referenced to the local clock. It is not an
input in the controller.
End Time is a Synchro output term used to define the end of green referenced to the local clock. It is not an input in the
controller.
Yield/Force Off Is the phase yield or force-off time, referenced to the system clock, beginning of yellow. It is not an
input in the controller.
Yield/Force Off 170 Is the phase yield or force-off time, referenced to the system clock, beginning of flashing don’t
walk. It is not an input in the controller and used for 170 style controllers.
June 2006
Page 1-4
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
Line
No.
24.
25.
26.
27.
28.
29.
30.
31.
Description
Local Start Time is the same values as above except referenced to the local offset point. It is not an input in the
controller.
Local Yield is the same values as above except referenced to the local offset point. It is not an input in the controller.
Local Yield 170 is the same values as above except referenced to the local offset point. It is not an input in the
controller.
The Cycle Length in Synchro will be the optimal cycle after an optimization. If the controller is set to ActuatedCoordinated, this will be the split used for the appropriate Pattern data, [F1]-3-4.
Controller Type is the type of controller being analyzed by Synchro. This is not an input into the controller, but is
determined by other settings within the controller.
Natural Cycle is an output value simply used by Synchro and is not a controller input.
Splits and Phases diagram graphically illustrates the phases, movements and split times.
Offset (not shown) is used for Coordinated systems. The offset, reference point, reference phases and actual offset are
displayed. The offset is given in seconds and percents. In the controller, this is set in the pattern data
It is worth noting again that Synchro analysis evaluates a specific period of time with a specific set of parameters (i.e.
the previous Synchro timing report lists a single MAX split time). MAX 2 and MAX3 times can be developed using
Synchro or through a Critical Lane Analysis. See the Traffic Signal Timing and Coordination Manual for further
details.
The image that follows illustrates the Phases: Timings report from Synchro for three analysis periods (MAX 1, 2, 3).
June 2006
Page 1-5
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
Once the basic timing parameters are developed the remaining value of Synchro will be in the development of
multiple COS patterns that reflect desired operation to service traffic demand across various times of day.
1.6 Typical Synchro Output for a Network by Time of Day Plans
The following table illustrates a Cycle/Offset/Split Matrix by Time of Day and Plan ID
Sample Consolidated Synchro Output: COS Matrix by Plan ID
Pattern*
1
COS
111
2
211
3
311
4
411
Intersection
T.H. 36 & McKnight Rd. N
T.H. 36 & 1st St. N
T.H. 36 & Margaret St. N
T.H. 36 & T.H. 120
T.H. 36 & Hadley Ave. N
T.H. 36 & McKnight Rd. N
T.H. 36 & 1st St. N
T.H. 36 & Margaret St. N
T.H. 36 & T.H. 120
T.H. 36 & Hadley Ave. N
T.H. 36 & McKnight Rd. N
T.H. 36 & 1st St. N
T.H. 36 & Margaret St. N
T.H. 36 & T.H. 120
T.H. 36 & Hadley Ave. N
T.H. 36 & McKnight Rd. N
T.H. 36 & 1st St. N
T.H. 36 & Margaret St. N
T.H. 36 & T.H. 120
T.H. 36 & Hadley Ave. N
* See Weekly Program 1 for TOD
+ Note: Offset Referenced to TS2 - First Green
S1
22
16
15
24
23
15
19
17
15
20
15
15
17
15
20
15
15
15
15
24
S2
41
75
75
41
57
28
34
44
31
38
31
47
49
33
41
63
107
96
68
75
S3
18
15
15
15
Split (sec)
S4
S5
37
15
30
37
40
22
15
15
20
15
24
24
27
22
17
15
20
15
24
27
29
22
17
17
22
19
39
52
51
17
33
27
S6
48
91
75
50
60
28
53
44
31
38
31
62
49
31
39
59
122
94
50
72
S7
15
15
15
21
S8
20
29
30
40
40
20
32
24
24
27
22
28
24
27
29
50
28
39
46
51
Cycle
120
120
120
120
120
85
85
85
85
85
90
90
90
90
90
150
150
150
150
150
Offset
0
58
49
6
66
0
1
38
83
37
0
2
40
2
54
0
19
67
133
35
Lead
Phases
15
2
16
2357
26
25
1
25
2357
16
25
1
25
2357
26
16
1
26
2357
25
Coord
Phase
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
26+
The terms Pattern and COS are discussed in detail in Chapter 4, Coordination.
The table above represents four patterns that are selected on a Time of Day (TOD) basis, with the intention of
adequately serving the traffic flow during those time periods. The signal timer should analyze traffic flow data to
determine appropriate times of day to run and change patterns. An example of this weekly and daily schedule for the
various patterns is illustrated on page 4-2.
The table above was created using Synchro’s Universal Traffic Data format. The Pattern/COS items represent four
different Synchro files. The following gives instructions on created a table as shown above:












June 2006
Open the Synchro file with the first COS/Pattern.
In Synchro, use the command Transfer > Data-Access
Switch to the ‘Timing’ tab of the UTDF Database Access dialog
Press the [Select] button and enter a filename for your file
Choose the ‘Save as type’ csv format
Select [Save]
Enter a ‘Timing Plan Name’ (example 111 or AM Peak)
Press [Write] to create the file
Open a the next Synchro file with the second COS/Patter
Follow the above steps (Write to the same csv file to add the
data to the existing file)
Write additional Synchro files to the csv file
Open the CSV file with a spreadsheet and format
Page 1-6
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
1.7
Cabinet Discussion
The NEMA Type TS-1 controller assembly consists of the controller unit, conflict monitor unit, detectors, load
switches and other peripheral equipment, all in an enclosure. The TS-1 controller unit is a shelf mounted unit with
cabling ports on the front panel. These cables are labeled A, B and C, and some controllers have an optional D
cable. The cables are constructed so they cannot be connected to the incorrect ports. The A cable provides the
power to the controller unit as well as inputs and outputs to the cabinet. The B and C cables provide inputs and
outputs as well. The D connector provides communication (in an Eagle system), preemption and expanded detection
capabilities.
Unlike 170 controllers, NEMA controllers have imbedded software (or firmware) that cannot be easily altered by the
user. A liquid crystal display (LCD) and keypad are provided for front panel data entry.
The TS-1 Conflict Monitor Unit (CMU) is a shelf mounted and connected by cables. The CMU monitors the cabinet
field wiring terminals for voltage on conflicting signal indications. Allowable phases are programmed into the CMU.
The CMU also monitors cabinet voltages to ensure the proper operating range.
The TS-2 controller assembly consists of a controller unit, malfunction management unit (MMU), detectors, bus
interface units (BIU), load switches and other peripheral equipment all in an enclosure. The NEMA TS-2 controller
unit is shelf mounted with connections on the front panel. There are two types of TS-2 controller units. The Type 1
unit uses a Serial connection to the peripheral devices, with a separate power connector. The Type 2 unit provides
the TS-1 A, B, C and optional D connectors as well as the Serial port. The advantage of the Type 2 controller is that
it can be installed in a TS-1 cabinet, reducing the number and variety of spares needed.
The TS-2 MMU is more advanced than the TS-1 CMU. In addition to monitoring all of the operating and conflict
voltages, the MMU communicates with the controller unit. TS-2 controllers also use bus interface units for
communication between the various control components. This simplifies cabinet wiring and provides greater
flexibility and power. The BIU provides the communication interface between various components in the controller
assembly, similar to a office computer network.
Mn/DOT currently uses TS-1 cabinets. The decision to go to TS-2 is generally based on detector needs.
1.8 Traffic Control Operations Summary
The following graphic illustrates the relationship between local controllers, the master controller and their use of Free
Mode, Non-Interconnected Coordination and Master control. The graphic also illustrates the hierarchy of traffic
operations control from an intersection operating in Free Mode to system Traffic Adaptive control.
June 2006
Page 1-7
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
[This page intentionally left blank.]
June 2006
Page 1-8
Introduction and Background Information
Mn/DOT Traffic Signal Controller Programming Guide
2
Intersection Setup
The concept of this chapter is to take software (i.e. Synchro) output and basic timing parameters and input them into
the individual intersection controller under free mode operation. At the end of this chapter the intersection controller
should be operating as a stand-alone intersection capable of Free Mode operation. The steps developed in this
chapter are intended to follow the sequence of intersection controller setup (i.e. function driven, not menu driven).
The tables that follow are set up with the Controller front panel display on the left side of the tables that follow and the
associated Aries display on the right side. The number on the far left illustrates the key strokes from the front panel
of the controller. The focus of this class will be to use the front panel to enter data as well as a cursory introduction to
Aries.
2.1 Controller Interface Overview
The following information covers the front panel displays for the intersection controller and will provide an overview of
the controller sub menus.
Keypad and Menu
Function Buttons
Front Panel
LCD
Intersection Controller (Econolite ASC/2S-2100)
A,B,C & D
connectors
Communications
Ports
The menu driven tree structure for Econolite is shown on the following page
June 2006
Page 2-1
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
Econolite Local Controller Screen Tree Diagram:
To be utilized by repair
technicians.
*Controller Version is obtained by pressing [F1], [8], [5].
June 2006
Page 2-2
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2.2
Intersection Turn-On Requirements
[F1]
Controller Main Menu
ASC/2 MAIN MENU
1. CONFIGURATION
6. DETECTORS
2. CONTROLLER
7. STATUS DISPLAY
3. COORDINATOR
8. UTILITIES
4. PREEMPTOR
9. DIAGNOSTICS
5. NIC/TOD
PRESS KEYS 1..9 TO SELECT
Main Menu (F1)
Use this menu to navigate to all submenus, select the submenu desired using the panel number pad. Use the [F1]
button to get back to this main menu.
8-5
Sign On
* * *
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
* * *
* * * * * * * * * * * * * * * * * * *
*
ECONOLITE CONTROL PRODUCTS, INC.
*
ASC/2-2100
*
Copyright © 1992
*
*
Solving tomorrow's traffic
*
problems. .. today
*
*
VERSION
SOFTWARE ASSY
*
32783
1.22
BOOT
*
32787
1.26
MAIN PROGRAM
*
XXXXX
1.00
APPLICATION
*
32789
1.28
HELP
*
32790
C8000
CONFIGURATION
*
*
*
* * * * * * * * * * * * * * * * * * *
Main Menu (F1)-8-5
Aries will display configuration version of last saved upload from the field. This is a useful tool to determine if the
software has been changed. Aries will notify you of the change when you perform an upload and compare.
1
Configuration Submenu
CONFIGURATION SUBMENU
1. CONTROLLER SEQ
6. PORT 3
2. PHASES IN USE
7. ENABLE LOGGING
3. PH TO LS ASSIGN
8. OPTIONS
4. SDLC OPTIONS
9. MMU PROGRAM
5. PORT 2
PRESS KEYS 1..9 TO SELECT
Main Menu (F1)-1
Use this submenu to navigate input screens; select the submenu desired using the panel number pad.
June 2006
Page 2-3
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
1-1
Controller Sequence
CONTROLLER SEQUENCE
- - - - - PRIORITY
R1
R2
CG
- - - - -
1 1
1..2..3..4..5..6..7..8..9..0..1..2
1 2| 3 4| 9 10| 0 0 0 0 0 0
5 6| 7 8|11 12| 0 0 0 0 0 0
.
^ .
^ .
^
.
.
.
.
.
1
.
R1,R2 = RING 1 AND 2 PHASE ASSIGNMENT.
CG
= BARRIER LOCATION BETWEEN
CONCURRENT PHASE TIMING GROUPS.
END OF SUBMENU
Main Menu (F1)-1-1
The controller sequence defines the order in which the phases will occur for ring 1 and 2. The default order is shown
above for ring 1 and ring 2.
- Cannot be changed in Aries (can be viewed)
- Not normally used to change to lag, might consider changing it here is you wanted a left to
permanently lag (i.e., poor geometry).
- Might change for a non-standard intersection.
- Caution: changes made here must work with cabinet wiring and conflict monitor.
- Intersection must be in flash to change this menu screen.
- General rule is not to change this.
1-2
Phases in Use
PHASES IN USE
- - - - -
PHASES IN USE
EXCLUSIVE PED
PHASE NUMBER
- - - - -
1
1 2 3 4 5 6 7 8 9 0
X X X X X X X X . .
. . . . . . . . . .
1
1
.
.
1
2
.
.
END OF SUBMENU
Main Menu (F1)-1-2
June 2006
Page 2-4
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
Synchro Splits and Phasing Structure (TH 36 & Hadley)
Define the phases that are used for the intersection and any exclusive pedestrian phases. In Synchro, the phase
numbers assigned are shown in row 1 of the sample Synchro report on page 1-4.
 Can be changed in Aries
 Aries screen can include direction labels (EB, W-S, etc.)
 If the phase is left in use, but not utilized in subsequent timing parameters, it will be ignored (but should be
removed as good practice, especially for start-up).
Example: For TH 36 & Hadley phases 3 and 7 would not be used.

1-3
Direction labels in Aries do NOT appear in the controller.
Phase to Load Switch (MMU) Assignment
PHASE TO LOAD SWITCH (MMU) ASSIGNMENT
LOAD
SWITCH
(MMU)
CHANNEL
1
2
3
4
5
6
7
8
SIGNAL
DRIVER
GROUP
PH/OLAP PED
1
.
2
.
3
.
4
.
5
.
6
.
7
.
8
.
LOAD
SWITCH
(MMU)
CHANNEL
9
10
11
12
13
14
15
16
SIGNAL
DRIVER
GROUP
PH/OLAP PED
2
X
4
X
6
X
8
X
13
.
14
.
15
.
16
.
ENTER 13 - 16 FOR OVERLAPS A - D
END OF SUBMENU
Main Menu (F1)-1-3
This is not generally used by Mn/DOT at this time (TS2 Type 1 application), but might be used by other agencies.
June 2006
Page 2-5
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
1-4
SDLC Options/Enables
SDLC OPTIONS/ENABLES
TERM & FACIL..
DETECTOR RACK..
- 1
.
.
2
.
.
BIU
3 4
. .
. .
NUMBERS
5 6 7
. . .
. . .
- - 8
.
.
TYPE 2 RUNS AS TYPE 1.. .. .. .. .. .. .. ..
MMU DISABLE .. .. .. .. .. .. .. .. .. .. .. X
DIAGNOSTIC ENABLE (TEST FIXTURE)
.. .. ..
PEER TO PEER ENABLE.. .. .. .. .. .. .. .. ..
PEER TO PEER ADDRESSES:
1) 255 2) 255 3) 255 4) 255
6) 255 7) 255 8) 255 9) 255
5) 255
10) 255
END OF SUBMENU
Main Menu (F1)-1-4
Synchronous Data Link Control (SDLC) is not generally used by Mn/DOT at this time (TS2 Type 1 application), but
might be used by other agencies. Exception: use of Autoscope in a TS-1 cabinet.
1-5
June 2006
Port2 Configuration
Page 2-6
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
PORT2 CONFIGURATION
PORT2 PROTOCOL.. .. .. .. .. .. .. ..
PORT2 ENABLE. .. .. .. .. .. .. .. ..
AB3418 ADDRESS.. .. .. .. ..
AB3418 GROUP ADDRESS. .. ..
AB3418 RESPONSE DELAY .. ..
AB3418 SINGLE FLAG ENABLE
AB3418 DROP-OUT TIME. .. ..
AB3418 TOD SF SELECT. .. ..
DTE/DCE SELECT.. .. .. .. ..
DATA RATE (BPS). .. .. .. ..
DATA, PARITY, STOP .. .. ..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
TERMNL
NO
0
0
0
NO
0
0
DTE
9600
8, N, 1
END OF SUBMENU
Main Menu (F1)-1-5



June 2006
Port 2: Used to connect laptop to controller.
Used for data download from controller to laptop (Aries on laptop).
Aries and controller settings must match to allow communication between laptop and controller.
Page 2-7
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
1-6
Port3 Configuration
PORT3 CONFIGURATION
Port3
PORT2 PROTOCOL.. .. .. .. .. .. .. ..
Port3
PORT2 ENABLE. .. .. .. .. .. .. .. ..
TERMNL
YES
TELEMETRY ADDRESS. .. .. .. .. .. ..
SYSTEM DETECTOR 9-16 ADDRESS .. ..
TELEMETRY RESPONSE DELAY.
.. .. ..
1
0
6000
AB3418
AB3418
AB3418
AB3418
AB3418
AB3418
ADDRESS.. .. .. .. ..
GROUP ADDRESS. .. ..
RESPONSE DELAY .. ..
SINGLE FLAG ENABLE
DROP-OUT TIME. .. ..
TOD SF SELECT. .. ..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
0
0
0
NO
0
0
Main Menu (F1)-1-6
DUPLEX - HALF OT FULL .. .. .. .. ..
MODEM DATA RATE (BPS) .. .. .. .. ..
DATA, PARITY, STOP .. .. .. .. .. ..
FULL
1200
8,0,1
Telemetry configuration parameters.



June 2006
Port 3 allows communication with the master.
Each telemetry address must be unique (typical numbering convention might be west to east or south to
north).
When determining telemetry address, plan for future expansion.
Page 2-8
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

This telemetry address can only be programmed on the controller and can not be downloaded from
Aries. However once a telemetry address has been programmed, this address as well as all other controller
programming can be uploaded into Aries. Special care should be used when assigning these addresses to
avoid confusion. Mn/DOT will typically assign address numbers the same way as stationing (west to east
and south to north).
1-7
Enable Event Logs
ENABLE EVENT LOGS
CRITICAL RFE'S (MMU/TF) .. .. ..
NON-CRITICAL RFE'S (DET/TEST).
DETECTOR ERRORS. .. .. .. .. .. ..
COORDINATION ERRORS.. .. .. .. ..
MMU FLASH FAULTS .. .. .. .. .. ..
LOCAL FLASH FAULTS .. .. .. .. ..
PREEMPT.. .. .. .. .. .. .. .. .. ..
POWER ON/OFF
.. .. .. .. .. .. ..
LOW BATTERY .. .. .. .. .. .. .. ..
SPARE.. .. .. .. .. .. .. .. .. .. ..
ALARM 1.. .. .. .. .. .. .. .. .. ..
ALARM 2.. .. .. .. .. .. .. .. .. ..
ALARM 3.. .. .. .. .. .. .. .. .. ..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
X
X
X
X
X
X
X
X
X
X
ADDITIONAL SCREEN(S)
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
ALARM
4..
5..
6..
7..
8..
9..
10.
11.
12.
13.
14.
15.
16.
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
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..
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..
..
..
..
..
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..
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..
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..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
Main Menu (F1)-1-7









June 2006
Event logs are optional and will not impact intersection operations.
Where to decide if you are going to log events that occur in the field, such as pre-empt.
Can dial-up and upload or view locally on the screen
The X indicates that you will enable the report (but this doesn’t set the alarm)
Enables logging of alarms
The settings shown above are not the normal settings.
All alarms 1-15 must be wired.
Local controller alarms can not be labeled
System Alarms can be labeled at the bottom of the Aries Zone Manager.
Page 2-9
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
1-8
Options
OPTIONS
SUPERVISOR ACCESS CODE.
.. .. .. .. .. OOOO
DATA CHANGE ACCESS CODE
.. .. .. .. .. OOOO
KEY CLICK ENABLE .. .. .. .. .. .. .. ..
YES
BACKLIGHT ENABLE .. .. .. .. .. .. .. ..
YES
END OF SUBMENU
Main Menu (F1)-1-8




1-9
This is where you set an access code for the controller.
Check with agency to see if this is used. Caution: Make sure all authorized personal know the access
code.
Can also alter the settings for the key click and LCD backlight.
Mn/DOT does not typically use and access code.
MMU Program
MMU PROGRAM
CAN SERVE WITH:
1 1
PHASE
6 5
1
. .
2
. .
3
. .
4
. .
5
. .
6
. .
7
. .
8
. .
9
. .
10
. .
11
. .
1
4
.
.
.
.
.
.
.
.
.
.
.
1
3
.
.
.
.
.
.
.
.
.
.
.
1
2
.
.
.
.
.
.
.
.
.
.
.
1
1
.
.
.
.
.
.
.
.
.
.
1
0
.
.
.
.
.
.
.
.
.
9
.
.
.
.
.
.
.
.
8
.
.
.
.
.
.
.
7
.
.
.
.
.
.
6 5 4 3 2
. . . . .
. . . .
. . .
. .
.
ADDITIONAL SCREEN(S)
Main Menu (F1)-1-9
MMU PROGRAM
CAN SERVE WITH:
1 1 1 1 1 1 1
PHASE
6 5 4 3 2 1 0 9 8 7 6 5 4 3 2
12
. . . .
13
. . .
14
. .
15
.
Malfunction Management Unit, TS2 version of the conflict monitor.
(Refer to Econolite Manual)
June 2006
Page 2-10
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2
Controller Submenu
CONTROLLER SUBMENU
1. TIMING DATA
6. START/FLASH DATA
2. PH OVLP ASSIGN
7. NO SERVE PHASES
3. PED CARRYOVER
8. DIMMING
4. RECALL DATA
9. OPTION DATA
5. OVERLAP DATA
PRESS KEYS 1..9 TO SELECT
Main Menu (F1)-2
2-1
Controller Timing Data
CONTROLLER TIMING DATA
PHASE.. ..
MIN GRN..
BIKE GRN.
CS MGRN..
WALK .. ..
PED CLR..
VEH EXT..
VEH EXT2.
MAX EXT..
MAX1.. ..
MAX2.. ..
MAX 3. ..
DET MAX..
1 .. 2 .. 3 .. 4 .. 5 .. 6 .. 7 .. 8
5
5
5
5
5
5
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
3
0
3
0
3
0
7
0
7
0
7
0
7
5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0
0
0
0
0
0
0
0
35
35
35
35
35
35
35
35
40
40
40
40
40
40
40
40
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
MORE ->
Main Menu (F1)-2-1
(phases 9-12 not shown)
CONTROLLER TIMING DATA
PHASE.. ..
YELLOW. ..
RED CLR..
RED RVT..
1 .. 2 .. 3 .. 4 .. 5 .. 6 .. 7 .. 8
3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
ACT B4 ..
SEC/ACT..
MAX INI..
TIME B4..
CARS WT..
TTREDUC..
MIN GAP..
0
0.0
30
0
0
0
0.0
0
0.0
30
0
0
0
0.0
0
0.0
30
0
0
0
0.0
0
0.0
30
0
0
0
0.0
END OF SUBMENU
0
0.0
30
0
0
0
0.0
0
0.0
30
0
0
0
0.0
0
0.0
30
0
0
0
0.0
0
0.0
30
0
0
0
0.0
MORE ->
(phases 9-12 not shown)
June 2006
Page 2-11
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

MIN GRN (Minimum Green), Shortest possible vehicle green time, before any added initial or vehicle
extensions*, Synchro Report (page 1-3) line 11.

Bike GRN (Bike Green), specific to Econolite, currently not used by Mn/DOT.

CS MGRN (Conditional Service Minimum Green), Minimum green time for conditionally serviced phases
(Take caution: be sure to know how this works. Only experienced users should use this feature). Only use if
protected, and if the opposing is not a permissive left turn. Can be done on a TOD. Conditional Service is
enabled in Controller Option Data, see page 2-22.

WALK, pedestrian walk time*, Synchro Report (page 1-3) line 16.

PED CLR (Pedestrian Clearance), Flashing Don’t Walk time*, Synchro Report (page 1-3) line 17.

VEH EXT (Vehicle Extension), Passage time/extension time*, Synchro Report (page 1-3) line 12.

VEH EXT 2 (Vehicle Extension 2) or Alt Vehicles Extension in Aries. Vehicle Extension period 2 operates
like VEH EXT but is activated by time of day (TOD), thus allowing you to bring up Ext 2 on a TOD basis.
Can be used instead of VEH EXT. , Synchro Report (page 1-3) line. This can be a useful setting to increase
the extension on a time of day basis. For example, if you have a large amount of trucks during the middle of
the night.

MAX EXT (Maximum Extension), if a green interval is terminated due to a vehicle extension max-out for two
consecutive cycles, the max time in effect (MAX1 or MAX2) automatically extends successive increments of
max extension time. Max time increases by MAX EXT each time it maxes-out, but stops adding MAX EXT
June 2006
Page 2-12
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
when equal to MAX3. If, however, the phase gaps out on two consecutive cycles before max time reaches
MAX3, the max timer is reset. When MAX EXT is used (MAX EXT>0), MAX 3 becomes the maximum green
time and must be greater than MAX1 and MAX2. When MAX EXT is not used (MAX EXT = 0), the maximum
green time is equal to the selected max timer (MAX 1, 2, or 3). If you have a bad detector, it could go to
MAX3 often. If you have huge fluctuations in traffic, this may be ideal to use. (maybe an Econolite specific
thing). Again, use with caution. Refer to the graphic below.
Beginning of Phase Due to Actuation or Recall
Maximum Green (Max 1 or Max 2)
allowed in the presence of an
opposing call.
Min. Initial*
Beginning of Extensible Portion
or of Rest if No Further Demand
Added Initial*
1
Maximum Green (Max 1 or Max 2)*
Yel
Red
Extensible Portion (extended by veh. Actuation)
Maximum time in effect is extended by the max
extention if prior green intervals max-out two
consequtive cycles
Yel
2
Phase Ends
Red
Maximum time is extended by
the maximum extension
(under sufficient demand) up
to Max 3 time
Maximum Extension
Yel
3
Red
Maximum Extension
4
Yel
Red
Yel
Red
Maximum Extension
Max 3*
* - Indicates Preset Timing Adjustment
Notes:
1. Under normal conditions, phase will max-out with sufficent demand under prevaling Max1 or Max2.
2. If condition 1 terminates for two consequtive cycles, the maximum time in effect will extend by one maximum extension.
3. If the new maximum established in condition 2 terminates due to max-out, the maximum will be extended by an
additional maximum extension
4. The maximum will continue to extend by the maximum extension if the prior phase maxed-out until the Max 3 settings
has been reached.

MAX 1, Maximum Green time allowed in the presence of an opposing call. For Mn/DOT use, typically set to
AM conditions (user preference). Synchro Report (page 1-3) line 6 (in seconds) and 7 (in percent). Max 1 is
typically in effect unless called by time of day program step.

MAX 2, Maximum Green time allowed in the presence of an opposing call. For Mn/DOT use, typically set to
PM conditions. , Synchro Report (page 1-3) line 6 (in seconds) and 7 (in percent).

MAX 3, Maximum Green time allowed in the presence of an opposing call. For Mn/DOT use, typically set to
absolute peak conditions * margin, Synchro Report (page 1-3) line 6 (in seconds) and 7 (in percent). Refer
to MAX EXTEND and the graphic above.
o

June 2006
Note: All maximum green times will only start timing when there is an opposing call.
DET MAX, Detector Fail Maximum Green Time. Maximum green time allowed per phase when its assigned
detector is sensed as failed and the fail action has been programmed to this setting (DETECTOR FAIL
ACTION = 3, Detectors Menu). Refer to Chapter 8 for more information.
Page 2-13
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

YELLOW, Yellow Clearance time, time allowed for the yellow interval timing on a phase*, Synchro Report
(page 1-3) line 9.

RED CLR, Red Clearance time, length of All-Red clearance following yellow interval*, Synchro Report (page
1-3) line 10.

RED RVT, Red Revert, minimum red time before immediate phase re-service. Red revert intervals times
concurrently with red clearance period. Used during pre-empt, red rest. Shortest red that you will have if you
go back to the phase you just left.
o
o
If EVP detection occurs during yellow, phase will go to red revert and then pre-empt phase.
Under low volume conditions with rest in red, if phase gaps-out and a call is received on the same
phase, RED RVT will be serviced prior to green.

ACT B4, Actuations Before, number of actuations received during the yellow and red intervals before adding
time to initial green. Comment, might be adjusted in the field*.

SEC/ACT, seconds per actuation (added initial), time by which the variable initial time period is increased
from zero with each vehicle actuation received during associated phased yellow and red intervals*.

MAX INI, Maximum Initial time, maximum initial green time allowed.

TIME B4, Time Before (Reduction), Volume density setting, length of time before start of gap reduction.
Begins timing when phase is green and there is a conflicting serviceable call*, Synchro Report (page 1-3)
line 14

CARS WT, Cars Waiting before reduction, number of cars waiting before starting gap reduction.

TTREDUC, Time to Reduce, volume density setting, length of time before reaching minimum gap*, Synchro
Report (page 1-3) line 15

MIN GAP, Minimum Gap, volume density setting, minimum time between vehicle actuations before GAPOUT*, Synchro Report (page 1-3) line 13

Important: Field observations are very important and adjustments are often needed. These are the items
that truly need practical experience with field controllers.
*See Mn/DOT Traffic Signal Timing and Coordination Manual for discussion and determination of this parameter.
June 2006
Page 2-14
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2-2
Phase Overlap Assignments
PHASE OVERLAP ASSIGNMENTS
OVERLAP CONSISTS OF
OVLP PHASE
1 2
1
X .
2
. X
3
. .
4
. .
5
. .
6
. .
7
. .
8
. .
9
. .
10
. .
11
. .
12
. .
END OF SUBMENU
PHASES:
3 4 5
. . .
. . .
X . .
. X .
. . X
. . .
. . .
. . .
. . .
. . .
. . .
. . .
6
.
.
.
.
.
X
.
.
.
.
.
.
7
.
.
.
.
.
.
X
.
.
.
.
.
8
.
.
.
.
.
.
.
X
.
.
.
.
9
.
.
.
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.
.
X
.
.
.
1
0
.
.
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.
.
.
X
.
.
1
1
.
.
.
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.
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.
.
.
X
.
1
2
.
.
.
.
.
.
.
.
.
.
.
X
Main Menu (F1)-2-2




Overlap: A traffic movement timed concurrently with one or more phases (parent phases). Typically the
yellow and red clearance timing of the overlap is equal to that of the phase terminating the overlap.
Used to create multiple overlaps, when a phase is not used as an overlap it MUST be assigned as an
overlap of itself (as seen above).
Use for some specialized phasing schemes.
Normal overlaps A, B, C, etc are presets on screen 2-5.
Φ6
Φ1
Φ8
Φ3
Φ7
Φ4
ASC/2S Features
12 Phases
2 Rings
4 Overlaps*
Overlap A = Φ2 + Φ3
Φ5
Φ2
A
*The 12 phases can
can also be programmed
as basic overlaps.
Typical Right Turn Overlap. U-Turns from Phase 3 should not be permitted. It is advisable that there should
not be a pedestrian crossing for Phase 2.
June 2006
Page 2-15
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
Φ4
Φ6
A
Φ1
Φ5
Φ2
B
Diamond Interchange using One Controller
Overlap A = Φ1 + Φ2
Overlap B = Φ5 + Φ6
Φ8
Φ8
Φ6
Φ5
Φ3 C
D Φ7
Φ1
Φ2
Φ4
June 2006
Page 2-16
Wide Median
Two Intersections with One Controller
Overlap C = Φ3 + Φ4
Overlap D = Φ7 + Φ8
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2-3
Ped Timing Carryover
PED TIMING CARRYOVER
PHASE
1
2
3
4
5
6
7
8
9
10
11
12
CARRYOVER PAHSE
0
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
Main Menu (F1)-2-3


2-4
Use this feature to create pedestrian timing between two phases in the same ring, allowing multiple vehicle
movements while pedestrians are crossing wide streets.
Use with caution since this could create more confusion then it is worth.
Controller Recall Data
CONTROLLER RECALL DATA
PHASE:
PHASE.. .. .. .. ..
LOCKING MEMORY..
VEHICLE RECALL..
PED RECALL. .. ..
RECALL TO MAX ..
SOFT RECALL .. ..
DON'T REST HERE.
PED DARK N/CALL.
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END OF SUBMENU
Main Menu (F1)-2-4

LOCKING MEMORY, Locks the phase detection. This will lock by PHASE, not by detector (need to utilize
the Detector submenu if you desire by detector lock). If don’t have stop-line detectors, you’ll want some kind
of recall. Typically not selected here by Mn/DOT.

VEHICLE RECALL, places a demand for vehicle service on a phase by registering a call while the phase is
not green, otherwise know as Minimum Recall. Synchro Report (page 1-3) line 5.

PED RECALL, places a demand for service for pedestrian service on a phase by registering a call while the
phase times yellow and red intervals. Synchro Report (page 1-3) line 5.

RECALL TO MAX, places a continuous vehicle call on a phase. The phase will time to maximum green time
(the TOD Max). Maximum green timer begins timing as though an opposing call was present, but the phase
does not terminate unless there is an actual opposing call. Synchro Report (page 1-3) line 5.

SOFT RECALL, used for rest phases. Once all calls on other phases are serviced, the controller returns to
and rests in the soft recall phases (as a Minimum Recall) until other calls are detected. Not typically used by
Mn/DOT.
June 2006
Page 2-17
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

DON’T REST HERE, controller does not rest in phases with DON’T REST HERE function enabled. Used
when it is desired to rest in left turns without using SOFT RECALL

PED DARK N/CALL, energy conservation measure but is not used by Mn/DOT.
2-5
Controller Overlap Data
CONTROLLER OVERLAP DATA
OVERLAP A ..
STANDARD. ..
PROTECTED ..
PERMITTED ..
ENABLE LAG.
ENABLE LEAD
SPARE. .. ..
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ADVANCE GREEN TIMER
LAG/LEAD GREEN TIMER
LAG/LEAD YELLOW TIMER
LAG/LEAD RED TIMER
ADDITIONAL PAGE(S)
Overlaps B C, and D not shown
OVERLAP CONSISTS OF
OVLP PHASE
1 2
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ø2
OL A =
ø2+3
END OF SUBMENU
ø3
Main Menu (F1)-2-5

Overlaps are used to allow multiple movements during that same interval. Typical use would be right turns on
protected green arrow concurrent with adjacent protected left turns.

Mn/DOT also uses overlaps to run Advance Warning Flashers and other specialized cases
STANDARD: A right of way indication that allows traffic movement when the right of way is assigned to two or more
traffic phases. To distinguish overlaps from basic phases, overlaps are identified as A, B, C and D. Yellow and red
clearance timing of standard overlap phase is equal to yellow and red clearance terminating the overlap.
PROTECTED: A movement having a protected green arrow (no conflicting phases timing).
PERMITTED: Used only with four-section left-turn head control. In this movement a left turn is allowed while the
through phases in the same concurrent group are timing. This turn is not protected.
ENABLE LAG: Timed overlap times only when the controller is exiting selected phases.
June 2006
Page 2-18
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
ENABLE LEAD: Timed overlap times only when controller is about to serve the selected lead phases.
LAG/LEAD (GREEN YELLOW RED) TIMERS: Similar to standard overlaps with the exception that when the standard
overlap would normally begin its clearance period, additional green, yellow, and red intervals are timed. Allows
overlap to be used to control an inside lag phase.
ADVANCE GREEN TIMER : Converts a leading overlap to an advance green overlap. This overlap allows an early
green time as follows: When advance green timer is set to a value greater than 0 for any overlap (A-D) the overlap
goes green and begins timing the advance green period when the phase next is the phase programmed as “Enabled
Lead”. Advance green period begins timing the yellow of the terminating phase (thus allowing the early green time). If
advance green time is greater than terminating phase yellow plus red clearance, the controller is held in all red until
advance green time expires. “Enable lead” phase goes green when advance green time expires.
2.3
Standard Use of Overlap for AWF Programming
Example:
1. Standard for Phase 2 indicates that that AWF will
flash in the phase 2 NBT direction.
2. Enable Lag indicates the phase will only run when
exiting the selected phase (Phase 2).
3. Advance Green Time (not used with AWF).
4. Lag/Lead Green time is the Leading Flash time (from
the Traffic Signal Timing and Coordination Manual,
Chapter 4). During this time, phase 2 is green and the
AWF is flashing.
5. Lag/Lead Yellow Timer is the yellow time used for
Phase 2. This value over-rides the yellow time
previously set. However, they generally are the same.
6. Lag/Lead Red Timer is the red time used for Phase 2.
This value over-rides the red time previously set.
However, they generally are the same.
 Overrides front page timing.
2-6
Controller Start/Flash Data
CONTROLLER START/FLASH DATA
PHASE.. .. .. .. ..
POWER START .. ..
EXTERNAL START..
ENTRY REM FLASH.
EXIT REM FLASH..
REM FLASH YEL ..
FL TOGETHER PHS.
FL TOGETHER OVLPS
1 2
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A:
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4 5
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B:
POWER START .. .. .. .. .. .. ..
EXTERNAL START.. .. .. .. .. ..
POWER START ALL RED TIME.
..
POWER START ALL FLASH TIME..
ADDITIONAL PAGE(S)
June 2006
..
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6
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YELLOW
YELLOW
0 SECONDS
0 SECONDS
Page 2-19
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
Typical Mn/DOT Settings
REMOTE FLASH OPTIONS:
OUT OF FLASH YELLOW.. .. ..
OUT OF FLASH ALL RED. .. ..
MINIMUM RECALL.. .. .. .. ..
SPARE. .. .. .. .. .. .. .. ..
FLASH THRU LOAD SWITCHES.
CYCLE THROUGH PHASES. .. ..
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END OF SUBMENU
Main Menu (F1)-2-6
Typical Mn/DOT Settings


June 2006
This sub menu designates the sequence of operation following a Startup or Flash condition.
Settings shown on screen above are Mn/DOT common values. Under the values programmed above, once
the intersection is powered up, All Red for 5 seconds, Flash All Red for 10 seconds, then begin service on
Phases 2 & 6. Normal sequence follows.
Page 2-20
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2-7
No Serve Phases
NO SERVE PHASE
CANNOT SERVE WITH:
PHASE
1
2
3
4
5
6
7
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END OF SUBMENU
Main Menu (F1)-2-7



Set for Phases that can not operate together.
Need to change the Configuration prior to this setting.
Consider the following image:
DUAL RING STRUCTURE
RING
RINGAA
Concurrent Group 1
Left
Leftturn
turn
paths
paths
overlap
overlap
ø4
ø4 ø7
ø7
22
11
1
2
33
3
4
Ring 1
ø6
ø6
55
ø1
ø1
ø5
ø5
Concurrent Group 2
44
ø2
ø2
5
66
6
77
7
88
8
RING 2
RING
RINGBB
BARRIER
BARRIER
11 1
BARRIER
(LEFT SIDE)
(LEFT
SIDE)
(LEFT SIDE)
ø3
ø3 ø8
ø8
BARRIER 2 2
BARRIER
BARRIER
2
(RIGHT SIDE)
(RIGHT
(RIGHTSIDE)
SIDE)
The user could modify the phase sequence to show either phase 1 or 5 to be lagging. In this example,
phase 1 has been changed to a lagging phase in the Controller Sequence (1-1). Phase 1 would then be set
so that it could not service with phase 5.
2-8
Dimming
DIMMING
LOAD SWITCH
DIM GRN/WLK
DIM YEL/PC
DIM RED/DW
1 .. 2 .. 3 .. 4 .. 5 .. 6 .. 7 .. 8
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LOAD SWITCH
DIM GRN/WLK
DIM YEL/PC
DIM RED/DW
9 .. 10..
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END OF SUBMENU
Main Menu (F1)-2-8

June 2006
Not typically used by Mn/DOT.
Page 2-21
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2-9
Controller Option Data
CONTROLLER OPTION DATA
PHASE.. .. .. .. ..
GUAR PASSAGE.. ..
NONACTUATED I. ..
NONACTUATED II..
DUAL ENTRY. .. ..
COND SERVICE.. ..
COND RESERVICE..
REST IN WALK.. ..
FLASHING WALK. ..
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- - - - FIVE SECTION LEFT TURN HEADS - - - 7-4:
1-6:
5-2:
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11-10:
9-12:
3-8:
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ADDITIONAL PAGE(S)
DUAL ENTRY.. .. .. .. .. .. .. ..
COND SERVICE ENABLE.. .. .. ..
COND SERVICE DET X SWITCHING
PED CLR PROTECT. .. .. .. .. ..
SPEC PREEMPT OVLP FLASH .. ..
LOCK DETECTORS IN RED ONLY..
RESERVED .. .. .. .. .. .. .. ..
RESERVED .. .. .. .. .. .. .. ..
BACKUP PROTECTION GROUP 1
..
BACKUP PROTECTION GROUP 2
..
BACKUP PROTECTION GROUP 3
..
SIMULTANEOUS GAP GROUP 1.. ..
SIMULTANEOUS GAP GROUP 2.. ..
SIMULTANEOUS GAP GROUP 3.. ..
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OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
END OF SUBMENU
Main Menu (F1)-2-9

GUAR PASSAGE, not normally used by Mn/DOT. Equal to the difference between vehicle extension time
and the value of the gap at gapout. The interval modifies gap timing when the gap time (at gap-out) is less
than vehicle extension time. When gap-out occurs, the phase continues to time the guaranteed passage
interval.

NONACTUATED I, II Used for crossing arterial dual coordination see page 6-14 for complete details.

DUAL ENTRY PHASES, Dual entry is a mode of operation in which one phase in each ring must be in
operation. If there is no call on a ring when the controller crosses the barrier, a call is placed on the
compatible dual entry phase in the opposite ring. Should normally be programmed for concurrent through
phases. For instance, phase 4 and 8 on the cross street.
June 2006
Page 2-22
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

COND SERVICE PHASES, allows phases to time again after normal service as long as the following
conditions are met: standard quad configuration, a call received on an odd phase while even phases are
timing, the even phase gaps out or maxes out, vehicle clearance time of gapped/maxed out phase plus
conditional service minimum green time (programmed in 2-1) is less than or equal to the time remaining on
the max timer of the even phase still timing. Consider the following example if Phase 5 is set for conditional
service:
ø6
ø5
ø2
ø5
ø2
ø2
Phase 5 is allowed to service again if:
* Standard Quad Configuration
* Phase 6 has gapped-out or maxed out
* Enough time remains to service phase 6
clearance and phase 5 cond. service min.

COND RESERVICE PHASES, allows re-service of a through phase after an odd phase has been
conditionally serviced.

REST IN WALK, If a phase has a serviceable pedestrian call and there are no other serviceable calls on
conflicting phases, the phase continues to reset at end of pedestrian walk interval until a conflicting
serviceable call is received. Caution: this may cause delays for cross streets and pre-emption since phase
will rest at end of WALK (forcing FDW to time next in sequence).

FLASHING WALK, not permitted in Minnesota.

FIVE SECTION LEFT TURN HEADS: Used to program protected and permissive left-turns that require
through-phase yellow to inhibit left-turn yellow arrow. Use of this type of head control is restricted to
standard quad operation.

DUAL ENTRY ENABLE: Dual entry mode requires that one phase in each ring must operate. If a call
doesn’t exist on a ring when the controller timing crosses the barrier, a call is placed to a complementary
phase in the non-called ring. Example: if the controller is advancing to phase 4, a call will be placed to
phase 7 or 8.
CONDITIONAL SERVICE ENABLE: Conditional service allows odd (left turn) phasing to recycle after being
served if the following conditions exist:
1. A call is placed on the odd phase while the complementary even phase is timing.
2. The conflicting even phase gaps out with enough remaining maximum time left to accommodate the
odd phase (conditional minimum green + yellow + all red)

CONDITIONAL SERVICE DETECTOR X SWITCHING: This function allows the conditionally serviced left
turn detector to be switched to function as a detector for the concurrent thru phase.

PED CLEARANCE PROTECT: When manual control (Police switch) is on, the controller will not allow the
timing to advance without timing the pedestrian clearance interval. When disabled, the pedestrian clearance
can be shortened or skipped when manually advanced. In either case the controller will time the correct
June 2006
Page 2-23
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
yellow and all red clearance intervals.

SPECIAL PREEMPT OVERLAP FLASH: This is a special operation probably designed for signals that flash
green in Canada

LOCK DETECTORS IN RED ONLY

BACKUP PROTECTION 1,2,3: This function inhibits the re-service of left turn phases within the concurrent
group. This is also known as trap protection.

SIMULTANEOUS GAP 1, 2, 3: If this function is set to yes the controller is required to gap out in both timing
rings before terminating green. This is an important safety feature that should be used on high speed
approaches to reduce the number of vehicles undetected in the dilemma zone. This function is not
recommended on minor approaches as it will create inefficient signal timing.
6
Detector Submenu
DETECTOR SUBMENU
1. TYPE/TIMERS
5. SPEED DETS
2. PHASE ASSIGN
6. VEH DIAG PLANS
3. PED/SYS ASSIGN
7. PED DIAG PLANS
4. CROSS SWITCHING
8. DIAG INTERVALS
PRESS KEYS 1..8 TO SELECT
Main Menu (F1)-6


6-1
(fill out detector chart prior to using this screen).
All detectors now have there own input.
Detector Type/Timers (multiple screens)
DETECTOR TYPE TIMERS
DET
1
2
3
4
5
6
7
8
9
10
11
12
TYPE
2
2
2
2
2
2
2
2
2
2
2
2
LOCK
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EXTEND
0.0
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0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
DELAY
0
0
0
0
0
0
0
0
0
0
0
0
NO
RESET
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ADDITIONAL SCREEN(S)
June 2006
Page 2-24
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
53
54
55
56
57
58
59
60
61
62
63
64
2
2
2
2
2
2
2
2
2
2
2
2
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END OF SUBMENU
Main Menu (F1)-6-1









Determine the detector type, extension and delay as appropriate*
TYPE 0, Normal or Standard Extend/TOD Delay
TYPE 1, Extend/Delay
TYPE 2, Extend Call/Delay Call
TYPE 3, Stop Bar
TYPE 4, Stop Bar with Extend Timer
TYPE 5, Stop Bar with Extend Timer Reset
TYPE 6, Calling
TYPE 7, Bike
* See Mn/DOT Traffic Signal Timing and Coordination Manual and Mn/DOT Traffic Signal Design Manual for
additional background information
6-2
Detector Phase Assignment (multiple screens)
DETECTOR PHASE ASSIGNMENT
PHASE ASSIGNMENT:
DETECTOR
1 2 3 4 5 6 7
1
X . . . . . .
2
. X . . . . .
3
. . X . . . .
4
. . . X . . .
5
. . . . X . .
6
. . . . . X .
7
. . . . . . X
8
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9
. X . . . . .
10
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11
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12
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ADDITIONAL SCREEN(S)
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Main Menu (F1)-6-2
DETECTOR PHASE ASSIGNMENT
PHASE ASSIGNMENT:
DETECTOR
53
54
55
56
57
58
59
60
61
62
63
64
END OF SUBMENU




June 2006
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Assign detectors to phases for use with various functions.
Another location where you assign individual detector to a lock.
Detector chart cross-references detector label from plan.
Mn/DOT’s cabinet allows 24 detectors, plus EVP and Ped.
Page 2-25
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
6-3
PED and System Detector Local Assignment
PED AND SYSTEM DETECTOR LOCAL ASSIGNMENT
DETECTOR LOG INTERVAL.. .. .. ..
0 MINUTES
- - - - - - - - - - - - - - - - - LOCAL.. ..
PHASE PED DETECTOR
PED DET..
1
2
3
4
5
6
NUMBER. ..
1
2
3
4
5
6
10
11
12
7
8
9
10
11
12
NUMBER. ..
7
8
9
- - - - - - - - - - - - - - - - - LOCAL
- LOCAL SYSTEM DET NUMBER
- DETECTOR
1
2
3
4
5
6
7
8
NUMBER. ..
0
0
0
0
0
0
0
0
10
11
12
13
14
15
16
9
NUMBER. ..
0
0
0
0
0
0
0
0
END OF SUBMENU
Main Menu (F1)-6-3

6-4
Can set-up for counting detectors.
Cross Switching
CROSS SWITCHING
PHASE ASSIGNMENT:
DETECTOR
1 2 3 4 5 6 7
1
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2
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3
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4
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5
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10
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11
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12
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ADDITIONAL SCREEN(S)
53
54
55
56
57
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59
60
61
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END OF SUBMENU
Main Menu (F1)-6-4-1


June 2006
Under certain conditions detectors are allowed to alternately place calls on their assigned phases and their
assigned cross switch phases.
Example of detector cross-switching: permitted left turners can extend green ball in adjacent movement. In
the following graphic, vehicles in the NBL turn lane are allowed to extend phase 8 if the NBL is permitted
during phase 8.
Page 2-26
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
ø3 ø8
6-5
Speed Detectors
SPEED DETECTORS
SPEED DET NUMBER:
ONE DETECTOR SPEED:
LOCAL DET NUMBER ..
VEHICLE LENGTH.. ..
LOOP LENGTH .. .. ..
.. 1 .. 2 .. 3 .. 4
0
0
0
0
0
0
0
0
0
0
0
0
TWO DETECTOR SPEED:
LOCAL DET NUMBER ..
SPEED TRAP LENGTH..
0
0
0
0
0
0
0
0
ENABLE LOG. .. .. ..
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UNITS: INCHES
ADDITIONAL PAGE(S)
MORE ->
Detectors 5-12 not shown
SPEED DET NUMBER:
ONE DETECTOR SPEED:
LOCAL DET NUMBER ..
VEHICLE LENGTH.. ..
LOOP LENGTH .. .. ..
..13 ..14 ..15 ..16
0
0
0
0
0
0
0
0
0
0
0
0
TWO DETECTOR SPEED:
LOCAL DET NUMBER ..
SPEED TRAP LENGTH..
0
0
0
0
0
0
0
0
ENABLE LOG. .. .. ..
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UNITS: INCHES
ADDITIONAL PAGE(S)

June 2006
<- MORE
Main Menu (F1)-6-5
Refer to discussion on page 8-9.
Page 2-27
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
6-6
Vehicle Detector Diagnostic Plans
VEHICLE DETECTOR DIAGNOSTIC PLAN
PLAN DET NUMBER
1
DIAG NUM. ..
SCALING.. ..
2
DIAG NUM. ..
SCALING.. ..
3
DIAG NUM. ..
SCALING.. ..
4
DIAG NUM. ..
SCALING.. ..
5
DIAG NUM. ..
SCALING.. ..
6
DIAG NUM. ..
SCALING.. ..
1
1
1
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ADDITIONAL SCREEN(S)
PLAN DET NUMBER
7
DIAG NUM. ..
SCALING.. ..
8
DIAG NUM. ..
SCALING.. ..
FAIL ACTION .. ..
ADDITIONAL SCREEN(S)
Up to 64 detectors

6-7
Refer to discussion on page 8-8.
Pedestrian Detector Diagnostic Plans
PED DETECTOR DIAGNOSTIC
PLAN DET NUMBER
1
DIAG NUM. ..
SCALING.. ..
2
DIAG NUM. ..
SCALING.. ..
3
DIAG NUM. ..
SCALING.. ..
4
DIAG NUM. ..
SCALING.. ..
5
DIAG NUM. ..
SCALING.. ..
6
DIAG NUM. ..
SCALING.. ..
1
0
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ADDITIONAL SCREEN(S)
PLAN DET NUMBER
7
DIAG NUM. ..
SCALING.. ..
8
DIAG NUM. ..

6-8
June 2006
Refer to discussion on page 8-8.
Detector Diagnostic Interval
Page 2-28
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
DETECTOR DIAGNOSTIC INTERVAL
DIAGNOSTIC
NUMBER
1
2
3
4
5
6
7
8
9
10
11
NO
ACTIVITY
0
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0
0
0
0
0
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0
MAX
PRESENCE
0
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ERRATIC
COUNTS
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ADDITIONAL SCREEN(S)
22
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25
26
27
28
29
30
31
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END OF SUBMENU
Main Menu (F1)-6-8

June 2006
Refer to discussion on page 8-8.
Page 2-29
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
2.4
Railroad Preemption Supplemental Information (handout)
June 2006
Page 2-30
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
4
Preemptor Submenu
PREEMPTOR SUBMENU
1. PRIORITY PMT 1
5. PRIORITY PMT 5
2. PRIORITY PMT 2
6. PRIORITY PMT 6
3. PRIORITY PMT 3
7. BUS PREEMPTORS
4. PRIORITY PMT 4
PRESS KEYS 1..7 TO SELECT
Main Menu (F1)-4


4-1
Priority Preemptors 1 and 2 always designated for Railroad (Mn/DOT practice), see information that follows.
Priority Preemptors 3 through 6 designed for Emergency Vehicle Preemption (EVP)
Priority Preemptor
PRIORITY PREEMPTOR 1
PHASE.. .. .. .. ..
TERM PHASE OVLP..
TRK CLR PHASE....
HOLD PHASES. .. ..
EXIT PHASES. .. ..
EXIT CALLS.. .. ..
SPARE.. .. .. .. ..
TERM OVERLAP.. ..
ACTIVE. .. .. .. ..
PRIORITY.... .. ..
DET LOCK.... .. ..
HOLD FLASH.. .. ..
TERM OVLP ASAP ..
1
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NO
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NO
NO
1
3 4 5 6 7 8 9 0
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. . . . . . . .
. B: . C: . D:
PED DARK. .. .. .. ..
PED ACTIVE. .. .. ..
ZERO PC TIME.. .. ..
PC THRU YELLOW.. ..
TERM PHASES .. .. ..
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NO
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NO
NO
ADDITIONAL PAGE(S)
DON'T OVERRIDE FLASH. ..
FLASH ALL OUTPUTS.. .. ..
YELLOW-RED GOES GREEN ..
ENABLE MAX PREEMPT TIME.
ACTIVE ONLY DURING HOLD.
NO CVM IN FLASH.. .. .. ..
FAST FLASH GRN ON HOLD..
OUT OF FLASH.. .. .. .. ..
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GREEN
ADDITIONAL PAGE(S)
MAX TIME.... .. ..
MIN HOLD TIME....
MIN PED CLEAR....
EXIT MAX.... .. ..
MINIMUM .. .. .. ..
TRACK CLEAR. .. ..
HOLD .. .. .. .. ..
..
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..
0
0
0
0
GRN
0
0
DURATION TIME. ..
DELAY TIME.. .. ..
INHIBIT TIME.. ..
HLD DELAY TIME..
YEL
0.0
0.0
0.0
..
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RED
0.0
0.0
0.0
END OF SUBMENU
Main Menu (F1)-4-1
June 2006
Page 2-31
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

Programming of both Railroad Preemption and Emergency Vehicle Preemption is performed under
“Preemptors”. The following program fields are used for the railroad preemption function:

“Active” must be enabled.

“Terminate Phases” should be enabled anytime there is protected permissive left turn phasing with conflicting
left turns and a left turn arrow is displayed with any preemption. This will display a Yellow clearance, and the
Red Revert interval before going to the preempt phase to eliminate the left turn trap scenario.

“Ped Clear Thru Yellow” can be used to further shorten your timing requirements. However, if you have
already subtracted the yellow time from your pedestrian crossing calculations, you should not use this
function.

“Preemption Det. Lock” can be used to guarantee that calls are not dropped (rusty tracks).

“Priority Preemption” should be enabled to give a railroad preempt a higher priority over emergency vehicle
preempts.

“Zero PED Clear Time” eliminates the pedestrian clearance (flashing don’t walk/hand). You may want to get a
second opinion if using this.

“No CVM in Flash” is used when enabling the flash mode during hold (red – red flash) and may be necessary
with TS2 style signal cabinets.

“Active Only During Hold” enables status reporting only during the hold interval, if not enabled, reporting is
done in all preempt intervals.

“Fast Flash Green on Hold” should not be used unless you operate traffic signals in Canada.

“Flash All Outputs” is typically used to flash EVP verification lights on EVP approaches that are not being
serviced. During railroad preemption, all approaches will flash since railroad preempt has higher priority over
emergency vehicle preempt.

“Hold Flash” will set the intersection to flash after the track clearance interval.

“Ped Dark” will turn off the pedestrian indications during the preempt hold interval.

“Ped Active” enables pedestrian calls to be serviced in the preempt hold interval.

“Out of Flash Color” enables the user to command the out of flash color display after preempt hold flash
terminates.

“Terminate Overlap Outputs” the selected overlap outputs 1-12 (not phases) and overlap outputs A-D will be
forced to red before track clearance, and or hold (track and EVP) movements begin if any phases assigned as
overlaps are timing when preemption is initiated. The overlap output will stay red until the preempt sequence
is complete. If an overlap is forced to terminate during preemption and if hold phases are part of the overlap,
exit phases other than the hold phases must be programmed. ANOTHER REASON TO BE CAREFUL WHEN
USING OVERLAPS.
June 2006
Page 2-32
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide

“Track Clearance Phases” enables up to two phases for the track clearance green.

“Hold Phases” enable phases (non conflicting) that are allowed to time while in the preemption hold interval.
For railroad preempt, the hold interval follows the track clearance interval. Hold will terminate and transfer to
the exit phases after any of the following has occurred: (1) Duration time has expired, (2) Minimum Hold time
has expired, (3) the preempt call has dropped or the Max time has expired. Note: Track Clearance phases
can not be hold phases.

“Exit Phases” enables phases will time after the preemption sequence and can serve as a transition to normal
operation.

“Exit Calls” places a call on any or all phases after the preemption sequence. Note: Placing unnecessary
calls may cause an undesirable delay to the next preempt call.

“Terminate Overlaps” this is the same usage as “Terminate Overlap Outputs”. This is where you program the
desired overlap for that option.

“Duration Time” is the minimum overall preemption time.

“Min PED Clear” is the time setting which can be set the same as, higher, or lower than the normal pedestrian
clearance time. Setting this field to zero will cause normal pedestrian clearance time to be used. Note:
Careful consideration should be used when shortening pedestrian clearance times.
4-7
Bus Preemptor (multiple screens)
BUS PREEMPTOR
PREEMPTOR ACTIVE
DETECTOR LOCK. ..
MAXIMUM TIME.. ..
RESERVICE TIME..
DELAY TIME. .. ..
INHIBIT TIME.. ..
ENTRANCE GREEN..
ENTRANCE PED CLR
ENTRANCE YELLOW.
ENTRANCE RED.. ..
MIN HOLD TIME. ..
..
..
..
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- BUS PREEMPTOR 1
2
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ADDITIONAL PAGE(S)
BUS PREEMPTOR
HOLD PHASE
- - -
PREEMPTOR
PREEMPTOR
PREEMPTOR
PREEMPTOR
1
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4
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END OF SUBMENU
Main Menu (F1)-4-7
Refer to discussion on page 8-10.
June 2006
Page 2-33
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
[This page intentionally left blank.]
June 2006
Page 2-34
Intersection Setup
Mn/DOT Traffic Signal Controller Programming Guide
3
Local Free By TOD
In Chapter 2, you were introduced to the parameters for setting up a local intersection. This included items such as
Max 1, Max 2, etc. Some of these values can vary based on a time of day (TOD), day of week, week of year and
special holiday program. Changing of these functions will be discussed in this chapter. The parameters that can be
changed include:














Maximum time setting
Phase omit
Conditional service inhibit
Flash
Red Rest
Type 0 delay enable
Detector diagnostic plan
Dim enable
Alternate vehicle extension
Detector log enable
Alternate sequence
Vehicle recall
Vehicle max recall
Pedestrian recall
The image below illustrates that the local controller will use the clock and day information to choose the appropriate
program and step.
Step 1
Step 2
Step 3
Step 4
Local Controller
Clock/Calendar
- Time of Day (TOD)
- Day of Week
- Week of Year
- Holiday or not
Program 1
Program X
Select
Step X
TOD Program Steps (Max I, Max2, etc.)
This chapter does not address intersections running in a coordinated system. The intent is for an intersection running
in free mode operation. Coordinated systems will be discussed in Chapter 4.
5
NIC/TOD Submenu
NIC/TOD SUBMENU
1. CLOCK/CALENDAR
2. WEEKLY PROGRAM
3. YEARLY PROGRAM
4. HOLIDAYS
5. NIC PROG STEPS
6. TOD PROG STEPS
PRESS KEYS 1..6 TO SELECT
Main Menu (F1)-5
June 2006
Page 3-1
Local Free by TOD
Mn/DOT Traffic Signal Controller Programming Guide
5-1
NIC/TOD Clock/Calendar Data (DO THIS FIRST)
15
ARP
DATE SET:
TIME SET:
NIC/TOD CLOCK/CALENDAR DATA
2001
15:39:16
SUN WEEK 16
3/18/94
5:39:28
ENTER DATE/TIME
THEN PRESS ENTER
MANUAL NIC PROGRAM STEP
MANUAL TOD PROGRAM STEP
0
0
0:00
SYNC REFERENCE TIME
SYNC REFERENCE.. .. .. .. .. REFERENCE TIME
WEEK 1 BEGINS ON 1ST SUNDAY
DISABLE DAYLIGHT SAVINGS
DST BEGINS LAST SUNDAY
.
.
.
END OF SUBMENU
Main Menu (F1)-5-1




5-6
In this screen, you can set the current clock and calendar data.
NIC = Non-Interconnected Coordinated time of day scheduler that calls coordination plans (discussed in
next chapter).
TOD = Time of Day scheduler (i.e. which MAX time, extension, etc.).
Mn/DOT leaves the Manual Program Steps at zero (Free Mode).
TOD Program Step 1 (multiple screens)
TOD PROGRAM STEP
1
DAY PGM NUM .. ..
STEP BEGINS .. ..
1
17:00
FLASH.. .. .. .. ..
RED REST. .. .. ..
SPARE 5.. .. .. ..
SPARE 3.. .. .. ..
TYPE 0 DELAY EN.
DET DIAG PLAN. ..
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1
DIM ENABLE. .. ..
ALT VEH EXTSN. ..
DET LOG ENABLE..
SPARE 4.. .. .. ..
SPARE 2.. .. .. ..
..
..
..
..
..
.
.
X
.
.
A..B..C..D..E..F
. . . . . .
ALTERNATE SEQUENCE
ADDITIONAL SCREEN(S)
PHASE.. .. .. .. ..
MAX2 ENABLE .. ..
MAX3 ENABLE .. ..
VEH RECALL. .. ..
VEH MAX RECALL..
PED RECALL. .. ..
COND SERV INH ..
PHASE OMIT. .. ..
SPECIAL FCTNS. ..
..
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(1
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- 8)
ADDITIONALL SCREEN(S)
Main Menu (F1)-5-6
Additional Screens exist, TOD program steps 2
through 50 (100) are not shown






June 2006
These TOD programs are created separate from NIC programs (which are discussed in Chapter 4).
The TOD steps can determine whether certain functions are enabled or disabled on a TOD basis.
The Day Program Number is based on the program that is in effect for the given week (1-16).
The Step is unique to the Day Program Number.
In the Aries image above, MAX2 is disabled, but MAX3 is enabled. MAX1 will be in effect and MAX3 will be
used if necessary (as described in Chapter 2).
Each of these functions that can change on a TOD basis are defined in Chapter 2 and the appropriate
controller manual. Note that a wide variety of functions can be changed on a TOD basis.
Page 3-2
Local Free by TOD
Mn/DOT Traffic Signal Controller Programming Guide
Below, is a sample plan for changing functions on a TOD bases (only 6 phases are used and not all
functions are shown for this example):
23:59 to 0:00
8
3
4
5
6
8
6


























6
7
8

















4



3



22:30 to 0:00
23:00 to 23:59
7
21:00 to 22:30
18:00 to 23:00
6
18:00 to 21:00


5
12:00 to 18:00


14:00 to 18:00
3
3 (Sun)
10 11 12 13 14 15 16 17 18 19 20
10:00 to 14:00
2
9
23:00 to -






1
8
8:00 to 10:00


7:00 to 8:00


8:00 to 11:00
4
8
2 (Sat)
7
22:00 to 23:00
6
18:15 to 22:00
5
15:00 to 18:15
4
6:00 to 7:00
Detector Diag. Plan
Max 2 Enable
Phase 1
Phase 2
Phase 3
Phase 4
Phase 5
Phase 6
Max 3 Enable
Phase 1
Phase 2
Phase 3
Phase 4
Phase 5
Phase 6
3
10:00 to 12:00
Function
Time of Day ->
1 (Mon to Fri)
2
0:00 to 6:00
Program ->
Program Step -> 1
11:00 to 15:00



























Some functions are not shown.
 Flash cause the controller to enter automatic flash.
 Red Rest enables controller red rest where the controller will rest in red when no calls are present.
 Type 0 Delay Enable to enable delay timing for a type 0 detector.
 Detector Diagnostic Plan is used for detector diagnostics.
 Dim Enable enables controller dimming operation.
 Alt Vehicle Extension enables use of vehicle extension 2 interval as the preset gap.
 Detector Log Enable enables the detector logging function (volume occupancy and speed).
 Alternate Sequence is used to alter the sequence of phase pairs.
 Max 2 Enable selects Max 2 to be used (instead of Max 1).
 Max 3 Enable selects Max 3 to be used (with Max 1 or Max 2).
 Vehicle Recall selects vehicle recall to be applied.
 Vehicle Max Recall selects max recall to be applied.
 Pedestrian Recall selects pedestrian recall to be applied.
 Conditional Service Inhibit inhibits conditional service
 Phase Omit can be used to omit a phase.
 Special Function will enable up to eight special functions for TOD control.
5-2
NIC/TOD Weekly Programs
NIC/TOD WEEKLY PROGRAMS
WEEK
1
2
3
4
5
6
7
8
9
10
SUN
3
1
1
1
1
1
1
1
1
1
MON
1
1
1
1
1
1
1
1
1
1
TUE
1
1
1
1
1
1
1
1
1
1
WED
1
1
1
1
1
1
1
1
1
1
THU
1
1
1
1
1
1
1
1
1
1
FRI
1
1
1
1
1
1
1
1
1
1
SAT
2
1
1
1
1
1
1
1
1
1
END OF SUBMENU
Main Menu (F1)-5-2
June 2006
Page 3-3
Local Free by TOD
Mn/DOT Traffic Signal Controller Programming Guide






5-3
Up to 10 weekly programs can be created.
Each weekly program is made up of seven week days (Sunday – Saturday).
These weekly programs will call the entered daily program number.
The daily program number was set-up in the previous step (5-6).
The weekly programs can be called to accommodate normal and seasonal demands.
In the above graphics, Sunday will call daily program 3, Monday to Friday will call daily program 1, and
Saturday will call daily program 2.
NIC/TOD yearly Program (multiple screens)
NIC/TOD YEARLY PROGRAM
WEEK OF YEAR
1
2
3
4
WEEKLY PROGRAM
1
1
1
1
5
1
6
1
7
1
8
1
WEEK OF YEAR
WEEKLY PROGRAM
9
1
10
1
11
1
12
1
13
1
14
1
15
1
16
1
WEEK OF YEAR
WEEKLY PROGRAM
17
1
18
1
19
1
20
1
21
1
22
1
23
1
24
1
WEEK OF YEAR
WEEKLY PROGRAM
25
1
26
1
27
1
28
1
29
1
30
1
31
1
32
1
WEEK OF YEAR
WEEKLY PROGRAM
33
1
34
1
35
1
36
1
37
1
38
1
39
1
40
1
41
1
42
1
43
1
44
1
45
1
46
1
47
1
48
1
49
1
50
1
51
1
52
1
53
1
ADDITIONAL SCREEN(S)
WEEK OF YEAR
WEEKLY PROGRAM
WEEK OF YEAR
WEEKLY PROGRAM
END OF SUBMENU
Main Menu (F1)-5-3




5-4
=
Each week of the year can be assigned a weekly program that was assigned in the previous step (5-2).
Generally (and in the example above), the weekly program is set to 1.
Since the default for the weekly program is 1, only special weeks require programming.
An example would be to run a special program during the state fair.
NIC/TOD Holiday Program
HOLIDAY
1
2
3
4
5
6
7
8
9
10
11
12
NIC/TOD HOLIDAY PROGRAM
FLOAT/
MON/
DOW/
WOM/
FIXED
MON
DOM
YEAR
1
1
0
FIXED
7
4
0
FIXED
12
25
0
FIXED
5
2
5
FLOAT
9
2
1
FLOAT
11
5
4
FLOAT
11
6
4
FLOAT
0
0
0
FIXED
0
0
0
FIXED
0
0
0
FIXED
0
0
0
FIXED
0
0
0
FIXED
PROG
3
2
3
2
2
3
2
0
0
0
0
0
ADDITIONAL SCREEN(S)
June 2006
Page 3-4
Local Free by TOD
Mn/DOT Traffic Signal Controller Programming Guide
25
26
27
28
29
30
31
32
33
34
35
36
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
Main Menu (F1)-5-4







June 2006
Up to 36 holiday programs can be used that will over-ride the day program normally used.
A floating holiday is one that occurs on a specific day and week of the month (third Thursday in November).
A fixed holiday occurs on a specific day of the year (July 4th).
DOW/DOM specifies the day of week (DOW) and day of month (DOM).
WOM is the week of month.
PROG selects the day program used to holiday date programmed.
Week 1 is the week in which January 1st occurs.
Page 3-5
Local Free by TOD
Mn/DOT Traffic Signal Controller Programming Guide
[This page intentionally left blank.]
June 2006
Page 3-6
Local Free by TOD
Mn/DOT Traffic Signal Controller Programming Guide
4
Coordination
4.1 Introduction to Coordination Patterns
The concept for this chapter will be to take the Synchro coordination output and input them into the individual
intersection controller and master controller under a coordinated system operation. This will include both Noninterconnect (NIC) and Master control concepts. Under NIC control, the local clock will be used to select the pattern.
Under master control, the master clock will be used to determine the pattern that is to be selected by the local
controllers.
Clock/Calendar *
- Time of Day (TOD)
- Day of Week
- Week of Year
- Holiday or not
Pattern 1
Pattern 2
Pattern 3
Pattern 4
Select
Pattern X
* Under NIC, local clock and calendar is used to select plan.
Patterns (varied COS)
Coordination plans (patterns) can be designed using various software packages, such as Synchro. Details on
developing these plans can be found in the Mn/DOT Traffic Signal Timing and Coordination Manual. Plans are
developed for different times of day to meet the difference in traffic flow and patterns on a TOD basis. In addition,
these patterns can be selectable on a day of week, week of year or holiday program which will be discussed later in
this Chapter. Mn/DOT will often use 3 to 4 different timing patterns on a TOD for Monday through Friday, and free
operation (pattern 0) during late night and early morning periods.
The figure on the next page shows a typical weekly program that may be used. In the figure, Monday through Friday
will run pattern 1 to 4 during the day. During late night and early morning conditions, signals generally run in free
mode (pattern 0).
The figure on page 4-3 shows the Phases, Timings report from Synchro for four patterns that might be used at T.H.
36 and Hadley Avenue.
June 2006
Page 4-1
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
Weekly Program 1
Day
Program ->
DOW ->
3
1
1
1
1
1
2
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 0
(Free)
0:00
1:00
2:00
3:00
4:00
5:00
Pattern 0
(Free)
Pattern 0
(Free)
6:00
7:00
Pattern 2
Pattern 2
Pattern 2
Pattern 2
Pattern 2
Pattern 1
Pattern 1
Pattern 1
Pattern 1
Pattern 1
8:00
Pattern 2
9:00
Time of Day
10:00
Pattern 2
Pattern 2
Pattern 2
Pattern 2
Pattern 2
Pattern 3
Pattern 3
Pattern 3
Pattern 3
Pattern 3
Pattern 4
Pattern 4
Pattern 4
Pattern 4
Pattern 4
Pattern 3
Pattern 3
Pattern 3
Pattern 3
Pattern 3
Pattern 2
Pattern 2
Pattern 2
Pattern 2
Pattern 2
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 0
(Free)
Pattern 2
11:00
12:00
13:00
14:00
15:00
Pattern 3
16:00
Pattern 3
17:00
18:00
19:00
20:00
21:00
Pattern 2
22:00
Pattern 0
(Free)
23:00
Pattern 0
COS (Cycle/Offset/Split) is another way of referring to a coordinated plan (other than a pattern). If the same cycle
length is used for a different coordination plan, but the splits and offsets are changed, the two plans might be COS
111 and 122.
June 2006
Page 4-2
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
Pattern 1
Pattern 2
Pattern 3
Pattern 4
The above graphic is a Timing report from Synchro for 4 patterns. The arrows show the typical variables of interest
for a coordinated pattern. In general, the cycle, offset, splits and possibly lead/lag conditions can change for each
pattern. Refer to page 1-3, Typical Synchro Output for a Single Intersection for additional information on this report.
June 2006
Page 4-3
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.2
Local Intersection Coordination Setup
3
Coordinator Submenu
COORDINATOR SUBMENU
1. OPTIONS
2. MANUAL AND SPLIT DEMAND
3. AUTO PERM MIN GREEN
4. PATTERN DATA
PRESS KEYS 1..4 TO SELECT
Main Menu (F1)-3
Use this submenu to navigate input screens; select the submenu desired using the panel number pad.
3-1
Coordinator Options
COORDINATOR OPTIONS
SPLIT UNITS.
OFFSET UNITS
INTERCNT FMT
INTERCNT SRC
RESYNC COUNT
TRANSITION..
DWELL PERIOD
%
..
%
..
STD
..
HDW
..
0
..
.. SMOOTH
0%
..
FREE ALTERNATE SEQUENCE
ACT CRD PHASE. ..
ACT WALK/REST. ..
INHIBIT MAX .. ..
MAX2 SELECT .. ..
MULTISYNC.. .. ..
FLOAT FORCE OFF
..
..
..
..
..
..
X
X
X
.
.
.
A B C D E F
. . . . . .
END OF SUBMENU
Main Menu (F1)-3-1












June 2006
Split and Offset Units (percent or seconds): Check for local preference.
Interconnect format: Standard (COS) is typical. The additional options are standard, plan and TS2 (refer to the
programming manual for additional details).
Interconnect source can be NIC (non-interconnected coordination), TLM (telemetry interconnect) or HDW
(standard hardware interconnect).
Resync Count is the number of complete cycles during which the coordinator self-syncs if a sync pulse does
not occur.
Transition: Smooth or Dwell, how it is changing plans. See a detailed explanation of Smooth Transition in
section 4.2.1 and of Dwell Transition in section 4.2.2.
Act CRD PHASE default is Yes for MnDOT. This allows coordinated phases to be actuated instead of nonactuated during coordination. Phases are serviced based on actual serviceable calls. This allows coordinated
phases to respond to vehicle detector inputs and extend the coordinated phase split after the yield point.
Act Walk/Rest: If a phase has a serviceable pedestrian call and there are no other serviceable calls on
conflicting phases, the phase continues to reset at the end of the pedestrian walk interval until a conflicting
serviceable call is received.
Inhibit Max should almost always be enabled. This prevents maximum green time from terminating a phase
allowing extension of green periods based on split interval settings during coordination.
When Max 2 timer is selected, the Max 2 timer is used during coordination.
Multisync indicates that sync input has synchs for all available dials on the same line.
Floating force off points change standard phase termination. See section 4.2.4 for added details.
Free Alternate Sequence defines an alternate sequence to be used when coordinator is FREE.
Page 4-4
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.2.1 Offset Change by Smooth Transition
When changing offset by smooth transition, the coordination module establishes a new offset by moving the current
offset toward the desired offset by the shortest percentage route possible. This movement will normally not be over
50 percent of the cycle length and will be accomplished by moving the actual offset 1 percent for each 6 percent of
the local master cycle length.
Therefore, if the desired offset is changed, the actual offset will equal the desired offset within three local cycle
lengths or less. The direction in which the offset is moved is determined by the coordination module by comparing the
desired offset to the current offset. If the desired offset is greater than the current offset by no more than 50 percent,
the module will move the offset point by adding. This procedure will lengthen the local cycle by a maximum of 20
percent until the desired offset is reached. If the desired offset is less than the current offset or greater by more than
50 percent of the current offset, the module will move the offset point by subtracting 1 percent from the offset for each
6 percent of the cycle length. This will shorten the cycle by a maximum of 16.6 percent until the desired offset is
reached.
If the coordination module determines that the offset should be changed by subtracting, it will compare the controller
minimum cycle length to the current cycle length in effect to determine if the cycle can be decreased. If decreasing
the cycle will shorten the cycle below the controller minimum cycle, the coordination module will force the offset to be
changed by adding. This may cause the offset change to take more than three cycle lengths to complete.
It is possible to program the coordination module to inhibit the smooth transition subtract operation. This will result in
all offset changes being made by adding time (Add Only option).
4.2.2 Offset Change by Dwell
The coordination module can make offset changes by smooth transition or by dwelling. The option of offset changes
by dwelling is selected by programming the dwell to a value other than zero (0). This will inhibit smooth transition and
force all offset changes to be made by dwelling in the coordinated phase.
The coordination module will hold the controller in the coordinated phase while dwelling. The period of time that the
module will dwell in the coordinated phases is from 1 to 99 percent of the cycle length. After the dwell period the
coordinator, will release. the coordinated phases to serve calls. The dwelling operation will then be preempted until
the desired offset is reached.
4.2.3 Free to Coordinated Transition
After initial power-on of the controller or after the coordination module has been returned to the remote or
coordinated mode following a Free or Remote Flash command, the coordination module remains in the Free mode
until a sync pulse is detected. This first sync pulse loads the current coordination commands and starts the local
master cycle timer. This pulse also starts a coordination pick-up cycle. During this cycle one detector call is placed on
all phases and the controller is allowed to continue running Free. The coordinator then monitors the controller
checking for the start of the coordinated phase green interval. When both coordinated phases (if a dual ring
intersection) have reached the beginning of the green interval, the coordinator places the controller into coordinated
operation. This point is used as the first local zero point. The local cycle timer is started and the coordination module
begins controlling the controller timing based on the current offset of the local cycle. This pick-up scheme provides a
smooth and orderly transition of the intersection into the coordinated system. During the pick-up cycle, the cycle
complete display is set to the message UP to indicate that the coordinator is in the pick-up cycle.
June 2006
Page 4-5
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.2.4 Floating Force-Off
The image below illustrates the Floating Force-off concept. In this figure, phases 2/6 are the coordinated main street
phases. Phase 3, 4, 7, 8 are the actuated side street movements. With a fixed force off for phase 4/8, they will be
forced to terminate at point 2. In this case, phase 4/8 can actually get the unused 15 seconds from phase 3/7 (start
early). Phase 4/8 can also terminate earlier due to gap-out.
Force
Off
Force
Off
Yield
Point
Force
Off
With a floating force off, the phase 4/8 will only be allowed to have the set split time of 30 seconds, even if they start
early. In the figure, phase 3/7 skip and phase 4 begins early. Since the floating force-off is enabled, phase 4 will only
be allowed the 30 second split and will force-off at point 1.
15 sec
f1
f5
f 2 (coord)
f 6 (coord)
f3
f7
30 sec
f4
f8
f 4 Split (30 s)
1
2
Float Force
disabled
f4
Early Start
Normal Start
Fixed Force Off
Float Force
enabled
f4
Float Force Off
3-2
Coord Manual and Spilt Demand
COORD MANUAL AND SPLIT DEMAND
MANUAL ENABLE:
OFF
MANUAL PATTERN
0
- - - - - - - - - - - - - - - - - - - SPLIT DEMAND:
DEMAND CALL TIME
DEMAND CYCLE COUNT
DEMAND PHASE:
DEMAND 1 PHASES
DEMAND 2 PHASES
DEMAND 1
0s
0
DEMAND 2
0s
0
1
1 2 3 4 5 6 7 8 9 0
. . . . . . . . . .
. . . . . . . . . .
1
1
.
.
1
2
.
.
END OF SUBMENU
Main Menu (F1)-3-2

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
June 2006
Manual enable gives the ability to manually override to any pattern, including free.
Manual Pattern allows you to manually set the controller to a pattern (for use in the field).
Pattern 0 (shown above) is Free.
Split Demand: Keeps the same plan, but gives the problem direction more time (see section 4.2.5).
Demand Call Time: In order for the controller to select SPL DMD Pattern 1 or 2 to continue local demand
service, vehicle actuations must continue to be sensed by the queue detector (Split Demand Input) for the
entire length of Demand Call Time.
Demand Cycle Count: The split demand pattern continues local demand service for the number of cycles
specified by Demand Cycle Count. Zero entry disables operation.
Demand Phases are those which require favored timing to service local traffic demand. Split demand inputs
are monitored during split demand phase green. Added details in the controller programming manual and
below in section 4.2.5.
Page 4-6
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.2.5 Split Demand
This selection shall allow the selection of a preferred split based on intersection demand. The local split demand shall
be programmed to sense a designated phase(s) green. Concurrently as the designated phase(s) enters green, a
selectable time interval, from 0-255 seconds, shall monitor the split demand detector input. If the split demand
detector indicates continuous vehicle presence during the monitoring period, then the coordinator shall force a
selectable split to be in effect the next cycle. This split shall remain in effect for a selected number of cycles from 0255.
Once the completed number of cycles has been completed, the split demand detector input shall be monitored again.
If the demand is no longer present, the coordinator shall revert to the commanded split.
3-3
Coord Auto Perm Min Green
COORD AUTO PERM MIN GREEN
PHASE
1
2
3
4
5
6
7
8
9
10
11
12
AUTO PERM MIN GRN
0s
0s
0s
0s
0s
0s
0s
0s
0s
0s
0s
0s
END OF SUBMENU
Main Menu (F1)-3-3



3-4
Normally auto-perm is used.
Automatic Permissive Minimum Green is provided for each phase as the minimum green for auto permissive
calculations.
Details on permissive periods can be found in sections 4.2.8 and 4.2.10.5.
Coord Pattern 1 (multiple screens)
COORD PATTERN 1
CYCLE LENGTH.. .. ..
80s
C/O/S..
0%
OFFSET. .. .. .. .. ..
SPLITS:
PHASE
1) 20%
2) 30%
3) 20%
4)
PHASE
5) 20%
6) 30%
7) 20%
8)
PHASE
9) 0% 10) 0% 11) 0% 12)
VEH PERMISSIVE.. .. ..
VEH PERM 2 DISP. .. ..
PHASE RESERVICE. .. ..
SPLIT EXTENSION/RING.
SPL DMD PATTERN. .. ..
XARTERY PATTERN. .. ..
..
..
..
..
..
..
..
..
..
..
..
..
[1]
.. ..
.. ..
[1]
[1]
.. ..
0%
0%
.
0%
0
0
.. .. ..
331
30%
30%
0%
[2]
0%
[2]
[2]
0%
0
ADDITIONAL SCREEN(S)
June 2006
Page 4-7
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
PHASE
COORD PHASES
VEHICLE RECALL
VEH MAX RECALL
PED RECALL
PHASE OMIT
SPARE
1
.
.
.
.
.
.
2
X
.
.
.
.
.
3
.
.
.
.
.
.
4
.
.
.
.
.
.
5
.
.
.
.
.
.
6
X
.
.
.
.
.
ALT SEQUENCE:
A B C D E F
. . . . . .
7
.
.
.
.
.
.
8
.
.
.
.
.
.
9
.
.
.
.
.
.
1
0
.
.
.
.
.
.
1
1
.
.
.
.
.
.
1
2
.
.
.
.
.
.
ADDITIONAL SCREEN(S)
Main Menu (F1)-3-4

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

This is where the signal timing patterns will be input.
The patterns (COS Plans) are typically developed by programs such as Synchro.
The pattern selected will vary on a TOD, DOW operation and will be discussed later.
For this, Synchro provides Cycle, Offset and Split (COS) and possibly lead/lag combinations of left turns.
Mn/DOT will use the STD (standard) format as mentioned earlier.
Coord Pattern can be a value from 1 to 64. This is what is called by the NIC program step. A pattern will
generally have a unique cycle, offset and split (COS).
C/O/S is the Cycle/Offset/Split combination for the given pattern. The COS is unique to the pattern.
Cycle Length is the coordination cycle length as determined by Synchro. Refer to the example Synchro
graphic on page 4-3. For Pattern 1 (upper left report), the cycle used is 120 seconds.
Offset is the coordination offset as determined by Synchro. Refer to the example Synchro graphic on page 43. For Pattern 1 (upper left report), the offset used is 66 seconds.
Phase Splits are the Maximum Splits as determined by Synchro. Refer to the example Synchro graphic on
page 4-3. For Pattern 1 (upper left report), the WBL Split used is 23 seconds. Each phase will have it’s own
Split time. See section 4.2.6 for additional details.
Vehicle Permissive Periods are discussed below in section 4.2.8, 4.2.9 and 4.2.10.
Phase Reservice allows phases to be reserviced during coordination and still maintain coordination.
Coordinated Split Extension is discussed in section 0.
Coordinated Phases are those that are synchronized to establish a progression of signals. Whether actuated
or non-actuated, the coordinated phases are held green until the yield point. There must be one coordinated
phase in each ring of the concurrent group that contains the coordinated phases. It is permissible to have only
one ring in the concurrent group.
Vehicle Recall selected on a per phase basis.
Vehicle Max Recall places a continuous vehicle call on a phase.
Ped Recall places a demand for pedestrian service on a phase.
Phase Omit omits service to selected phase.
Alternate Sequence selects an alternate pattern. A reverses 1 & 2, B reverses 3 & 4, C reverses 5 & 6, D
reverses 7 & 8, E reverses 9 & 10, and F reverses 11 & 12.
4.2.6 Split
A split is the division of the cycle time period into sections (split intervals) which establish the maximum amount of
time that will be allocated to each timing phase (see the figure in the next section). The maximum time allocated to a
phase is controlled by the split interval setting for the phase. The coordinator provides a split interval for each phase,
including the coordinated phase. The split intervals are numbered from 1 to 8, with the split interval number
corresponding to the phase number. Each split interval is variable from 0 to 99 percent of the cycle length. However,
the sum of the split intervals for each timing ring of the controller should not exceed 100 percent. In addition, the sum
of the split interval for each timing ring of a concurrent group should normally be equal.
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.2.7 Split Intervals
The maximum time allocated to a phase is entered in seconds or as a percentage of cycle length in the split interval
corresponding to the phase. This percentage value should be the total maximum time that the phase will be allowed
to time, including yellow and red clearance time. In the example shown below, each of the four phases has been
assigned an equal portion of the cycle. Thus, the split interval entry for each phase will be 25 percent.
The coordination module uses the controller's force-off capability to control the maximum time for each phase. Using
the split interval value for the phase and the phase yellow and red clearance times, the coordination module
establishes a point within the cycle when force off should be applied to terminate the phase, thus limiting the timing of
the phase. The coordination module calculates the force-off point according to the following formula:
Force-Off Point
= Coordinated phase split interval + phase timing split interval + sum of the split
intervals prior to the phase timing - (phase timing yellow + red clearance
percent).
Using the example of the figure above, the force-off points will be calculated as follows:
2 Force-Off Point
3 Force-Off Point
4 Force-Off Point
= 25% (1) + 25% (2) - 4% (2 clearance)
= 46%
= 25% (1) + 25% (3) + 25% (2) - 4% (3 clearance)
= 75%
= 25% (1) + 25% (4) + 50% (2 + 3) - 4% (4 clearance)
= 75%
4.2.8 Permissive Periods
The coordination module provides two types of permissive period operations. The permissive period controls the time
period during which the coordination module releases hold on the coordinated phases, allowing the controller to
begin servicing calls on the remaining phases. If a call is not detected during the permissive period, hold is reapplied
June 2006
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
to the coordinated phases, causing the controller to rest in the coordinated phases until the next permissive period.
Permissive period operation always starts at the coordinated phase yield point. This is defined as the point in the
local cycle equal to the coordinated phase split interval minus clearance times.
The first type of permissive operation consists of standard single or dual permissive periods that are controlled by
operator entries. The second type of permissive operation consists of automatically computed permissive periods for
each sequential phase. This method does not require any permissive period data entries by the operator. All
permissive periods consist of vehicle and pedestrian periods, with each timing together. The length of the pedestrian
period is automatically determined by the walk plus pedestrian clearance timing of the phase being controlled by the
period.
4.2.9 Yield Point
All permissive period timing begins at the yield point. This is the point within the cycle at which the coordination
module releases hold on the coordinated phase and allows the controller to begin servicing calls. The yield point is
automatically determined by the coordination module based on the coordinated phase split interval and pedestrian
and vehicle clearance times. If the coordinated phase is operating as a standard nonactuated phase, the yield point
is calculated according to the following formula:
Yield Point
= Coordinated phase split interval - (Pedestrian + vehicle clearance time)
Using the example shown in the figure on the following page, the uncoordinated phase 1, yield point is calculated as
follows:
Yield Point
= 25% - (7+4)%
= 14%
The yield point calculation changes if the coordinated phase is operating fully actuated. In this case, the coordinated
phase pedestrian movement times normally and, thus, is not held at the end of the walk timing. In this case, the yield
is calculated according to the following formula:
Yield Point
June 2006
= Coordinated phase split interval - vehicle clearance time
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
Thus, using the same example of the figure above, if the coordinated phase was actuated, the yield point would be
21 percent instead of 14 percent.
4.2.10 Operator Controller Permissive Periods
The operator controlled permissive periods are variable from 0 to 99 percent of the cycle length and are capable of
either dual or single permissive operation.
4.2.10.1 Dual Permissive Operation
If dual permissive operation is used, the Vehicle Permissive Period 1 and its associated pedestrian permissive period
time first. This period always begins timing at the coordinated phase yield point (see the figure above). During this
first permissive period, the coordination module allows the controller to serve vehicle or pedestrian calls on only the
first phase(s), or B phase, following the coordinated phase. The coordination module determines which phase(s) is
the B phase based on the phase sequence programming of the controller configuration PROM and by checking
which phases are set to the NO-PHASE mode.
The second permissive period, or Vehicle Permissive Period 2, begins timing at an adjustable time period after the
yield point. This period is the Vehicle Permissive Period 2 Displacement and is adjustable from 0 to 99 percent of the
cycle length. During the second permissive period, the coordination module allows the controller to serve calls on all
remaining phases except the first permissive phase(s). The module applies Phase Omit to the first permissive
phase(s) during the second permissive period. The pedestrian permissive period portion of the second permissive
period controls the pedestrian calls on the second phase(s), C Phase, following the coordinated phase. The
pedestrian calls on the remaining phase(s) of the controller are not controlled.
If the controller yields to a call during the first permissive period, the coordination module allows the controller to
serve all remaining phase calls in normal sequence. Thus, if a yield occurs during the first permissive, the second
permissive period is inhibited from starting because it is no longer required.
4.2.10.2 Single Permissive Operation
The second permissive period is capable of being eliminated to give a single permissive period operation. With single
permissive operation, only the Vehicle Permissive Period 1 and its associated pedestrian permissive period are
timed. Both permissive periods begin timing at the yield point. During the permissive period, the coordination module
allows the controller to yield to a call on any phase. The pedestrian permissive period portion of the permissive
period, however, only controls the pedestrian call on the first phase following the coordinated phase. Single
permissive operation is selected by setting the Vehicle Permissive 2 displacement to zero. The Vehicle Permissive
Period 2 setting is then ignored by the coordination module.
4.2.10.3 Two-Phase Controller Dual Permissive
The coordination module provides a special dual permissive operation in a two-phase controller. (A two-phase
controller is any KMC-2/4/3 using only two phases.) During the first permissive period the coordinator checks for calls
on the second phase and yields if a call is present. If a call is not present, then the coordinator holds the coordinated
phase until the second permissive period starts. It then rechecks calls on the second phase and will allow the
controller to yield if a call is present. If the controller yields during the first permissive, the coordinator will not time the
second permissive. Thus, the coordinator will only allow the controller to yield once to the second phase.
4.2.10.4 Pedestrian Permissive
During single or dual permissive operation the pedestrian permissive period is automatically calculated by the
coordinator. The period is determined by the walk plus pedestrian clearance and split interval of the phase being
controlled. If a pedestrian call is not detected during the pedestrian permissive, the coordinator inhibits pedestrian
operation by applying pedestrian omit to the phase. This will be cleared at the next local zero. If the controller yields
June 2006
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
to a vehicle call during the pedestrian permissive period, pedestrian call will be answered up to the beginning of the
phase.
4.2.10.5 Automatic Permissive Periods
The coordination module is capable of automatically computing permissive periods. In this operation the coordination
module assigns each sequential phase a specific vehicle and pedestrian permissive period. The length of the vehicle
permissive period is determined by the phase split interval and minimum time. The phase minimum time is equal to
the auto permissive minimum green or the phase minimum green time, whichever is larger, plus the yellow and red
clearance time. The auto permissive green time allows the phase minimum to be set to a low value but still insures
that the auto permissive period provides sufficient green time if the controller yields to the phase at the end of the
permissive. This is especially useful on left-turn phases where the minimum is set to zero. An auto permissive green
time is provided for each cycle. The pedestrian permissive is determined by split interval and walk, pedestrian
clearance, and yellow plus red clearance timing. Automatic permissive operation is selected by setting the value of
Vehicle Permissive 1 and Vehicle Permissive 2 Displacement to zero (0). This allows the automatic permissive
operation to be selected on a cycle-by-cycle basis. It should be noted that the default permissive operation, after
initial turn on of the coordinator, is automatic permissives.
During automatic permissive operation the timing of a permissive period for a phase is determined by the controller's
phase sequence (as determined by the configuration PROM and phases set to NO PHASE). The permissive period
for the first phase(s) following the coordinated phase times first. If a call is not received within the permissive period,
the coordinator applies phase omit to the phase and begins timing the permissive period for the next sequential
active phase(s). This operation continues for each sequential phase(s). This allows a phase to be serviced only
within its permissive period. However, if the coordination module yields the controller to a phase, the controller is
allowed to service the remaining phases in the normal manner. The automatic permissive periods do, however,
continue to time and will inhibit servicing a phase if there is not sufficient time remaining.
4.2.10.6 Calculating Automatic Vehicle Permissives
All automatic permissive periods begin timing at the yield point. The period of each vehicle permissive is determined
by the phase split interval and minimum time. The coordinator calculates the end point of the permissive period
according to the following formula:
Vehicle Permissive End Point
= Coordinated phase split interval
+ Sum of the split intervals of the permissive phase and all phases prior
to it
- Permissive phases minimum time
- Coordinated phase clearance time
+ Coordinated phase extension
Using the example shown in the figure on the following page, the end of phase 2 vehicle permissive will be calculated
as follows:
2 Vehicle Permissive End Point = 25% (1) + 25% (2) - 9% - 4%
= 37%
Thus, if a phase 2 call is not received prior to the cycle reaching 37 percent, phase 2 will be omitted and the
permissive period for phase 3 will start. The end point of the phase 3 vehicle permissive is calculated in a similar
manner:
3 Vehicle Permissive End Point = 25% (1) + 50% (2 + 3) - 9% - 4%
= 62%
June 2006
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
The coordinator continues the permissive timing until the cycle reaches the permissive end point of the last
sequential phase or until the controller returns to the coordinated phases. Thus in the example in the figure on the
following page, the permissive timing would end when the cycle reached 87 percent.
4.2.10.7 Calculating Automatic Pedestrian Periods
Each vehicle permissive period has a separate pedestrian permissive period that times concurrently with it. The
pedestrian permissive period is the time period during which the controller is allowed to answer pedestrian calls. This
period is determined by the walk plus pedestrian clearance and split interval of the phase being controlled. However,
the pedestrian permissive can never be longer than the vehicle permissive. If the vehicle permissive ends prior to the
end of the pedestrian permissive, the pedestrian permissive is terminated.
If a pedestrian call is not detected during the pedestrian permissive period, the coordination module inhibits the
controller from servicing any further pedestrian call by applying pedestrian omit to the phase. This is then cleared at
the next local zero. However, if the controller yields to a vehicle call during the pedestrian permissive period,
pedestrian calls will be answered up to the beginning of the Vehicle Phase Green.
The coordination module calculates the end point of the pedestrian permissive period according to the following
formula:
Pedestrian Permissive End Point
= Coordinated phase split interval
+ Sum of the split intervals of the permissive phase and all phases
prior to it
- Permissive phases walk time + pedestrian clearance + yellow + red
time
- Coordinated phase clearance time
Using the example of the figure above, the phase 3 pedestrian permissive end point is calculated as follows:
June 2006
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
3 Pedestrian Permissive End Point
= 25% (1) + 75% (2 + 3) - (12 + 4) - 4%
= 55%
Thus, when the cycle reaches 55 percent, pedestrian omit would be applied to phase 3 unless a pedestrian call was
present.
4.2.11 Permissive Period Example:
Ramsey County Public Works operates a series of traffic signals along County Highway 96 which is a major eastwest corridor in the north metro area. Village Center Drive is in the middle of this system and is a “T” intersection.
This traffic signal operates in the fully actuated coordinated mode.
The signal was originally set up using the most commonly used Auto Permissive option in the coordinated plan.
However an unexpected problem occurred due to the light cross street traffic condition. When the left turn phase
was served, the signal would rest in the left turn phase waiting for a cross street call until the end of the phase 4
permissive period (103 seconds in figure). This resulted in the needless delay of the opposite highway direction. By
implementing the Dual-Permissive feature, Ramsey County was able to remedy this situation and still serve the minor
cross street movement.
The following figures represent the same timing plan with examples of the Auto Permissive, Single Permissive and
the Dual Permissive as programmed in the field by Ramsey County.
Synchro Splits:
P1 = 17 S, P6 = 90 S,
P2 = 73 S, P4 = 30,
Note: Use Coordinated Max Enable with a
24 second Max time on phase 4 to obtain
the desired synchro splits when pedestrian
calls are not present
County Highway 96 at Village Center Dr.
Econolite ASC 2
Ramsey County PW
Yield Point
P2 Programmed Split 59 Sec (49%)
10
20
30
40
End P1 Veh Perm
End P4 Veh Perm
P1 17 s (14%)
P6 Programmed Split 59 Sec (49%)
0
Pattern #1 120 Sec Cycle
Auto Permissive Example
601T
P4 Split 44 Sec (37%)
X=17 Sec (14%)
50
P2 Min
60
70
P1 Min
80
90
100
110
120
P4 Min
P6 Min
P2 Walk+FDW (7+21)
P4 Walk+FDW (7 + 31)
P6 Walk+FDW (7+21)
Econololite Auto Permissive Period End Points
Phase 1 = 59 sec (Coord. Split)
+17 sec (Phase 1 Split)
- 7 sec (Phase 4 Min)
- 7 sec (Coord. Y+AR)
62 sec
June 2006
Phase 4 = 59 sec (Coord. Split)
+17 sec (Phase 1 Split)
+44 sec (Phase 4 Split)
- 10 sec (Phase 4 Min)
- 7 sec (Coord. Y+AR)
103 sec
Page 4-14
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
Synchro Splits:
P1 = 17 S, P6 = 90 S,
P2 = 73 S, P4 = 30,
Note: Use Coordinated Max Enable with a
24 second Max time on phase 4 to obtain
the desired synchro splits when pedestrian
calls are not present
County Highway 96 at Village Center Dr.
Econolite ASC 2
Ramsey County PW
P2 Yield Point
P2 Programmed Split 59 Sec (49%)
P1 17 s (14%)
Begin P6 Yield Point
P6 Programmed Split 59 Sec (49%)
0
10
20
30
Pattern #2 120 Sec Cycle
Single Permissive Example
602T
40
P4 Split 44 Sec (37%)
End P6 Yield Point
X=17 Sec (14%)
50
60
70
80
90
100
110
120
Veh Perm 1 (10 %)
P2 Min
P1 Min
P4 Min
P6 Min
P2 Walk+FDW (7+21)
P4 Walk+FDW (7 + 31)
P6 Walk+FDW (7+21)
Synchro Splits:
P1 = 17 S, P6 = 90 S,
P2 = 73 S, P4 = 30,
Note: Use Coordinated Max Enable with a
24 second Max time on phase 4 to obtain
the desired synchro splits when pedestrian
calls are not present
County Highway 96 at Village Center Dr.
Econolite ASC 2
Ramsey County PW
P2 Yield Point
P2 Programmed Split 59 Sec (49%)
P1 17 s (14%)
Begin P6 Yield Point
P6 Programmed Split 59 Sec (49%)
0
10
20
30
Pattern #3 120 Sec Cycle
Dual Permissive Example
603T
40
P4 Split 44 Sec (37%)
End P6 Yield Point
X=17 Sec (14%)
50
60
70
80
90
100
110
120
Veh Perm 1 (1 %)
Veh Perm 2 Displacement (2 %)
Veh Perm 2 (10 %)
P2 Min
P1 Min
P4 Min
P6 Min
P2 Walk+FDW (7+21)
P4 Walk+FDW (7 + 31)
P6 Walk+FDW (7+21)
June 2006
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.2.12 Coordinated Phase Split Extension
The coordination module normally sets the coordinated phases to operate in the non-actuated mode. However, it is
possible to program the coordinated phases to operate in the actuated mode. In either mode, the controller is held in
the coordinated phases by applying the hold command. This effectively inhibits actuated operation. At the yield point
the coordinator removes the hold command, releasing the coordinated phase. If the coordinated phase is actuated, it
then can begin extending. The amount of extension is controlled by the coordinated phase split extension interval
(split interval 0). At the end of the extension period, the coordinator applies a force off to the coordinated phases,
thus causing them to yield to calls on other phases. This operation allows the coordinated phase split to be increased
based on traffic demand.
To insure that the remaining phases are allocated a full split interval, the coordinator cycle is modified based on the
amount of coordinated phase extension. This is shown in the figure below. In this example the coordinated phase is
allowed to extend 10 percent. This makes the end of the coordinated phase from 25 percent to 35 percent. This
would normally have been a portion of the phase 2-split interval. Without modifying the cycle this implies that the
phase 2 split would be reduced by 10 percent. To prevent this from occurring, the cycle is shifted by the coordinated
phase extension. Thus, if there are continuous calls on phase 2 causing the phase to use its full split interval, the
phase will now end at 60 percent instead of 50 percent. This same operation also occurs in phases 3 and 4.
However, if each phase uses its maximum allotted split time, the split of the last sequential phase will be reduced.
The coordinator will try to extend the split of the last phase. However, if it determines that the extension will require
the phase to be terminated after local zero, the coordinator will apply force off to the phase at 99 percent. This will
normally result in a coordination error causing an offset error. As soon as the controller reenters the coordinated
phase, the coordinator will begin a smooth transition or dwell operation to correct the offset error.
The maximum amount that the coordinated phase can extend is controlled by the coordinated phase split extension
interval. This can be set from 0 to 99 percent. If the coordinated phase gaps out before the maximum amount, the
actual extension amount will be used in extending the split of the other phases.
If the phase following the coordinated phase (phase 2 in the example shown in the figure above) does not have a
demand prior to the end of the coordinated phase split extension, the split of the remaining phases will not be
extended. This is because the coordinated phase extension did not actually use any of the phase 2 split time, being
there was no demand on the phase.
June 2006
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Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.3 Time-of-Day Programs
As noted earlier in this section, programs can be created to schedule particular timing plans on a time of day (TOD),
day of week, week of year, or holiday basis. In the local controller, a Non-Interconnected (NIC) program is used to
run certain coordination patterns in the system. In the master, a TOD program is used to run certain patterns for the
system. If the signal from the master is lost, the local controller will revert to its NIC programs to select the
coordination patterns. The precedence of calling programs is summarized below:
Parameter
Purpose
Master TOD
Selecting coordination plans
Status
Always active, unless
overridden by NIC in local
controller or during a
telemetry error
Local NIC
Selecting coordination plans
Local TOD
Enables/Disables features
such as Max2, logging and
phase recall
Only active if selected to
Always active, program
override the Master TOD in
number should match
the local controller or during a Master TOD/Local NIC
telemetry error
program number in effect
The following sections show the screens that are used to set-up time of day operation.
5-1
NIC/TOD Clock/Calendar Data
15
ARP
DATE SET:
TIME SET:
NIC/TOD CLOCK/CALENDAR DATA
2001
15:39:16
SUN WEEK 16
3/18/94
5:39:28
MANUAL NIC PROGRAM STEP
MANUAL TOD PROGRAM STEP
ENTER DATE/TIME
THEN PRESS ENTER
0
0
0:00
SYNC REFERENCE TIME
SYNC REFERENCE.. .. .. .. .. REFERENCE TIME
WEEK 1 BEGINS ON 1ST SUNDAY
DISABLE DAYLIGHT SAVINGS
DST BEGINS LAST SUNDAY
.
.
.
END OF SUBMENU
Main Menu (F1)-5-1








June 2006
In this screen, you can set the current clock and calendar data.
If this is to be running a NIC program, all local controllers in the system must have the same sync
reference time and source.
NIC = Non-Interconnected Coordinated time of day scheduler that calls coordination plans.
TOD = Time of Day scheduler that calls coordination plans (previous Chapter).
Mn/DOT leaves the Manual Program Steps at zero. See the Programming Manual for details on
these items.
Everything is referenced from a zero point.
If using a master, it will over-ride this local clock.
If coordination is lost, the local clock will be used.
Page 4-17
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
5-5
NIC Program Step (multiple screens)
NIC PROGRAM STEP
STEP
1
2
3
4
5
6
7
8
9
10
11
12
PGM
1
0
0
0
0
0
0
0
0
0
0
0
TIME
0:00
0:00
0:00
0:00
0:00
0:00
0:00
0:00
0:00
0:00
0:00
0:00
PATTERN
1
0
0
0
0
0
0
0
0
0
0
0
OVERRIDE
.
.
.
.
.
.
.
.
.
.
.
.
ADDITIONAL SCREEN(S)
Main Menu (F1)-5-5
screens to Step 200






5-2
NIC daily programs are created separately from TOD daily programs. NIC program steps are
used to create daily programs which call coordination patterns at specified times of the current
day.
Step is used to select coordination pattern on a time of day basis and active only if day program
containing the step is active.
PGM assigns the NIC step to 1 of 16 day programs.
Time is the time of day program step execution time if the day program containing the NIC step is
in effect.
Pattern selects the coordination pattern used by NIC step.
Override: Coordination pattern selected by NIC program step overrides pattern selected by
current telemetry or hardwired system command.
NIC/TOD Weekly Programs
NIC/TOD WEEKLY PROGRAMS
WEEK
1
2
3
4
5
6
7
8
9
10
SUN
3
1
1
1
1
1
1
1
1
1
MON
1
1
1
1
1
1
1
1
1
1
TUE
1
1
1
1
1
1
1
1
1
1
WED
1
1
1
1
1
1
1
1
1
1
THU
1
1
1
1
1
1
1
1
1
1
FRI
1
1
1
1
1
1
1
1
1
1
SAT
2
1
1
1
1
1
1
1
1
1
END OF SUBMENU
Main Menu (F1)-5-2





June 2006
Up to 10 weekly programs can be created.
Each weekly program is made up of seven week days (Sunday – Saturday).
These weekly programs will call the entered daily program number.
The weekly programs can be called to accommodate normal and seasonal demands.
In the above graphics, Sunday will call daily program 3, Monday to Friday will call daily program 1,
and Saturday will call daily program 2.
Page 4-18
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Mn/DOT Traffic Signal Controller Programming Guide
5-3
NIC/TOD yearly Program (multiple screens)
NIC/TOD YEARLY PROGRAM
WEEK OF YEAR
1
2
3
4
WEEKLY PROGRAM
1
1
1
1
5
1
6
1
7
1
8
1
WEEK OF YEAR
WEEKLY PROGRAM
9
1
10
1
11
1
12
1
13
1
14
1
15
1
16
1
WEEK OF YEAR
WEEKLY PROGRAM
17
1
18
1
19
1
20
1
21
1
22
1
23
1
24
1
WEEK OF YEAR
WEEKLY PROGRAM
25
1
26
1
27
1
28
1
29
1
30
1
31
1
32
1
WEEK OF YEAR
WEEKLY PROGRAM
33
1
34
1
35
1
36
1
37
1
38
1
39
1
40
1
41
1
42
1
43
1
44
1
45
1
46
1
47
1
48
1
49
1
50
1
51
1
52
1
53
1
ADDITIONAL SCREEN(S)
WEEK OF YEAR
WEEKLY PROGRAM
WEEK OF YEAR
WEEKLY PROGRAM
END OF SUBMENU
Main Menu (F1)-5-3



5-4
Each week of the year can be assigned a weekly program that was assigned in the previous step
(5-2).
Generally (and in the example above), the weekly program is set to 1.
Since the default for the weekly program is 1, only special weeks require programming.
NIC/TOD Holiday Program
HOLIDAY
1
2
3
4
5
6
7
8
9
10
11
12
NIC/TOD HOLIDAY PROGRAM
FLOAT/
MON/
DOW/
WOM/
FIXED
MON
DOM
YEAR
0
0
0
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
PROG
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
25
26
27
28
29
30
31
32
33
34
35
36
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
FIXED
END OF SUBMENU
Main Menu (F1)-5-4
June 2006
Page 4-19
Coordination
Mn/DOT Traffic Signal Controller Programming Guide






June 2006
Up to 36 holiday programs can be used that will over-ride the day program normally used.
A floating holiday is one that occurs on a specific day and week of the month (third Thursday in
November).
A fixed holiday occurs on a specific day of the year (July 4th).
DOW/DOM specifies the day of week (DOW) and day of month (DOM).
WOM is the week of month.
PROG selects the day program used to holiday date programmed.
Page 4-20
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
4.4 Master Procedure
The master TOD programs should match the local NIC programs. Using the master to activate coordination plans is
the best way to ensure that all local controllers in the system are running the same plan. If the local controllers do not
run the same plans, the system is not coordinated.
The step number is not a crucial number. The TOD step that is active is shown in the status display screen so that
the programmer can reference the plan in the TOD menu to see what parameters are enabled.
The program number is very important. Step numbers that have common numbers will run together. In the graphic
shown below, step 3 is assigned to program 1 and calls coordination pattern 111 at 6:15 am. Note that the
coordination pattern is called according to the COS and not its coordination pattern number. Entering Free for the
COS enables the intersection(s) to run free.
Programs can be enabled on a certain day of the week, week of the year, and holiday override. TOD program
selection is the same as for the NIC/TOD program selection in the local controller. The following sections will show
how to setup the master controller to call these plans.
June 2006
Page 4-21
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
1-1
System Parameters, General
SYSTEM PARAMETERS
MANUAL PLAN…………………………………………
MANUAL COMMAND………………………………….
NO
111
MANUAL SPECIAL FUNCTION 1…………………….
MANUAL SPECIAL FUNCTION 2…………………….
MANUAL SPECIAL FUNCTION 3…………………….
MANUAL SPECIAL SUNCTION 4…………………….
OFF
OFF
OFF
OFF
CYCLE LENGTH CYCLE 1……………………………
CYCLE LENGTH CYCLE 2……………………………
CYCLE LENGTH CYCLE 3……………………………
CYCLE LENGTH CYCLE 4……………………………
CYCLE LENGTH CYCLE 5……………………………
50
60
75
90
105
ADDITIONAL SCREEN(S)

Manual Plan. Yes: programmed manual command is enabled and overrides all other plan
sources.

Manual Command is the manual entry of desired COS (or Free).

Manual Special Functions to control other equipment.

Cycle Length (1 to 6) is the time between master generated sync pulses. This should match cycle
length used in controller coordination programs.
1-4
TOD Program Steps (multiple screens)
TOD PROGRAM STEPS
STEP
NO.
TIME
00002359
0000
0000
0000
0000
COS
*
1
2
3
4
PGM
1-16
0=CLR
0
0
0
0
5
6
7
8
0
0
0
0
0000
0000
0000
0000
FREE
FREE
FREE
FREE
SPECIAL
FUNCTION
1 2 3 4
. . . .
. . . .
. . . .
. . . .
FREE
FREE
FREE
FREE
.
.
.
.
.
.
.
.
.
.
.
.
ADDITIONAL SCREEN(S)
MAINT
CALL
.
.
.
.
.
.
.
.
.
.
.
.
MORE ->
TOD PROGRAM STEPS
STEP
NO.
1
2
3
4
5
6
7
8
- AUTO TRP TOD
ENA OVRD
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
NIC
MODE
.
.
.
.
.
.
.
.
ADDITIONAL SCREEN(S)
XRT SAM SMLG
ENA
0030
15
.
0
0
.
0
0
.
0
0
.
0
0
.
.
.
.
0
0
0
0
SDLG
0,15,
30,60
0
0
0
0
0
0
0
0
0
0
0
0
<- MORE
screens to Step 150

June 2006
Program Steps define daily programs by defining the associated TOD steps. Up to 150 steps.
Page 4-22
Coordination
Mn/DOT Traffic Signal Controller Programming Guide

Programs may be assigned as many steps as needed.

The selected program step remains in effect until replaced by another program step from the
same daily program or succeeding one.

In the master, the coordination plan is called by it’s COS, not the pattern.

Special Function allows four user defined functions used for system flash and to control other
equipment.

Maintenance Call enables device failure events to be reported to a maintenance computer or
terminal connected by modem.

TRP ENA is Traffic Responsive Plan enable. This will be discussed in advanced versions of this
class.

TOD Override: Traffic responsive overrides TOD plan when the traffic responsive plan cycle
command is greater then the TOD cycle command.

NIC Mode: Master zero output inhibited when this option is enabled. Coordinators revert to NIC
operation after their NIC resync count expires.

Crossing Artery Synchronization Enable: Enables crossing artery synchronization during specified
times.
1-2
TOD Weekly/Yearly (multiple screens)
TOD WEEKLY/YEARLY
ENABLE TOD PLAN?...........................................
ENABLE TOD SPECIAL FUNCTIONS?...................
ENABLE TRP DEFAULT?.....................................
WEEKLY PGM:
SUN……….
MON……….
TUE………..
WED……...
THU………..
FRI…………
SAT………..
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
3
1
1
1
1
1
1
1
4
1
1
1
1
1
1
1
5
1
1
1
1
1
1
1
6
1
1
1
1
1
1
1
7
1
1
1
1
1
1
1
8
1
1
1
1
1
1
1
NO
NO
NO
9
1
1
1
1
1
1
1
10
1
1
1
1
1
1
1
ADDITIONAL PAGE(S)
TOD WEEKLY/YEARLY
WEEK-OF-YEAR
WEEKLY PROGRAM
1 2 3 4 5 6 7 8
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
9 10 11 12 13 14 15 16
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
17 18 19 20 21 22 23 24
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
25 26 27 28 29 30 31 32
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
33 34 35 36 37 38 39 40
ADDITIONAL SCREEN(S)
June 2006
Page 4-23
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
TOD WEEKLY/YEARLY
WEEKLY PROGRAM
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
41 42 43 44 45 46 47 48
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
49 50 51 52 53
1 1 1 1 1
END OF SUBMENU
screens to Step 150

Up to 10 weekly programs can be created.

Each weekly program is made up of seven week days (Sunday – Saturday).

These weekly programs will call the entered daily program number.

The weekly programs can be called to accommodate normal and seasonal demands.

Each week of the year can be assigned a weekly program.

Generally (and in the example above), the weekly program is set to 1.

Since the default for the weekly program is 1, only special weeks require programming.
1-3
Holiday Programs
HOLIDAY PROGRAMS
HOLIDAY
MONTH
0-12
DAY
0-31
PROGRAM
1-16
REPEACT
X-DEL
1……
2……
3……
4……
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
5……
6……
7……
8……
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
9……
0
0
1
.
ADDITIONAL SCREEN(S)
Additional Screens up to 36 holiday numbers.

Up to 36 holiday programs can be used that will over-ride the day program normally used.

A floating holiday is one that occurs on a specific day and week of the month (third Thursday in
November).

A fixed holiday occurs on a specific day of the year (July 4th).

DOW/DOM specifies the day of week (DOW) and day of month (DOM).

WOM is the week of month.

PROG selects the day program used to holiday date programmed.
June 2006
Page 4-24
Coordination
Mn/DOT Traffic Signal Controller Programming Guide
5
Field Verification
8
Utilities
8-1
Copy
Not applicable in Aries.
PHASE COPY
CHOOSE 'COPY FROM PHASE'
THEN CHOOSE 'COPY TO PHASE':
COPY FROM PHASE
COPY TO PHASE
0
0
PRESS 'ENTER' TO BEGIN COPYING
Main Menu (F1)-8-1-1
PATTERN COPY
CHOOSE 'COPY FROM PATTERN'
THEN CHOOSE 'COPY TO PATTERN':
COPY FROM PATTERN
COPY TO PATTERN
0
0
PRESS 'ENTER' TO EXECUTE COPYING
Main Menu (F1)-8-1-2
June 2006
Page 5-1
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
BACKUP TIMING
SELECT COPY BACKUP TIMING:
COPY BACKUP TIMING
PRESS 'ENTER' TO BEGIN COPYING
Main Menu (F1)-8-1-3
8-2
Memory Clear
MEMORY CLEAR
SELECT DATA TO CLEAR:
CLEAR
CLEAR
CLEAR
CLEAR
CLEAR
COORDINATOR DATA
NIC/TOD DATA
PREEMPT DATA
DETECTOR DATA
DIAGNOSTIC ENABLES
.
.
.
.
.
PRESS 'ENTER' TO BEGIN CLEARING
Main Menu (F1)-8-2
8-3
Print
PRINT UTILITY
SELECT DATA TO PRINT:
PRINT
PRINT
PRINT
PRINT
PRINT
PRINT
CONFIGURATION DATA
CONTROLLER DATA
COORDINATOR DATA
PREEMPTOR DATA
NIC/TOD DATA
DETECTOR DATA
.
.
.
.
.
.
PRESS 'ENTER' TO BEGIN PRINTING
Main Menu (F1)-8-3
8-4
Transfer
TRANSFER UTILITY
SELECT DATA TO TRANSFER:
TRANSFER
TRANSFER
TRANSFER
TRANSFER
TRANSFER
CONTROLLER DATA
COORDINATOR DATA
PREEMPTOR DATA
NIC/TOD DATA
DETECTOR DATA
.
.
.
.
.
PRESS 'ENTER' TO BEGIN PRINTING
Main Menu (F1)-8-4
June 2006
Page 5-2
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
8-5
Sign On
* * *
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
* * *
8-6
* * * * * * * * * * * * * * * * * * *
*
ECONOLITE CONTROL PRODUCTS, INC.
*
ASC/2-2100
*
Copyright © 1992
*
*
Solving tomorrow's traffic
*
problems. .. today
*
*
VERSION
SOFTWARE ASSY
*
32783
1.22
BOOT
*
32787
1.26
MAIN PROGRAM
*
XXXXX
1.00
APPLICATION
*
32789
1.28
HELP
*
32790
C8000
CONFIGURATION
*
*
*
* * * * * * * * * * * * * * * * * * *
Main Menu (F1)-8-5
Log Buffers
LOG BUFFERS SUBMENU
1. DISPLAY
2. PRINT
3. CLEAR
PRESS KEYS 1..3 TO SELECT
Main Menu (F1)-8-6
DISPLAY LOG BUFFERS SUBMENU
1. EVENTS LOG
2. DETECTOR EVENT LOG
3. MMU EVENTS LOG
PRESS KEYS 1..3 TO SELECT
Main Menu (F1)-8-6-1
EVENT LOG
(3 EVENTS LOGGED)
13:14 09/18/92
1
COORD ACTIVE
13:11 09/18/92
2
COORD ACTIVE
13:11
3
POWER ON
09/18/92
Main Menu (F1)-8-6-1-1
June 2006
Page 5-3
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
PRINT LOG BUFFERS SUBMENU
1. EVENT LOG
2. DETECTOR EVENTS LOG
3. DETECTOR ACTIVITY LOG
4. MMU EVENT LOG
5. ALL LOGS
PRESS KEYS 1..5 TO SELECT
Main Menu (F1)-8-6-2
CLEAR LOG BUFFERS SUBMENU
1. EVENTS LOG
2. DETECTOR EVENTS LOG
3. DETECTOR ACTIVITY LOG
4. MMU EVENT LOG
5. ALL LOGS
PRESS KEYS 1..5 TO SELECT
Main Menu (F1)-8-6-3
8-7
Send D. M.
SEND DATA MODULE UTILITY
THIS UTILITY WILL SEND AN IMAGE OF THE
DATA MODULE TO THE TERMINAL PORT IN
'S' RECORD FORMAT
PRESS ENTER TO SEND OR CLEAR TO ABORT
Main Menu (F1)-8-7
8-8
Custom Appl
UTILITIES SUBMENU
* * * * * * * * * * * * * * * * *
*
FOR CUSTOM APPLICATIONS NOT
*
*
AVAILABLE ON THIS CONTROLLER
*
*
FOR EXAMPLE:
*
*
SPECIAL STATUS DISPLAYS
*
*
SPECIAL DIAGNOSTICS
*
*
SPECIAL DATA ENTRY OPTIONS
*
*
SPECIAL SWITCHES FOR FEATURES
*
* * * * * * * * * * * * * * * * *
PRESS KEYS 1..8 TO SELECT
Main Menu (F1)-8-8
8-9
June 2006
Prog Module
Page 5-4
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
7
Status Display
7-1
Controller Status
7-2
Coord Status
June 2006
Page 5-5
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
7-3
Preemptor Status
7-4
NIC Status
7-5
Telemetry Status
7-6
Processed Detector Status
June 2006
Page 5-6
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
7-7
Flash Status
5.1 Typical Controller Programming Mistakes and Corrective Action
The following list represents typical mistakes with programming controllers and their respective corrective actions:
1. Adding time to a movement based on field observation without regard for other phases
a. Discussion: A common issue arises when observing and intersection operation that has one
movement backing up and the rest of the movements with stable queues. The typical response
would be to provide the phase backing up with more green time. The image that follows simulates
field observation.
b. Corrective Action:
2. Improper programming left turn treatment
a. Discussion:
b. Corrective Action:
3. Incorrect offset reference point
a. Discussion:
b. Corrective Action:
5.2 Field Review
After a closed loop system has been implemented in the field, it is very important to monitor the system performance
and continually update the programs. Traffic patterns constantly change due to economic development and other,
subtler factors. Citizens usually report serious problems in a system before a technician discovers them because
citizens use the system every day. However, technicians should examine issues related to the efficiency of the
system at least once a year. The field tuning practices discussed in this chapter cover both immediate checks that
deal primarily with safety and functionality and future checks that affect the efficiency and performance of the system.
Immediately after the system is implemented, the detectors should be tested to make sure that they are working and
are mapped properly. Errors in detector configuration and mapping are one of the main implementation problems,
due to the fact that they are not easy to test. After the detectors are tested, the timing parameters should be validated
to make sure they are not too short. Parameters that are too short can have safety implications, whereas parameters
that are too long typically only decrease system efficiency. Finally, the coordination in the system should be checked
on a yearly basis. This check is very subjective and imprecise because the coordination will never be perfect.
Problems at one intersection in the system can affect the progression through the rest of the system. Fixing the
problem can be very complex and have other implications. The fine-tuning of the system is an ongoing process.
June 2006
Page 5-7
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
5.2.1 Detector Mapping
Each intersection should be tested to ensure that all detectors are calling their proper phases. This requires a map
depicting which detectors are assigned to which lanes. It is recommended that the testing be done during low volume
conditions because fewer detectors are active simultaneously. Loops can be triggered either by a second person
driving a vehicle or by dragging a 2-foot in diameter copper wire loop like the one shown in Figure 6-2a. The status
display screen will allow the technician to see which phases are being called when a detector is active. However, in
order to determine if the detector is mapped to the correct lane, the detector input display in Figure 6-2b must be
used. This is important when detectors are configured to extend/delay or count. Knowing which lanes the counts are
for is very important, especially for turning lanes. (a) Copper Loop (b) Detector Input Display (MM, 7, 6)
If the detectors are not mapped correctly, the easiest and quickest way to fix the problem is in the controller.
Determine the channel of the detector that is wrong and reassign it to the correct phase. This procedure is outlined in
Section 3.4.4.4.1 for Econolite controllers and Section 4.4.4.4 for Peek controllers.
5.2.2 Amplifier Card Settings
The detector amplifier cards in the cabinet should be checked to make sure the settings are correct. They should be
configured for presence mode. The sensitivity should also be checked. The sensitivity adjusts how far from the center
of the loop a vehicle is still detected. This will have to be adjusted to ensure that vehicles in an adjacent lane do not
activate the detector.
5.2.3 Detector Modes
Make sure that any detector features that are enabled in the controller are working properly. These include extend
and delay times and detector logging. Check to make sure that data is being logged either by viewing the screens in
the controller or by downloading the data to a computer.
5.3
Timing Parameters
5.3.1 Vehicle Extension Times
Verify that vehicle extension times are not too long or too short, particularly in the left-turn lanes. Long extension
times lead to decreased capacity because of the amount of time not used by a vehicle at the intersection. It is wasted
while the phase is waiting on a vehicle to arrive that may not arrive. Short extension times can cause a phase to gap
out too early for trucks and other slow moving vehicles because they have a longer startup time. If a truck is 5 or 6
vehicles back from the stopbar, the vehicles in front of it that can accelerate quicker will all extend the green and
pass through the intersection. However, if the extension time is too short, the phase may gap out before the truck can
reach the detector.
5.3.2 Green Times
From a safety standpoint, the minimum greens should be checked to make sure they are not too short. This is very
important on high-speed approaches that have detection because approaches without detection are in recall. Also,
the maximum green times should be checked while the intersection is in free operation since the maximum times are
inhibited during coordination. If the green times were calculated based on the guidelines in Section 2.2.4, they should
be acceptable.
5.3.3 Pedestrian Times
The pedestrian walk and clearance times should be adequate for the pedestrian movements. They should not be too
short because that will affect the safety of the intersection. If they are too long, that will only decrease the efficiency.
Check to make sure the times were calculated in accordance with Sections 2.2.3 and 2.2.3.2.
June 2006
Page 5-8
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
5.4
Coordination
5.4.1 Phase Splits
Verify that all phase splits are long enough. If splits are not long enough, excessive queuing may occur on particular
movements. If one split is increased, another split has to be decreased because the cycle length cannot change.
5.4.2 Cycle Length
If the intersection is running under saturated conditions on multiple approaches, the cycle length may need to be
increased. This decision should not be made without prior planning due to the fact that this modification will affect the
entire system. All intersections have to run a common cycle length for coordination. The intersection could be doublecycled to maintain coordination, but a new offset will have to be obtained with optimization software.
5.4.3 Offsets
Verify that offsets are appropriate by driving the system. Generally, one cannot expect perfect progression in both
directions as shown in Figure 2-18a. Consequently, the system offsets are typically tweaked to provide good
progression in one direction and moderate progression in the other – similar to that shown in Figure 2-18b.
5.5 Example Problem
Input sample data into a controller through the front panel and Aries.
June 2006
Page 5-9
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
[This page intentionally left blank.]
June 2006
Page 5-10
Field Verification
Mn/DOT Traffic Signal Controller Programming Guide
6
Master Controller
6.1 Introduction
The intent of this chapter is to introduce the available settings for the master. Traffic responsive programming (TRP)
is discussed in a step-by-step fashion in Chapter 3. In Chapter 4, step-by-step instructions are detailed for a detector
diagnostic plan development process.
The tables that follow are set up with the master front panel display on the left side of the tables that follow and the
associated Aries display on the right side if applicable. The number on the far left illustrates the key strokes from the
front panel of the master. The focus of this class will be to use the front panel to enter data as well as a cursory
introduction to Aries.
6.2
Econolite Master Controller Menus
F1
Master Controller Main Menu
MAIN MENU
1. DATA ENTRY
2. DIAGNOSTICS
3. STATUS DISPLAY
4. UTILITIES
PRESS KEYS 1..4 TO SELECT
This is the main menu window.
1
Data Entry Menu 1
DATA ENTRY MENU 1
1. SYSTEM PARAMETERS
2. TOD WEEKLY / YEARLY
3. HOLIDAY PROGRAMS
4. TOD PROGRAM STEPS
5. SYSTEM DETECTORS
6. DETECTOR GROUPS
7. AUTOMATIC PROGRAM
8. TRP SPLIT / SPECIAL FUNCTIONS
9. TRAFFIC RESPONSIVE PLANS
0. NEXT MENU
PRESS KEYS 1..0 TO SELECT
This is the Data Entry Submenu number 1.
June 2006
Page 6-1
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-1
System Parameters, General
SYSTEM PARAMETERS
DATE: 07/ 27/ 93
DATE SET: 7/ 27/ 93
TIME SET: 13:12:58
TIME: 13:12:58
ENTER DATE / TIME
THEN PRESS ENTER
DAYLIGHT SAVINGS.. BEGINS 1ST SUN IN APR
ADDITIONAL PAGE(S)
SYSTEM PARAMETERS
MANUAL PLAN…………………………………………
MANUAL COMMAND………………………………….
NO
111
MANUAL SPECIAL FUNCTION 1…………………….
MANUAL SPECIAL FUNCTION 2…………………….
MANUAL SPECIAL FUNCTION 3…………………….
MANUAL SPECIAL SUNCTION 4…………………….
OFF
OFF
OFF
OFF
CYCLE LENGTH CYCLE 1……………………………
CYCLE LENGTH CYCLE 2……………………………
CYCLE LENGTH CYCLE 3……………………………
CYCLE LENGTH CYCLE 4……………………………
CYCLE LENGTH CYCLE 5……………………………
50
60
75
90
105
ADDITIONAL SCREEN(S)
SYSTEM PARAMETERS
CYCLE LENGTH CYCLE 6……………………………
CYCLE RESYNC TIME………………………………..
120
0
SD VOLUME SCALE FACTOR……………………….
SD OCCUPANCY SCALE FACTOR…………………
12
30
FIRST DET NO-ACTIVITY PERIOD…………………..
5
SECOND DET NO-ACTIVITY PERIOD………………
BEGIN TIME OF SECOND NAP……………………..
15
2300
BEGIN TIME OF FIRST NAP…………………………. 0700
Here are where
general system parameters are set.

Date/Time:
Allows entry of time, date and
daylight savings enable. TOD operation is controlled by the clock and
DET NO-ACTIVITY THRESHOLD…………………….
3
calendar.

Manual Plan. Yes: programmed manual command is enabled and overrides all other plan sources.

Manual Command is the manual entry of desired COS (or Free).

Manual Special Functions to control other equipment.

Cycle Length (1 to 6) is the time between master generated sync pulses. This should match cycle length used in
controller coordination programs.

Refer to TRP step 8 starting on page 7-18 and Figure 3.15 for an example.
ADDITIONAL SCREEN(S)
June 2006
Page 6-2
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-1
System Parameters,
System Detector (SD)
SYSTEM PARAMETERS
Diagnostics
CYCLE LENGTH CYCLE 6……………………………
120
CYCLE RESYNC TIME………………………………..
0
SD VOLUME SCALE FACTOR……………………….
SD OCCUPANCY SCALE FACTOR…………………
12
30
FIRST DET NO-ACTIVITY PERIOD…………………..
BEGIN TIME OF FIRST NAP………………………….
5
0700
SECOND DET NO-ACTIVITY PERIOD………………
BEGIN TIME OF SECOND NAP……………………..
15
2300
DET NO-ACTIVITY THRESHOLD…………………….
3
ADDITIONAL SCREEN(S)
SYSTEM PARAMETERS
DET MAXIMUM PRESENCE PERIOD……………….
SD MIN AVG PRESENCE PERIOD………………….
SD MIN AVG PRESENCE THRESHOLD……………
4
2
10
SD EXCESSIVE COUNTS PERIOD………………….
SD EXCESSIVE COUNTS THRESHOLD……………
2
80
DET FAILURE RECOVERY PERIOD………………..
CONFLICT FLASH TIMER…………………………….
TRP INITIAL AND FAILURE
RECOVERY DELAY…………………………………..
TRP RETENTION PERIOD…………………………….
15
0
4
15
ADDITIONAL SCREEN(S)
SYSTEM PARAMETERS
MASTER NUMBER…………………………………….
1
NIC BACKUP ENABLE………………………………..
NIC RESYNC COUNT………………………………….
NIC TIME SYNC ENABLE…………………………….
0
0
NO
ADDITIONAL PAGE(S)
Here, the user defined settings will establish operational ranges. Presence detectors provide volume and occupancy data. The
data is accumulated during the sample period for each detector. At the end of the sample period, the detector data is processed
into scaled volume and occupancy values for use in computing auto plan select values.

Refer to TRP step 8 starting on page 7-18 and Figure 3.16 for an example and description of these values.

Refer to the Econolite Zone Master Programming Manual for computation examples.
June 2006
Page 6-3
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-1
System Parameters, Nominal Speed
SYSTEM PARAMETERS
NOMINAL SPEEDS
1
0
0
0
0
0
0
CYCLE 1 NOMINAL SPEEDS……...…
CYCLE 2 NOMINAL SPEEDS…………
CYCLE 3 NOMINAL SPEEDS…………
CYCLE 4 NOMINAL SPEEDS…………
CYCLE 5 NOMINAL SPEEDS…………
CYCLE 6 NOMINAL SPEEDS…………
2
0
0
0
0
0
0
3
0
0
0
0
0
0
SPEED IN KPH?..............................................
4
0
0
0
0
0
0
5
0
0
0
0
0
0
NO
END OF SUBMENU

“Nominal Speeds” have no influence over the TRP. They are mainly used to drive the green band display in Aries.

You can enter the speed units in KPH or MPH.
1-1-2
TOD Weekly/Yearly
TOD WEEKLY/YEARLY
ENABLE TOD PLAN?...........................................
ENABLE TOD SPECIAL FUNCTIONS?...................
ENABLE TRP DEFAULT?.....................................
WEEKLY PGM:
SUN……….
MON……….
TUE………..
WED……...
THU………..
FRI…………
SAT………..
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
3
1
1
1
1
1
1
1
4
1
1
1
1
1
1
1
5
1
1
1
1
1
1
1
6
1
1
1
1
1
1
1
7
1
1
1
1
1
1
1
8
1
1
1
1
1
1
1
NO
NO
NO
9
1
1
1
1
1
1
1
10
1
1
1
1
1
1
1
ADDITIONAL PAGE(S)
TOD WEEKLY/YEARLY
WEEK-OF-YEAR
WEEKLY PROGRAM
1 2 3 4 5 6 7 8
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
9 10 11 12 13 14 15 16
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
17 18 19 20 21 22 23 24
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
25 26 27 28 29 30 31 32
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
33 34 35 36 37 38 39 40
ADDITIONAL SCREEN(S)
TOD WEEKLY/YEARLY
WEEKLY PROGRAM
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
41 42 43 44 45 46 47 48
1 1 1 1 1 1 1 1
WEEK-OF-YEAR
WEEKLY PROGRAM
49 50 51 52 53
1 1 1 1 1
END OF SUBMENU
June 2006
Page 6-4
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
Some notes on TOD Weekly/Yearly plan set-up:

Up to 10 weekly programs can be created.

Each weekly program is made up of seven week days (Sunday – Saturday).

These weekly programs will call the entered daily program number.

The weekly programs can be called to accommodate normal and seasonal demands.

Each week of the year can be assigned a weekly program.

Generally (and in the example above), the weekly program is set to 1.

Since the default for the weekly program is 1, only special weeks require programming.
Week 5
Week 1
Week 2
Week 3
Week 4
Week 5
Week 34
Week 53
Week 1
Week 35
June 2006
Page 6-5
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-3
Holiday Programs
HOLIDAY PROGRAMS
HOLIDAY
MONTH
0-12
DAY
0-31
PROGRAM
1-16
REPEACT
X-DEL
1……
2……
3……
4……
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
5……
6……
7……
8……
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
9……
0
0
1
.
ADDITIONAL SCREEN(S)
HOLIDAY PROGRAMS
HOLIDAY
MONTH
0-12
DAY
0-31
PROGRAM
1-16
REPEACT
X-DEL
10..…
11…..
12…..
0
0
0
0
0
0
1
1
1
.
.
.
13…..
14…..
15…..
16…..
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
17…..
18…..
0
0
0
0
1
1
.
.
ADDITIONAL SCREEN(S)
HOLIDAY PROGRAMS
HOLIDAY
MONTH
0-12
DAY
0-31
PROGRAM
1-16
REPEACT
X-DEL
28…..
0
0
1
.
29…..
30…..
31…..
32…..
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
33…..
34…..
35…..
36…..
0
0
0
0
0
0
0
0
1
1
1
1
.
.
.
.
END OF SUBMENU
Some notes on Holiday Programs set-up:

Up to 36 holiday programs can be used that will over-ride the day program normally used.

A floating holiday is one that occurs on a specific day and week of the month (third Thursday in November).

A fixed holiday occurs on a specific day of the year (July 4th).

DOW/DOM specifies the day of week (DOW) and day of month (DOM).

WOM is the week of month.

PROG selects the day program used to holiday date programmed.
June 2006
Page 6-6
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-4
TOD Program Steps
TOD PROGRAM STEPS
STEP
NO.
TIME
00002359
0000
0000
0000
0000
COS
*
1
2
3
4
PGM
1-16
0=CLR
0
0
0
0
5
6
7
8
0
0
0
0
0000
0000
0000
0000
FREE
FREE
FREE
FREE
SPECIAL
FUNCTION
1 2 3 4
. . . .
. . . .
. . . .
. . . .
FREE
FREE
FREE
FREE
.
.
.
.
.
.
.
.
.
.
.
.
MAINT
CALL
.
.
.
.
.
.
.
.
ADDITIONAL SCREEN(S)
.
.
.
.
MORE ->
(Step 2-150 not shown)
TOD PROGRAM STEPS
STEP
NO.
1
2
3
4
5
6
7
8
- AUTO TRP TOD
ENA OVRD
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
NIC
MODE
.
.
.
.
.
.
.
.
XRT SAM SMLG
ENA
0030
15
.
0
0
.
0
0
.
0
0
.
0
0
.
.
.
.
0
0
0
0
SDLG
0,15,
30,60
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
0
0
0
0
<- MORE
TOD PROGRAM STEPS
STEP
NO.
TIME
00002359
0000
0000
0000
0000
COS
*
143
144
145
146
PGM
1-16
0=CLR
0
0
0
0
147
148
149
150
0
0
0
0
0000
0000
0000
0000
FREE
FREE
FREE
FREE
SPECIAL
FUNCTION
1 2 3 4
. . . .
. . . .
. . . .
. . . .
FREE
FREE
FREE
FREE
.
.
.
.
.
.
.
.
.
.
.
.
END OF SUBMENU
MAINT
CALL
.
.
.
.
.
.
.
.
.
.
.
.
MORE ->
TOD PROGRAM STEPS
STEP
NO.
143
144
145
146
147
148
149
150
- AUTO TRP TOD
ENA OVRD
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
END OF SUBMENU
June 2006
NIC
MODE
.
.
.
.
.
.
.
.
XRT SAM SMLG
ENA
0030
15
.
0
0
.
0
0
.
0
0
.
0
0
.
.
.
.
0
0
0
0
SDLG
0,15,
30,60
0
0
0
0
0
0
0
0
0
0
0
0
<- MORE
Page 6-7
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
Some notes on TOD Program Steps:

Program Steps define daily programs by defining the associated TOD steps. Up to 150 steps.

Programs may be assigned as many steps as needed.

The selected program step remains in effect until replaced by another program step from the same daily program or
succeeding one.

In the master, the coordination plan is called by it’s COS, not the pattern.

Special Function allows four user defined functions used for system flash and to control other equipment.

Maintenance Call enables device failure events to be reported to a maintenance computer or terminal connected by
modem.

TRP ENA is Traffic Responsive Plan enable. This will be discussed in advanced versions of this class.

TOD Override: Traffic responsive overrides TOD plan when the traffic responsive plan cycle command is greater then
the TOD cycle command.

NIC Mode: Master zero output inhibited when this option is enabled. Coordinators revert to NIC operation after their
NIC resync count expires.

Crossing Artery Synchronization Enable: Enables crossing artery synchronization during specified times.

Refer to TRP step 9 starting on page 7-19 and Figure 3.17 for an example.
1-1-5
System Detectors
SYSTEM DETECTORS
SYSTEM
DET.
SCALE
VOL
FACTOR
OCC
NO-ACT
PERIOD
MAX PRES.
PERIOD
1……
2……
3……
4……
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5……
6……
7……
8……
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9……
0
0
0
0
ADDITIONAL SCREEN(S)
(Detector screen 2-32 not shown)
June 2006
Page 6-8
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
SYSTEM DETECTORS
SYSTEM
DET.
SCALE
VOL
FACTOR
OCC
NO-ACT
PERIOD
MAX PRES.
PERIOD
10…..
11…..
12…..
0
0
0
0
0
0
0
0
0
0
0
0
13…..
14…..
15…..
16…..
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
17…..
18…..
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
SYSTEM DETECTORS
SYSTEM
DET.
SCALE
VOL
FACTOR
OCC
NO-ACT
PERIOD
MAX PRES.
PERIOD
19…..
20…..
0
0
0
0
0
0
0
0
21…..
22…..
23…..
24…..
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
25…..
26…..
27…..
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
SYSTEM DETECTORS
SYSTEM
DET.
SCALE
VOL
FACTOR
OCC
NO-ACT
PERIOD
MAX PRES.
PERIOD
24…..
0
0
0
0
25…..
26…..
27…..
28…..
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
29…..
30…..
31…..
32…..
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
System Detectors provide volume and occupancy data. This data is processed and scaled for use in determining the appropriate
TRP. Scaled volume and scaled occupancy calculations can be found in the Econolite Zone Master Programming Manual.

SD Volume Scale Factor is used to compute scaled volume: a percent value representing actual volume. For example,
12 = 1,200.

SD Occupancy Scale Factor.

System Det are the detector numbers of the detectors used for auto plan selection.

Refer to TRP step 1 starting on page 7-4 and Figure 3.4 for an example.

Also refer to TRP step 3 starting on page 7-10 and Figure 3.10 for a continued example.
June 2006
Page 6-9
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-6
Detector Groups
DETECTOR GROUPS
ASSIGN SD TO LANE 1……….
ASSIGN SD TO LANE 2……….
ASSIGN SD TO LANE 3……….
ASSIGN SD TO LANE 4……….
DETECTOR GORUP NO.
1
2
3
4
1
3
5
7
2
4
6
8
0
0
0
0
0
0
0
0
REQUIRED NO. DETECTORS..
ASSIGN TO LEVEL…………….
ASSIGN TO DIRECTION 1……..
ASSIGN TO DIRECTION 2……..
1
2
AV
NA
1
2
AV
NA
1
2
AV
NA
1
2
AV
NA
ASSIGN TO PLIT DEMAND A…
AV
AV
AV
NA
ADDITIONAL SCREEN(S)
MORE ->
(Detector Groups 2-8 not shown)
DETECTOR GROUPS
ASSIGN SD TO LANE 1……….
ASSIGN SD TO LANE 2……….
ASSIGN SD TO LANE 3……….
ASSIGN SD TO LANE 4……….
DETECTOR GORUP NO.
5
6
7
8
9
11
13
15
10
12
14
16
0
0
0
0
0
0
0
0
REQUIRED NO. DETECTORS..
ASSIGN TO LEVEL…………….
ASSIGN TO DIRECTION 1……..
ASSIGN TO DIRECTION 2……..
1
2
NA
AV
1
2
NA
AV
1
NA
NA
NA
1
NA
NA
NA
ASSIGN TO SPLIT DEMAND A.
NA
NA
NA
NA
ADDITIONAL SCREEN(S)
MORE ->
DETECTOR GROUPS
ASSIGN TO SPLIT DEMAND B.
ASSIGN TO ART DEMAND……
ASSIGN TO NON-ART DEMAND
END OF SUBMENU
DETECTOR GORUP NO.
1
2
3
4
AV
AV
NA
AV
AV
NA
NA
NA
NA
NA
AV
NA
MORE ->
DETECTOR GROUPS
ASSIGN TO SPLIT DEMAND B.
ASSIGN TO ART DEMAND……
ASSIGN TO NON-ART DEMAND
END OF SUBMENU
DETECTOR GORUP NO.
6
7
8
9
AV
AV
NA
NA
AV
NA
NA
NA
NA
NA
AV
AV
<- MORE
System detectors can be assigned to eight detector groups. Each of these groups can have up to four detectors. The data that is
collected is used in the computations for traffic functions assigned to each group.

June 2006
Assign the traffic functions in this location. The functions that can be assigned are:
o 1 = Highest value encountered by any one of the detectors in the group
o 2 = Second highest value
Page 6-10
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
o
o

1-1-7
Avg = Average value calculated from all detectors in the group
NA = Not assigned
Refer to TRP step 4 starting on page 7-12 and Figure 3.11 for an example.
Automatic Program
AUTOMATIC PROGRAM
SAMPLE PERIOD IN CYCLES?............................
SAMPLE PERIOD………………………………………
YES
2
FUNCTION COMPUTATIONS:
TRAFFIC PARAM………...…
VALUE/GROUP……………..
SMOOTHING FACTOR……..
UPDATE THRESHOLD……..
LEV
CON
1
50
0
ADDITIONAL PAGE(S)
DR1
CON
1
50
0
DR2
CON
1
50
0
MORE ->
AUTOMATIC PROGRAM
FUNCTION COMPUTATIONS:
TRAFFIC PARAM………...…
VALUE/GROUP……………..
SMOOTHING FACTOR……..
UPDATE THRESHOLD……..
SPA SPB ART NRT
CON CON CON CON
1
1
1
1
50
50
50
50
0
0
0
0
ADDITIONAL PAGE(S)
<- MORE
AUTOMATIC PROGRAM
THRESHOLD
LEVEL
2>1
20
1>2
35
3>2
33
2>3
70
4>3
101
3>4
101
5>4
101
4>5
101
OFFSET
1>AV 15
AV>1 20
2>AV 15
AV>2 20
SPLIT NON-ARTERIAL
2>1
10 NRT>ART 20
1>2
20 ART>NRT 30
3>2
20
2>3
30
4>3
30
3>4
40
END OF SUBMENU
Traffic function computations take current data and relate it with a smoothing factor to previously sampled data to generate a
smoothed data value. The smoothed data value thus represents current volume and occupancy data with respect to previous
data. The smoothed values are then used to find the auto plan selection values.

Details on the function computations can be found in the Econolite Zone Master Programming Manual.

Refer to TRP step 5 starting on page 7-13 and Figure 3.12 for an example on function computations.
Once updated smoothed values are obtained for each traffic function, further computations yield the auto plan select values that
are compared to user specified thresholds (for level, offset, split and non-arterial) to determine computed plan select values.

June 2006
Refer to TRP step 5 starting on page 7-13 and Figure 3.13 for an example on thresholds.
Page 6-11
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-1-8
TRP Split/Special Functions
TRP SPLIT/SPECIAL FUNCTIONS
CLR
Y/N
NO
NO
NO
NO
SPLIT/SF1
SPLIT/SF2
SPLIT/SF3
SPLIT/SF4
SPL
1-4
1
2
3
4
SF1
- OFF
OFF
OFF
OFF
SF2 SF3 SF4
ON/OFF - OFF OFF OFF
OFF OFF OFF
OFF OFF OFF
OFF OFF OFF
END OF SUBMENU
Computed split/special functions is used when a zero has been entered for split in a traffic responsive plan. Selection is
determined by comparing split demand A (SPA) to split demand B (SPB). The results of the comparisons are compared to
threshold values to determine one of four split/special functions.

1-1-9
Refer to TRP step 6 on page 7-15 for additional information.
Traffic Responsive Plans
TRAFFIC RESPONSIVE PLAN
LEVEL1 DIRECT 1
LEVEL1 DIRECT 2
LEVEL1 AVERAGE
LEVEL1 NON ART
CLR COS SF1
Y/N
- NO 121 OFF
NO 131 OFF
NO 111 OFF
NO 142 OFF
SF2 SF3 SF4
ON/OFF - OFF OFF OFF
OFF OFF OFF
OFF OFF OFF
OFF OFF OFF
LEVEL2 DIRECT 1
LEVEL2 DIRECT 2
LEVEL2 AVERAGE
LEVEL2 NON ART
NO
NO
NO
NO
221
231
211
242
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
LEVEL3 DIRECT 1
NO
321
OFF
OFF
OFF
OFF
ADDITIONAL SCREEN(S)
(Level 2-5 not shown)
TRAFFIC RESPONSIVE PLAN
LEVEL3 DIRECT 2
LEVEL3 AVERAGE
LEVEL3 NON ART
CLR COS SF1
Y/N
- NO 331 OFF
NO 311 OFF
NO 342 OFF
SF2 SF3 SF4
ON/OFF - OFF OFF OFF
OFF OFF OFF
OFF OFF OFF
LEVEL4 DIRECT 1
LEVEL4 DIRECT 2
LEVEL4 AVERAGE
LEVEL4 NON ART
YES
YES
YES
YES
CLR
CLR
CLR
CLR
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
LEVEL5 DIRECT 1
LEVEL5 DIRECT 2
YES
YES
CLR
CLR
OFF
OFF
OFF
OFF
OFF
OFF
OFF
OFF
ADDITIONAL SCREEN(S)
June 2006
Page 6-12
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
TRAFFIC RESPONSIVE PLANS
LEVEL5 AVERAGE
LEVEL5 NON ART
CLR COS SF1 SF2 SF3 SF4
Y/N
- - ON/OFF - YES CLR OFF OFF OFF OFF
YES CLR OFF OFF OFF OFF
END OF SUBMENU
Computed level and computed offset value are input to a program lookup matrix to determine the traffic responsive plan. The
TRP is selected from one of 15 plans or 1 of 20 plans if the non-arterial option is selected. The plan matrix is shown below.
Computed Level
Computed
Offset
1
2
3
4
5
Arterial Traffic
Plans
DR1
1-D1
2-D1
3-D1
4-D1
5-D1
AVG
1-AV
2-AV
3-AV
4-AV
5-AV
DR2
1-D2
2-D2
3-D2
4-D2
5-D2
1-NR
2-NR
3-NR
4-NR
5-NR
Non-Arterial
Traffic Plans

1
Refer to TRP step 7 starting on page 7-15 and Figure 3.14 for an example.
Data Entry Menu 2
DATA ENTRY MENU 2
1. XRT SYNCHRONIZATION
2. ENABLE DEVICES
3. TELEMETRY SEQUENCE CHANNEL 1
4. TELEMETRY SEQUENCE CHANNEL 2
5. LOGGING PARAMETERS
6. CONFIGURATION
7. ALARMS AND EVENTS
8. I / O ASSIGNMENTS
9. OPTIONS
0. PREVIOUS MENU
PRESS KEYS 1..0 TO SELECT
This is data entry submenu 1.
June 2006
Page 6-13
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-2-1
XRT Synchronization
XRT SYNCHRONIZATION
SUBMASTER
CYCLE
1……………
2……………
3……………
4……………
5……………
6……………
MASTER
CYCLE
0-6
0
0
0
0
0
0
OF1
099%
0
0
0
0
0
0
OF2
099%
0
0
0
0
0
0
OF3
099%
0
0
0
0
0
0
OF4
099%
0
0
0
0
0
0
OF5
099%
0
0
0
0
0
0
MINIMUM SYNC PERIOD…………………………………
XRT CONTROLLER…………………………………………
0
0
END OF SUBMENU
Crossing Artery Control
The coordinator shall provide crossing artery synchronization by implementing dual coordination at an intersection where both
arterials are under separate system master control.
An external input shall enable dual coordination. Once enabled, the coordinator shall place a continuous call on the Call-ToNonactuated II (crossing artery) phases. This call shall insure that, as a minimum, the crossing artery phase remains green for its
full split interval.
In addition, the coordinator shall output a crossing artery sync signal indicating the beginning of the crossing artery phase split
interval. This signal shall be used to establish the master zero for the crossing artery system master.
Dual coordination shall also force a selectable crossing artery split to be used. This feature shall allow optimizing a particular split
in each cycle for dual coordination.

The submaster cycle determines when it will synchronize to the master by comparing its cycle command to the master
cycle command.

Master cycle commands are cross referenced to submaster cycle commands.

Offset Commands 1-5 (OF 1-5). An XRT offset is specified for each combination of submaster cycle and offset
commands.

The Minimum Sync Period is the time the submaster is forced to remained synchronized with the master.

XRT Controller.
1-2-2
Enable Devices
ENABLE DEVICES
DEVICE#
SYSTEM
DET.
CONT.
SPEED
TRAP
1………..
2………..
3………..
4………..
X
X
X
X
.
.
.
.
.
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.
.
5………..
6………..
7………..
8………..
X
X
X
X
.
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.
SPEED
SIGN
.
.
.
.
-
TELEM.
CHAN.
.
.
-
-
-
-
-
ADDITIONAL SCREEN(S)
(Device 2-32 not shown)
June 2006
Page 6-14
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
(Controller 2-24 not shown)
ENABLE DEVICES
DEVICE#
SYSTEM
DET.
CONT.
SPEED
TRAP
SPEED
SIGN
TELEM.
CHAN.
9………..
10..…….
11.……..
12………
X
X
X
X
.
.
.
.
-
-
-
-
-
-
13………
14………
15………
16………
X
X
X
X
.
.
.
.
-
-
-
-
-
-
ADDITIONAL SCREEN(S)
ENABLE DEVICES
DEVICE#
SYSTEM
DET.
CONT.
SPEED
TRAP
SPEED
SIGN
TELEM.
CHAN.
17………
18..…….
19.……..
20………
.
.
.
.
.
.
.
.
-
-
-
-
-
-
21………
22………
23………
24………
.
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.
.
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-
-
-
-
-
-
ADDITIONAL SCREEN(S)
ENABLE DEVICES
DEVICE#
SYSTEM
DET.
CONT.
SPEED
TRAP
SPEED
SIGN
TELEM.
CHAN.
25………
26………
27………
28………
.
.
.
.
-
-
-
-
-
-
-
-
29………
30………
31………
32………
.
.
.
.
-
-
-
-
-
-
-
-
ADDITIONAL SCREEN(S)
ENABLE LOCAL DETECTORS
LOCAL DET AT:
CONTROLLER 1…….
CONTROLLER 2…….
CONTROLLER 3…….
CONTROLLER 4…….
1
.
.
.
.
LOCAL DET NO.
2 3 4 5 6 7
. . . . . .
. . . . . .
. . . . . .
. . . . . .
8
.
.
.
.
CONTROLLER 5…….
CONTROLLER 6…….
CONTROLLER 7…….
CONTROLLER 8…….
.
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CONTROLLER 9…….
.
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.
.
.
ADDITIONAL SCREEN(S)
June 2006
Page 6-15
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
ENABLE LOCAL DETECTORS
LOCAL DET AT:
CONTROLLER 10……….
CONTROLLER 11……….
CONTROLLER 12……….
1
.
.
.
LOCAL DET NO.
2 3 4 5 6 7
. . . . . .
. . . . . .
. . . . . .
8
.
.
.
CONTROLLER 13……….
CONTROLLER 14……….
CONTROLLER 15……….
CONTROLLER 16……….
.
.
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CONTROLLER17………..
CONTROLLER 18……….
.
.
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.
.
.
.
.
.
.
.
.
.
ADDITIONAL SCREEN(S)
ENABLE LOCAL DETECTORS
LOCAL DET AT:
CONTROLLER 16……….
LOCAL DET NO.
1 2 3 4 5 6 7 8
. . . . . . . .
CONTROLLER 17……….
CONTROLLER 18……….
CONTROLLER 19……….
CONTROLLER 20……….
.
.
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CONTROLLER 21……….
CONTROLLER 22……….
CONTROLLER 23……….
CONTROLLER 24……….
.
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END OF SUBMENU
This setting enables devices and local detectors. This permits the device to be monitored.

1-2-3
Refer to TRP step 1 on page TRP Step 1 and Figure 3.5 for an example.
Telemetry Sequence Channel 1
TELEMETRY SEQUENCE CHANNEL 1
LOCAL
CTR AUX SDA1
TELEM
1-24 1-24 1-32
ADDRESS
1……….. 0
0
0
2……….. 0
0
0
3……….. 0
0
0
4……….. 0
0
0
5………..
6………..
7………..
8………..
0
0
0
0
0
0
0
0
SDA2
1-32
SDB1
1-32
SDB2
1-32
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
MORE ->
TELEMETRY SEQUENCE CHANNEL 1
LOCAL
SDC1 SDC2 SDD1 SDD2 STA
TELEM
1-32 1-32 1-32 1-32 1-8
ADDRESS
1……….. 6
7
8
0
0
2……….. 0
0
0
0
0
3……….. 0
0
0
0
0
4……….. 0
0
0
0
0
5………..
6………..
7………..
8………..
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
June 2006
0
0
0
0
0
0
0
0
0
0
0
0
STB
1-8
(Address 2-24 not shown)
AUX2
1-24
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
<- MORE
Page 6-16
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
TELEMETRY SEQUENCE CHANNEL 1
LOCAL
CTR AUX SDA1
TELEM
1-24 1-24 1-32
ADDRESS
17……… 0
0
0
18……… 0
0
0
19……… 0
0
0
20……… 0
0
0
21………
22………
23………
24………
0
0
0
0
0
0
0
0
SDA2
1-32
SDB1
1-32
SDB2
1-32
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
MORE ->
TELEMETRY SEQUENCE CHANNEL 1
LOCAL
SDC1 SDC2 SDD1 SDD2 STA
TELEM
1-32 1-32 1-32 1-32 1-8
ADDRESS
17……… 6
7
8
0
0
18……… 0
0
0
0
0
19……… 0
0
0
0
0
20……… 0
0
0
0
0
21………
22………
23………
24………
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
STB
1-8
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU

1-2-4
AUX2
1-24
<- MORE
Refer to TRP step 1 on page TRP Step 1 and Figure 3.3 for an example.
Telemetry Sequence Channel 2
TELEMETRY SEQUENCE CHANNEL 2
LOCAL
CTR AUX SDA1
TELEM
1-24 1-24 1-32
ADDRESS
1……….. 0
0
0
2……….. 0
0
0
3……….. 0
0
0
4……….. 0
0
0
5………..
6………..
7………..
8………..
0
0
0
0
0
0
0
0
SDA2
1-32
SDB1
1-32
SDB2
1-32
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
MORE ->
TELEMETRY SEQUENCE CHANNEL 2
LOCAL
SDC1 SDC2 SDD1 SDD2 STA
TELEM
1-32 1-32 1-32 1-32 1-8
ADDRESS
1……….. 6
7
8
0
0
2……….. 0
0
0
0
0
3……….. 0
0
0
0
0
4……….. 0
0
0
0
0
5………..
6………..
7………..
8………..
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
June 2006
0
0
0
0
0
0
0
0
0
0
0
0
STB
1-8
(Address 2-24 not shown)
AUX2
1-24
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
<- MORE
Page 6-17
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
TELEMETRY SEQUENCE CHANNEL 2
LOCAL
CTR AUX SDA1
TELEM
1-24 1-24 1-32
ADDRESS
17……… 0
0
0
18……… 0
0
0
19……… 0
0
0
20……… 0
0
0
21………
22………
23………
24………
0
0
0
0
0
0
0
0
SDA2
1-32
SDB1
1-32
SDB2
1-32
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
MORE ->
TELEMETRY SEQUENCE CHANNEL 2
LOCAL
SDC1 SDC2 SDD1 SDD2 STA
TELEM
1-32 1-32 1-32 1-32 1-8
ADDRESS
17……… 6
7
8
0
0
18……… 0
0
0
0
0
19……… 0
0
0
0
0
20……… 0
0
0
0
0
21………
22………
23………
24………
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
0
0
0
0
STB
1-8
AUX2
1-24
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
<- MORE
Continuation of Telemetry Sequence Channel 1.
1-2-5
Logging Parameters
LOGGING PARAMETERS
ENABLE SAMPLE PERIOD LOG……………………
ENABLE SYSTEM DETECTOR LOG………………..
ENABLE SPEED LOG…………………………………
ENABLE SD & SPD LOG BUFFER………………….
NO
NO
NO
NO
LOG TRANSFER REFERENCE TIME……………….
DEFAULT SAMPLE LOG PERIOD…………………..
DEFAULT SD & SPD LOG PERIOD…………………
EVENT REPORTING DELAY…………………………
0000
0
0
0
LOG TRANSFER INTERVAL………………………….
0
ADDITIONAL PAGE(S)
LOGGING PARAMETERS
ASSIGN SYSTEM DET TO LOG:
SYSTEM DET……………
1 2 3 4 5 6 7 8
. . . . . . . .
SYSTEM DET……………
9 10 11 12 13 14 15 16
. . . . . . . .
SYSTEM DET……………
17 18 19 20 21 22 23 24
. . . . . . . .
SYSTEM DET……………
25 26 27 28 29 30 31 32
. . . . . . . .
ADDITIONAL PAGE(S)
June 2006
Page 6-18
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
LOGGING PARAMETERS
SPEED TRAP LOG
SPEED
TRAP
NO.
1………..
2………..
3………..
4………..
ASSIGN TO
LOG
(TOGGLE)
NO
NO
NO
NO
LOWER
THRESHOLD
0-99
0
0
0
0
HIGHER
THRESHOLD
0-99
0
0
0
0
5………..
6………..
7………..
8………..
NO
NO
NO
NO
0
0
0
0
0
0
0
0
END OF SUBMENU
Used to enable and set parameters for system detector and speed logs.

Refer to TRP step 1 on page TRP Step 1, Figure 3.6 and Figure 3.7 for an example on collecting volume and
occupancy data.

Refer to TRP step 9 starting on page 7-19 and Figure 3.19 for an example on the use of the “Enable Sample Period
Log”.
1-2-6
Configuration
CONFIGURATION
COMMUNICATION TYPE………………………….
MODEM PORT BIT RATE…………………………
USE PORT 2 (CHECKS1)…………………………
PORT 2 BIT RATE………………………………….
PORT 2 FRAME TYPE…………………………….
EVENT MONITOR NUMBER…………………..…
EVENT MONITOR DPS PORT……………………
LOG MONITOR NUMBER…………………………
LOG MONITOR DSP PORT……………………….
MAINTENANCE NUMBER………………………..
MAINTENANCE DPS PORT………………………
MODEM
2400
NO
19.2K
N,8,1
ADDITIONAL PAGE(S)
June 2006
Page 6-19
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
CONFIGURATION
MAINTENANCE REPORT OPTIONS:
PRIORITY 1 EVENT?............................................
DELAY NEXT PRIORITY 1 REPORT?.....................
STORE ON DISK?................................................
SYSTEM FLASH IS SPECIAL FUNCTION………….
YES
NO
YES
1
TONE DIALING…………………………………………. YES
RETRY COUNT…………………………………………
0
MIN RETRY INTERVAL………………………………..
1
MAX RETRY INERVAL………………………………..
1
ALTERNATE MODEM CONFIGURATION COMMAND:
RESET DELAY…………………………………………
0.0
END OF SUBMENU
Configuration settings for the master.
1-2-7
Alarms and Events
ALARMS AND EVENTS
SYSTEM:
BACKUP…………………………………………………
CLOCK ERROR………………………………………..
POWER ON/OFF………………………………………
POWER INTERRUPT < 0.7 SEC…………………….
DEVICE ON-LINE………………………………………
4
4
4
4
4
ADDITIONAL PAGE(S)
ALARMS AND EVENTS
CONTROLLER:
CYCLE FAIL…………………………………………….
CMU FLASH…………………………………………….
LOCAL FLASH………………………………………….
COMMANDED FLASH…………………………………
MAINTENANCE REQUIRED………………………….
COORDINATION ALARM……………………………..
COORDINATION ERROR……………………………..
PREEMPT………………………………………………
LOCAL FREE…………………………………………..
ALARM 1………………………………………………..
ALARM 2………………………………………………..
COMMANDED FREE………………………………….
4
4
4
4
4
4
4
4
4
4
4
4
ADDITIONAL PAGE(S)
ALARMS AND EVENTS
OTHER DEVICES:
TLM CHN FAIL & NIC BACKUP………………………
LOCAL TELEMETRY FAILURE………………………
SYSTEM DETECTOR FAILURE……………………..
LOCAL DETECTOR FAILURE………………………..
SPEED TRAP FAILURE……………………………….
SPEED SIGN FAILURE……………………………….
4
4
4
4
4
4
ADDITIONAL PAGE(S)
June 2006
Page 6-20
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
ALARMS AND EVENTS
PROGRAMS/COMMANDS:
PROGRAM CHANGE………………………………….
AUTO PROGRAM CHANGE………………………….
SPECIAL FUNCTION CHANGE………………………
TOD INTERVAL CHANGE…………………………….
COMMAND MODE CHANGE…………………………
4
4
4
4
4
END OF SUBMENU
Allows the setting of alarms. The options are:

1 = Alarm

2 = Report after delay

3 = Report with higher priority

4 = Don’t report

Refer to TRP step 9 starting on page 7-19 and Figure 3.18 for an example.
June 2006
Page 6-21
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
1-2-8
I/O Assignments
I / O ASSIGNMENTS
SYSTEM DETECTOR INPUT ASSIGNMENTS
SYS DET
INPUT PIN
1……………………….
1
2……………………….
2
3……………………….
3
4……………………….
4
5……………………….
6……………………….
7……………………….
8……………………….
5
6
7
8
ADDITIONAL SCREEN(S)
I / O ASSIGNMENTS
SYSTEM DETECTOR INPUT ASSIGNMENTS
SYS DET
INPUT PIN
9………………………. OFF
10…………………….. OFF
11…………………….. OFF
12……………………… OFF
13………………………
14………………………
15………………………
16………………………
OFF
OFF
OFF
OFF
ADDITIONAL PAGE(S)
I / O ASSIGNMENTS
EXTERNAL COMMAND INPUTS
INPUT PIN
CYCLE 1…………………………
CYCLE 2…………………………
CYCLE 4…………………………
OFF
OFF
OFFSET 1………………………..
OFFSET 2………………………..
OFFSET 4………………………..
OFF
OFF
OFF
SPLIT 1…………………………..
SPLIT 2…………………………..
OFF
OFF
ADDITIONAL SCREEN(S)
I / O ASSIGNMENT
EXTERNAL COMMAND INPUTS
INPUT PINS
SPECIAL FUNCTION 1…………….
SPECIAL FUNCTION 2…………….
SPECIAL FUNCTION 3…………….
SPECIAL FUNCTION 4…………….
OFF
OFF
OFF
MASTER ZERO……………………..
FREE…………………………………
FORCE EXTERNAL PLAN…………
TIME SYNC………………………….
OFF
OFF
18
OFF
ADDITIONAL SCREEN(S)
June 2006
Page 6-22
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
I / O ASSIGNMENTS
EXTERNAL COMMAND INPUTS
INPUT PINS
NIC BACKUP………………………..
ADDITIONAL PAGE(S)
I / O ASSIGNMENTS
COMMAND OUTPUTS
OUTPUT PINS
CYCLE 1…………………………
CYCLE 2…………………………
CYCLE 4…………………………
10
11
OFFSET 1………………………..
OFFSET 2………………………..
OFFSET 4………………………..
12
13
14
SPLIT 1…………………………..
SPLIT 2…………………………..
15
16
ADDITIONAL SCREEN(S)
I / O ASSIGNMENT
COMMAND OUTPUTS
INPUT PINS
SPECIAL FUNCTION 1…………….
SPECIAL FUNCTION 2…………….
SPECIAL FUNCTION 3…………….
SPECIAL FUNCTION 4…………….
OFF
OFF
OFF
MASTER ZERO……………………..
FREE…………………………………
FORCE EXTERNAL PLAN…………
TIME SYNC………………………….
17
OFF
OFF
OFF
END OF SUBMENU
The I/O connector provides 24 pins for any combination of input or output signals required for a specific application of the
ASC/2M-100. The Econolite Zone Monitor Programming Manual has full details.
1-2-9
Options
[No compatible Aries screen. Controller only feature.]
OPTIONS
KEY CLICK ENABLE………………………
BACKLIGHT ENABLE……………...………
TELEMETRY WINDOW 1………………….
TELEMETRY WINDOW 2………………….
SUPERVISOR ACCESS CODE…………..
DATA CHANGE ACCESS CODE…………
YES
YES
165
165
0000
0000
END OF SUBMENU
Allows for changes to optional settings.
June 2006
Page 6-23
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
2
Diagnostics Menu
[No compatible Aries screen. Controller only feature.]
DIAGNOSTICS MENU
1. TELEMETRY
2. CONTROLLER
3. SYSTEM DETECTOR
4. SPEED TRAP
5. LOCAL DETECTOR
6. TRAFFIC RESPONSIVE
PRESS KEYS 1..6 TO SELECT
This is the diagnostics submenu.
2-1
Telemetry
[No compatible Aries screen. Controller only feature.]
TELEMETRY DIAGNOSTICS
CHANNEL…………….
1
2
ENABLED…………….
LOOP ERR…………..
XCVR ERR……………
NO
.
.
NO
.
.
The telemetry diagnostic display identifies channels as enabled or disabled and shows current diagnostic test results per
channel.
2-2
Controller
[No compatible Aries screen. Controller only feature.]
CONTROLLER DIAGNOSTICS
CONTROLLER……………
1
2
3
4
ENABLED…………………
TELEMETRY……………..
CYCLE FAIL………………
CMU FLASH………………
DOOR OPEN……………..
COORD ALARM………….
ALARM 1………………….
ALARM 2………………….
NO
OK
.
.
.
.
.
.
NO
OK
.
.
.
.
.
.
NO
OK
.
.
.
.
.
.
NO
OK
.
.
.
.
.
.
MORE ->
Diagnostics are provided for controllers connected by telemetry. Controller diagnostics display shows four controllers at a time.
June 2006
Page 6-24
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
2-3
System Detector
[No compatible Aries screen. Controller only feature.]
SYSTEM DETECTOR DIAGNOSTICS
DETECTOR……………….
ENABLED…………………
TELEMETRY……………..
NO ACTIVITY……………..
MAX PRESENCE………..
MIN PRESENCE…………
EXCESSIVE CNT…….…..
1
YES
OK
.
.
.
.
2
YES
OK
.
.
.
.
3
4
YES
OK
.
.
.
.
YES
OK
.
.
.
.
MORE ->
Shows the system detector activity.
. = diagnostic test passed.
X = diagnostic test failed.
2-4
Speed Trap
[No compatible Aries screen. Controller only feature.]
SPEED TRAP DIAGNOSTICS
SPEED TRAP………………..
1
2
3
4
ENABLED…………………….
TELEMETRY………………….
NO ACTIVITY…………………
NO
OK
.
NO
OK
.
NO
OK
.
NO
OK
.
SPEED TRAP………………..
5
6
7
8
ENABLED…………………….
TELEMETRY………………….
NO ACTIVITY…………………
NO
OK
.
NO
OK
.
NO
OK
.
NO
OK
.
Shows the speed trap diagnostics display.
OK = diagnostic test passed
FAIL = diagnostic test failed
June 2006
Page 6-25
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
2-5
Local Detector
[No compatible Aries screen. Controller only feature.]
LOCAL DETECTOR DIAGNOSTICS
CONTROLLER 1:
DETECTOR……………….
NO ACTIVITY……………..
MAX PRESENCE………..
1
.
.
2
.
.
3
.
.
4
.
.
DETECTOR……………….
NO ACTIVITY……………..
MAX PRESENCE………..
5
.
.
6
.
.
7
.
.
8
.
.
MORE ->
Shows the local detector activity.
. = diagnostic test passed.
X = diagnostic test failed.
2-6
Traffic Responsive
[No compatible Aries screen. Controller only feature.]
TRAFFIC RESPONSIVE DIAGNOSTICS
LEVEL…………………
DIRECTION 1…………
DIRECTION 12………..
SPLIT DEMAND A……
SPLIT DEMAND 2……
ARTERIAL DEMAND…
NON-ART. DEMAND…
TRP DIAGNOSTIC IS DISABLED
PRESS TOGGLE TO ENABLE TRP DIAGNOSTIC
Shows the traffic responsive diagnostic test. OK or Fail is displayed.
3-1
General Status
MASTER NO. 1
PROGRAM IN EFFECT:
CYCLE COUNTDOWN:
* -
-
-
-
THU
8/20/92
[No compatible Aries screen. Controller only feature.]
13:50:34
TRAFFIC RESPONSIVE
47
-
- - - - - - - - - - - - - *
CYC
OFT
SPL
CYC LEN
MAN
1
1
1
50
EXT
FREE
TOD
FREE
TRP
1
1
1
50
* - - - - - - - - - - - - - - - - - - *
SPECIAL FUNCTION:
SF1-OFF
SF2-OFF
SF3-OFF
SF4-OFF
TOD PROGRAM:
0
TOD PROGRAM STEP:
0
DIAGNOSTIC STATUS: OK
Shows the general status for the master.
June 2006
Page 6-26
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
3-2
System Detector Current Sample
[No compatible Aries screen. Controller only feature.]
SYSTEM DETECTOR CURRENT SAMPLE
SYSTEM DETECTOR:
ACTUAL VOLUME…………..
ACTUAL OCCUPANCY……..
SCALED VOLUME…………..
SCALED OCCUPANCY……..
1
0
0%
0%
0%
2
0
0%
0%
0%
3
0
0%
0%
0%
4
0
0%
0%
0%
SYSTEM DETECTOR:
ACTUAL VOLUME…………..
ACTUAL OCCUPANCY……..
SCALED VOLUME…………..
SCALED OCCUPANCY……..
5
0
0%
0%
0%
6
0
0%
0%
0%
7
0
0%
0%
0%
8
0
0%
0%
0%
Use to view status display for detectors 1-32.
3-3
Sample Period Results
[No compatible Aries screen. Controller only feature.]
SAMPLE PERIOD RESULTS
HI VOL…….
2ND VOL….
AVE VOL….
HI OCC…….
2ND OCC….
AVE OCC….
1
0
0
0
0
0
0
2
0
0
0
0
0
0
3
0
0
0
0
0
0
4
0
0
0
0
0
0
FUNCTION: LEV DR1 DR2
CURRENT……. 0
0
0
SMOOTHED….
0
0
0
AUTO: CLEV-1
COFT-AVG
TRP PLAN: CYCLE-1
OFT-1
NEXT SAMPLE IN 103 SECONDS
5
0
0
0
0
0
0
6
0
0
0
0
0
0
7
0
0
0
0
0
0
8
0
0
0
0
0
0
SPA SPB
0
0
0
0
SP/SF-1
SPL-1
ART
0
0
ART
NRT
0
0
Sample period results for detector groups. Full details on the Econolite Zone Monitor Programming Manual.
June 2006
Page 6-27
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
3-4
Controller Status
[No compatible Aries screen. Controller only feature.]
CONTROLLER 01 STATUS
PHASE GREEN…………
LOCAL DETECTOR……..
1 2 3 4 5 6 7 8
. . . . . . . .
. . . . . . . .
OVERLAP GREEN……..
A B C D
. . . .
ALARM 1……………
ALARM 2……………
SUM CHECK……….
CMU FLASH………..
FLASH……………….
MAINT REQ…………
.
.
X
.
.
.
DIR 1………………
DIR 2………………
PREEMPT………..
COORD ALARM…
COORD ERROR…
LOCAL FREE…….
.
.
.
.
.
.
Shows the current controller status.
3-5
Detector Presence/Speed Trap Speeds
[No compatible Aries screen. Controller only feature.]
DETECTOR PRESENCE AND SPEED TRAP SPEEDS
SYSTEM DETECTOR PRESENCE…..
1…
2…
3…
4…
5…
6…
7…
8…
SPEED…
.
.
.
.
.
.
.
.
9…
10…
11…
12…
13…
14…
15…
16…
1
0
.
.
.
.
.
.
.
.
17…
18…
19…
20…
21…
22…
23…
24…
SPEED TRAP
2
3
4
0
0
0
.
.
.
.
.
.
.
.
25…
26…
27…
28…
29…
30…
31…
32…
5
0
6
0
.
.
.
.
.
.
.
.
7
0
8
0
Shows detector actuations/vehicle presence as they occur.
The speed trap displays the actual speed fore each speed trap.
4-1
Download Request
[No compatible Aries screen. Controller only feature.]
CONTROLLER DOWNLOAD REQUECT
REQUEST DOWNLOAD TO CONTROLLER:
Controller data bases may be transferred from selected controllers to the master. In this screen you show the controller number
to download.
June 2006
Page 6-28
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
4-2
Sign On
[No compatible Aries screen. Controller only feature.]
*******************************************************************
*
*
Econlite Control Products, Inc.
*
ASC/2M-1000 Zone Master
*
Copyright © 1992
*
*
*
Solving tomorrow's traffic
*
problems……today
*
*
SOFTWARE ASSY
PART NO
VERSION
*
BOOT
32783
1.10
*
PROGRAM
32784
1.10
*
HELP
32785
1.10
*
*
COLD START CHECK BATTERY AND SWITCH
*
*******************************************************************
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
This screen appears at power on.
4-3
Configure Modem
[No compatible Aries screen. Controller only feature.]
CONFIGURE MODEM UTILITY
SELECT MODEM, THEN PRESS ENTER
1. ALTERNATE CONFIGURATION COMMAND
2. HAYES SMARTMODEM 2400 07-OOO56
3. HAYES SMARTMODEM 2400 231AA
4. HAYES SMARTMODEM 2400 V-SERIES
5. MULTITECH MULTIMODEM MT224EH/AH
6. HAYES OPTIMA 24 4007AM
7. HATES ULTRA 24 1004AM
8. EVEREX EVERCOM 24E EV-946
Configure the modem from this screen.
4-4
Display Memory
[No compatible Aries screen. Controller only feature.]
UTILITIES MENU
000000
203000
203008
203010
203018
000
255
006
087
020
000
000
188
255
255
255
091
012
000
000
188
255
255
000
095
000
000
000
188
DECIMAL
225 000
255 000
000 000
099 188
203020
203028
203030
203038
103
119
000
006
188
188
000
000
107
126
000
002
188
140
000
000
111
000
000
000
188
000
000
000
115
000
016
000
184
000
009
000
203040
203048
203050
203058
000
000
000
000
000
000
001
005
000
000
050
001
000
000
000
000
000
000
000
100
000
000
009
001
000
000
128
009
000
000
184
114
The display memory utility is used for operation verification and troubleshooting by technical staff.
June 2006
Page 6-29
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
4-5
Command Modem Answer
[No compatible Aries screen. Controller only feature.]
June 2006
Page 6-30
Master Controller
Mn/DOT Traffic Signal Controller Programming Guide
7
Traffic Responsive Setup
7.1
Background Discussion
Typical questions about Traffic Responsive and answers from the experts
1. What are the key differences between Time of Day (TOD) and Traffic Responsive (TR)? To predict or not predict
- that is the question.

Efficient TOD operation is dependant on accurate prediction of traffic patterns. TOD plans can work well in
some systems where traffic flows are easily predictable and the timing plans used are in a similar range (i.e.
if the best choice of system cycle was 60 seconds, the negative impact of using a 70 second cycle would be
less then a 120 second cycle).

TR benefits locations where accurate prediction is critical because of greater differences in the timing plans
used. Traffic responsive will adjust for common unpredictable situations such as:
i. Unscheduled events (workers leaving work early on a nice summer day).
ii. Snow emergency or weather related can change the start of, or extend high demand requirements.
iii. Fishing opener, football games (specifically when will the game end)
2. When would you use either TOD or TR?
Generally, small systems with a compact library of timing plans can work well with TOD. If your plans exist of a
70 second, 80 second, and a 90 seconds cycle length it will still work fairly well even if an inappropriate plan is
running.
Traffic responsive plans can be very difficult to develop is some systems such as interchange areas where lane
usage is irregular. Also, adequate volume is required to drive a traffic responsive plan (TRP) operation. In
cases such as these TOD may actually work better than TRP.
A well designed TR operation will always be better than a TOD operation. However, a poorly designed TR
operation will not work as well as a predicted TOD operation.
3. What additional data is required to operate TR over TOD?


A preliminary concept of how the system should operate under typical conditions. This will be a base for
verification that the system is performing as anticipated. This will typically be the AM Inbound Peak, AM
Pre/Post Peak, Average/Balanced Flow, PM Pre/Post Peak, and PM Outbound Peak. A well defined
operational TOD plan that in based in experience and historical information can be used as a guide to define
the parameters of the TRP plan.
A well designed system detector system with groups that will drive the desired plan will provide the required
data. Balanced numbers of system detectors that represent the desired plans (AM Inbound – PM
Outbound) are desirable. System detector counts may be different than intersection Turning Movement
Counts and also include occupancy.
4. A dial up system is highly desirable. Without a dial up system, data collection and fine tuning would be very
difficult to impossible. Additional equipment may include:

An office PC with a recommended manufactures modem.
June 2006
Page 7-1
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide



Closed loop software (Aries – Zone 4)
Telephone service and recommended manufactures modem in the Field Master signal cabinet.
System detectors
It is assumed that the system consists of a master controller linked to multiple local controllers via some
type of interconnect (hardwire, radio/microwave, dedicated phone line).
7.2 Introduction
To provide efficient traffic flow, systems of traffic signals can be connected with a communications system to an on
street master controller. The master serves a number of functions including: clock synchronization, detector
diagnostics and sampling, time of day/week/year plan selection (TOD), automatic traffic responsive plan selection
(TRP), and it serves as a communications hub for the local controller.
In recent workgroup meetings, traffic signal controller companies have reported that only a small percentage of field
masters sold in America are operated in TRP. Most masters are operated in TOD. There are a number of reasons for
this including system complexity, staff resources, user preference, and inexperience in setting up systems.
While TRP operation is usually the preferred option, proper TRP plan development can be a time consuming effort
and at first glance they can appear very technical. Additionally, an improperly designed TRP plan will cause
problems. These situations may be why TRP operation is avoided.
Traffic signal controller companies do an excellent job defining the operation and programming of their equipment.
The traffic engineer or technician is responsible for determining the process for each system to develop and
implement the TRP plan.
There are several types of systems, and each can demand different plan development strategy. It is the intent of this
document to provide a procedure for the development of a traffic responsive plan in a typical system. References
used will be for setting up an Econolite master.
7.3 Econolite Traffic Responsive Plan Development Process
This section is intended to provide assistance to the first time user to implement a traffic responsive plan in a typical
system of traffic signals along an arterial highway. The goal of traffic responsive plan selection is; for the master
controller to properly select the coordination plans you have designed during the desired traffic level they are
intended for.
This guide will take a “step by step” approach to produce a traffic responsive plan. Users should access the Econolite
Operation and Maintenance Manual, and the ASC/2M-1000, KMC-10,000 Traffic Responsive Manual for complete
descriptions and functionality.
Data entry can be done via keyboard on local controllers and masters, and can be downloaded directly or remotely
with Aries or Zone 4 software. Instructions in this document will be primarily described as when using Aries.
June 2006
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
7.4 Traffic Responsive Algorithms
The two main types of traffic responsive algorithms used today in traffic signal field masters are; “pattern matching”,
and “threshold seeking”. Eagle, Peek, Naztec and Traconex are some of the controller companies that use pattern
matching. Econolite uses the threshold seeking algorithm which will be discussed in this section.
The basic idea in using traffic responsive plan selection is to automatically select the appropriate coordination plans
as traffic volumes increase or decrease.
Over the years, many of the problems associated with early traffic responsive operation have been eliminated
through the use of several factors. The two biggest additions are detector occupancy and threshold smoothing.
Detector occupancy was introduced because as traffic levels approach saturated flow, traffic volumes actually can
decrease because of congestion. Using occupancy along with volume can hold plan levels up when traffic moves at a
snails pace.
Fluctuations in traffic can cause frequent coordination plan changes. This is undesirable because whenever a plan
changes, it will take several cycles to dwell or shrink into the new offset. The algorithm performs the threshold
smoothing that eliminates unnecessary bouncing between plans.
Other functions which will be described later are available for fine tuning and special conditions.
7.5 Traffic
The key term in Traffic Responsive Plans (TRP) is “Traffic”. It is obvious that a certain level of traffic volume is
needed to operate a traffic responsive plan. In an effort to reduce delay, coordinated plans should not be used unless
the traffic volume they were designed for exists.
A good starting “rule of thumb” for going from non-coordinated (Free) to coordinated is about 300 vehicles per lane
per hour. And back down to Free at about 200 vehicles per lane per hour. An exception to this rule is if coordination
plans can be developed with short cycles that can be operated in the middle of night without significantly increasing
delay (generally, cycle lengths around 60 seconds).
By the time you start putting together a TRP, you usually will have a coordination plan in place and enabled by the
Time of Day (TOD) plan. You will also have some traffic count data available that can help with preliminary detector
settings.
7.6
Key Components
 Local Controllers
Each intersection is connected to the master controller via some type of communications method (copper
twisted pair, radio frequency, fiber optic, telephone leased line, etc.)
 Master Controller
Each master is capable of supporting up to 24 intersections and 32 system detectors. It is highly
recommended that dial up (telephone) communications between the master and a central computer be
established to facilitate accurate plan creation and monitoring.
 Central PC Computer
A computer with Aries or Zone 4 software is required for monitoring and plan development.
June 2006
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
7.7 Traffic Responsive Detectors
There are three types of detectors that can be used to select your coordination plans. These detectors can be the
same detectors that already exist for the operation of the signal or they may be totally separate. In many cases the
same intersection detectors can be used if traffic typically will not park on them during the red timing interval.
System Detectors
These are the primary detectors you will use to drive the TRP. Selection and location of these detectors can be very
straight forward, or it can become an art in some systems. System detectors need to be located at locations that can
differentiate between traffic patterns. Accurate assignment and location of system detectors are the most important
aspects of the setup of TRP.
Non Arterial Detectors
These detectors are similar in operation to system detectors except that they are normally used on for special
situations on the non-coordinated approaches. An example of this would be if there is a major shopping center that
could add high traffic levels when the arterial roadway has light traffic demands.
Local Split Demand Detector
The local split demand function can be very useful to address short term traffic demands on non-coordinated phases.
This detector can be assigned to the local controller only, or on a system wide basis. Splits can be modified on any
active plan without the need for resync. The cycle length and offset are not affected during use of this function.
7.8 TRP Step 1
Determine which detectors you are going to use for system detectors. Typically on an arterial system, detectors
should be located entering, and in the middle of the system. Some systems with major crossings or interchanges
require additional consideration. Keep in mind that an equal balance of detectors should be assigned to achieve
inbound and outbound plan selection. Select the detectors that will best define the conditions that your plans are
designed for (inbound, outbound, etc.)
D3-2, LD3, SDB2#4
2
1
3
4
D6-1, LD6, SDB1#9
D6-2, LD11, SDA2#12
TH 120
1st Street
D4-2, LD4, SDC2#6
D4-1, LD15, SDC1#5
D2-2, LD9, SDA2#8
McKnight Road
D2-1, LD2, SDA1#7
D2-2, LD9, SDA2#2
Margaret
D6-2, LD12, SDB2#10
D2-1, LD2, SDA1#1
5
D6-1, LD6, SDA1#11
Hadley
Ave.
D3-1, LD11, SDB1#3
Draw up a sketch of your system with the system detector locations. It is important to accurately identify these
detectors with all designations to avoid improper programming.
Figure 7.1 – Detector Assignment Sketch
June 2006
Page 7-4
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Older signal cabinets with KMC8000 or ASC8000 controllers must have the system detectors hard-wired in the
cabinet and programmed in the KMC 10,000 master controller. Newer signal cabinets with ASC/2 controllers allow
the user to program system detectors using the intersection local detectors. However, local split demand detectors
still need to be hard-wired in the cabinet.
Assignment of system detectors in the ASC/2 controller and the ASC/2M Master can be programmed directly into the
controller via keyboard, direct link, Zone 4 software, or Aries software.
On the ASC/2 controller, proceed to the “Ped/SD Local Assign, Log Interval” menu to make the system detector
assignments.
Figure 7.2a (ASC/2 Local Controller)
Figure 7.2b (TH 36 & McKnight Rd completed)
June 2006
Page 7-5
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Local Controller
Local detector numbers can be assigned in the fields labeled as “Local System Detector No. / Is Local System
Detector No.” The numbers above the fields have nothing to do with system detector numbers, but are a sequential
relationship to the assignment location in the master.
In our detector sketch (Figure 7.1) we want to assign loop detector D2-1 (Local Detector 2) as System Detector #1 at
intersection 1.
In the ASC/2, “Ped/SD Local Assign, Log Interval” menu, place a “2” (for Local Detector 2) under the #1 field under
the“Local System Detector No. / Is Local System Detector No.” (Figure 7.2b).
Master
Next, in the ASC/2M Master, the following additional entries are required to enable System Detector #1 for recording
data (Figure 7.3):
1. In the Telemetry Sequence Channel 1 Menu, assign 1 under the CTR field (address for intersection or controller
number); assign 1 under the AUX field (enables graphics in displays) and a 1 under the SDA1 field (desired
system detector number). The Master can provide for up to 32 system detectors.
Figure 7.3
June 2006
Page 7-6
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.4 (Good Starting Values)
2. In the “System Detectors” menu, make some preliminary entries based on whatever information you may have in
the fields as shown in Figure 7.4. Or you can use the default values to start.
3. In the “Enable Devices” menu, enable the system detector in the System Detector field as shown in Figure 7.5.
The Local Detector number enables are used mainly for detector information in the Aries intersection display and
should not be confused with system detector assignmants.
Figure 7.5 (Device # 1 Controller is McKnight Rd.)
4. And finally in the “Logging Parameters” menu, enable the fields as shown under the General tab (Figure 7.6).
These options will allow you to collect data automatically and, reduce telephone polling.
June 2006
Page 7-7
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide








The sample period log will give you reports as related to the traffic responsive algorithm (turn this on only for
viewing, and then turn it off*).
The detector log will give you reports at the interval you specify (turn this on only for viewing, and then turn it
off*).
The SD and SPD log buffer will store, and then send your reports at the time you enter in the Log Transfer
Reference Time.
The Default Sample Period Log will give you sample period reports at intervals you specify.
The Default SD and SPD Period should be set to 60 minutes for ease of data collection.
The Log Transfer Interval will give you reports at the interval you select.
The Event Reporting Delay is for Alarm reporting frequency.
Enable your system detector in the same menu under the System Detectors tab (Figure 7.7).
In the “Configuration” menu, enter the phone number of your central computer modem in the events and
logs monitors so it can report detector log data.
* Unnecessary reporting can lead to high phone bills.
You are now ready to collect volume and occupancy data from System Detector #1. Repeat the process for the other
system detectors.
Figure 7.6
June 2006
Page 7-8
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.7
Notes:
1. To check to see if detector data is being reported, there are several methods to view the system detector
operation:



In Aries Zone Manager (main menu), right click on the zone number you are working on. Select “Display
Current 15 Minute Detector Log”. After about 15 minutes you should see counts on the selected system
detector(s).
Under Logging Parameters, you can enable the sample period log and set the sample period log period to 1.
And/or you can enable the system detector log and set the Default SD and SP log period to it’s lowest
setting.
The quickest way of all is to perform a Status Report from Aries. This report will tell you which detectors are
on line, but will not give you any data.
It is very important to check and verify that your system detector assignments are correct. Incorrect detector
assignments will cause improper operation of the TRP and will cause confusion. After programming the system
detectors, it is advisable to go out to the system (in the field) and turn off each system detector for a sample period to
verify where the non-counts are recorded in the sample period report. There are several reasons why the system
detectors may not be located as they are shown on your plan.
2. In most TRP plans, each intersection normally has less than 8 system detectors. In the event that up to 16
detectors at one intersection are desired, additional programming is required because the ASC2 local controller
can support 16 system detectors, but each intersection address in the System Master will only support 8 system
detectors. Since each local telemetry address only contains 8 system detector fields in the Master Controller
(SDA1 thru SDD2), a dummy telemetry address must be established at an unused intersection assignment.


June 2006
In the ASC2 local controller, the dummy address must be programmed under Configuration/port
3/System Detector 9-16 Address.
In the Master, the up to 8 additional system detectors are defined in the Telemetry Sequence Channel 1
or 2 in the dummy address.
Page 7-9
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
7.9 TRP Step 2
Now that you have your system detectors programmed and confirmed, you will want to start collecting data so that
you can properly enter detector scaling factors. Basically these are the ranges that the TRP algorithm will use for
plan selection.
You should collect at least two weeks of data during the time of year you consider to have the highest traffic volumes.
Typically in the metro area, this is when school is in session. It is also a good idea to collect seasonal data when
volumes are expected to be low if an alternate TRP plan is needed.
The best way to collect volume and occupancy data is with Aries software. To keep the phone bills down, it is best to
have the software collect the data automatically once a day, then retrieving it when you are ready to use it.
The following are steps for setting up Aries automatic data collection:
1.
2.
3.
4.
5.
From Aries, launch the communications server.
From the communications server, launch the operations scheduler.
Under “schedule operation”, select “create new operation”.
In the “Operation Definition” box, under “Zone Master” select “log” – OK.
The “Schedule Operation” box will appear after clicking the last OK.
 Select the desired zone under the “Zone Definition” tab (Figure 7.8).
 Select desired date, time, and frequency under the “Time/Date” tab.
6. Go back to Schedule Operation and select “Resume Scanning for Operation”.
Figure 7.8
June 2006
Page 7-10
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Your data is now being collected. After a week, or better two weeks you will want to collect the Volume and
Occupancy data. To acquire this data, follow the next steps:
1. Go back to the Aries Zone Manager. At the top of the menu, select “Launch”.
 Select “Log File Manager”
2. In the “Log File Tree” window:
 Click on “Detector Log Files” Note: There must be data in this file for it to work.
 Select year, month, day, and Zone #.
3. Clicking and dragging the first desired detector into the grey area to the right will bring up a “New Data Source”
box with options (Figure 7.9).
 Select Option Types.
4. After selecting the options in the “New Data Source” box, clicking OK will bring up “Log Data” window. Click
and drag the remaining desired detectors into the “Log Data” window to add them to the file.
5. Print Volume and Occupancy files for each day of the week.
Figure 7.9
June 2006
Page 7-11
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
7.10 TRP Step 3
You should now have all the data you need to program the master controller and create a TRP. Review all of your
volume and occupancy data taking note of when traffic demands change. This will also help you to create or confirm
the TOD plan.
The traffic responsive algorithm selects computed thresholds based on detector scaling. This is the big reason why
you collected the detector data; an upper range must be established for each detector. Mark the highest hourly
volume, and occupancy for each detector on your printouts for all the days collected. The highest volume rounded up
to the next 100 for each detector, and about 80 to 100% of the highest occupancy for each detector, will be entered
in the Volume Scale Factor and Occupancy Scale Factor fields in the “System Detector” menu (Figure 7.10). If a
special event, diversion or an emergency program is to be developed, higher estimated values can be used.
Figure 7.10
Each system detector is monitored to determine if the data is valid. Specific monitoring is programmed for each
system detector in this same menu. A value longer than the expected “No Activity Period” should be entered. A value
longer than the expected “Maximum Presence Period” should be entered. Detectors that operate outside of the
programmed range will be disconnected from the TRP calculations.
Additional monitoring for all detectors is found in the “System Parameters” “System Diagnostics” menus.
7.11 TRP Step 4
Next, you must organize the system detectors into functional groups and directions. Refer again, to your system
sketch (Figure 7.1). Detectors need to be grouped in a manner that will drive the desired plans (inbound/outbound,
AM Peak, Off Peak, PM Peak, Non Arterial, etc.). Up to 8 separate groups are available (Figure 7.11).
June 2006
Page 7-12
Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.11
Why are System Detectors 7 & 8 in Group 1? It really doesn’t make a difference as long as the programmer keeps
everything in order. Groups can be structured by location, function and direction. System Detectors 1 & 2 could
have been assigned to Group 1 also because they use the same functions as System Detectors 7 & 8. Required No.
of Detectors indicates the number of detectors in that group that must function in order for that group to provide valid
TRP data (consider lane possible closure). Level, Direction, Split Demand, Arterial Demand, and Non Arterial
Demand assignments are prioritized as: 1 = the highest value, 2 = the second highest value, Av = Average Value,
NA = Not Used
7.12 TRP Step 5
Programming fields in the “Automatic Program” menu are user defined instructions to the TRP algorithm on how to
process data.
In the “Function Computations” tab (Figure 7.12):
 Sample Periods can be defined as in cycles or minutes and duration. I would suggest that you use sample
period in minutes (enter “No” in Sample Period in Cycles), and use 6 minutes for the Sample Period. This
will make it easier for you to mentally analyze the sample period log data into an hourly rate, and provides a
long enough period to help eliminate frequent transitioning.
 “Traffic Param” computation assignments for each traffic group including Level (LEV), Direction 1, (DR1),
Direction 2 (DIR2), Split Demand A (SPA), Split Demand B (SPB), Arterial (ART) and Non Arterial (NRT) will
compute values by scaled volume (VOL), scaled occupancy (OCC), or in concentration (CON) where the
greater of the volume or occupancy levels are used. Careful consideration of where the detectors are
located (does traffic back over detectors?) when selecting these values.
 “Value/Group” computation assignments for each traffic group are selected by how much emphasis you
want to apply to each. The highest value from all detector groups (1), the second highest value from all
detector groups (2), or the average value from all detector groups are defined.
 The “Smoothing Factor” represents the percent of new data that is added to the old smoothed data in
calculating the value representing current traffic demand. This is a tool used to reduce program changes
during short duration traffic surges. A low value would produce a less responsive system.
June 2006
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide

The “Update Predictor Threshold” is a useful tool to help the TRP select a higher level in time to
accommodate sudden traffic surges. If current data increases more that the programmed update threshold
percentage over the previous smoothed data, the current data will be used.
Figure 7.12
These are good starting values, VOL is used for NRT because queues back up onto the detectors.
In the “Thresholds” computations tab (Figure 7.13):
Threshold values are defined for Level, Offset, Split and Non-Arterial. Values entered generally should be
spaced in a manner to help eliminate undesired plan changes, while achieving the desired levels when
needed.
In the “Level” column, assignments are expressed in percent of the highest volume/occupancy. If level 1 is
being used for Free, use the 200-300 vphpl rule of thumb for 1>2, 2>1 as a starting point. The highest level
is typically set in the 75% - 90% range with other levels spaced equally.
The “Offset” column refers to the directional distribution of traffic flow. Your AM and PM peak plans are
usually entered on the same level. The higher percentage change between the two directions will select the
proper plan.
“Splits” can be commanded traffic responsively similar as to the level selection. This option is usually
disabled unless several split plans can be created that can be compatible with complex traffic levels.
In the “Non-Arterial” command setting, you will notice that there is only one percentage for going into and
out of the non-arterial plan. This is because it should be treated as a special situation command, where the
cross street demand may exceed the arterial demand. High values should be used to avoid undesirable plan
changes during peak hours.
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.13
7.13 TRP Step 6
Split and special function assignments are available in the “TRP Split/Special Function” menu. This is a seldom used
option were you can assign special functions such as changeable message signs to operate with desired plans.
7.14 TRP Step 7
The “Traffic Responsive Plans” menu is where you assign your coordinated plans to each level (Figure 7.14). The
ASC/2 controller selects its plans by pattern number; however the Cycle, Offset, Split (COS) command from the
master will search out that designation in the pattern to command the correct plan.
In a typical system where you have created an AM peak, AM off peak average, PM pre-peak average, and PM peak;
Level 1 would be denoted as Free, followed by your AM off peak average plan(s) for Level 2. The AM and PM peak
plans will share an upper level with the directional preference selecting the correct plan.
June 2006
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.14a
Figure 7.14b
June 2006
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.14c
Figure 7.14d
You have now completed the main program requirements for TRP operation. However there are a few more steps
needed so that you can monitor the detectors, check the TRP, and enable the TRP.
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
7.15 TRP Step 8
In the “System Parameters” menu, there are several important required fields that need accurate programming.
Under the “General” tab (Figure 7.15):




The “Master Number” in the Aries software and the master in the field must be the same.
Turn the “Manual Plan” to No unless you are intentionally using it.
Cycle lengths for each cycle must match the data in the local controller.
The Cycle Resync Time should be set with the same time as in the local controller. Failure to do so will
cause errors. I suggest leaving this at the 0000 factory setting.
Figure 7.15
Under the “SD Diagnostics” tab (Figure 7.16), user defined settings will establish operational ranges. Detectors
operating outside of these ranges will generate an alarm. System detectors operating outside of their operational
ranges also will be disconnected from TRP calculations. Settings should allow for normal fluctuations of traffic.
It should be noted that headings with “SD” are for system detectors only. Headings with “Det” are for both local and
system detectors, and are used for reporting purpose only.




The SD Volume and Occupancy Scale Factors should be set at or above the highest value of all the
detectors from the log data you collected. These data fields are actually ignored when the volume and
occupancy scale factors are individually programmed in the “System Detector” menu.
The “First Det No Activity Period”, “Begin Time of First NAP”, “Second Det No Activity Period”, “Begin Time
of Second NAP” fields are used to monitor the intersection detector to see if they are registering calls. If you
have a phase in the system that has very little traffic, you should set the no activity period field high to
eliminate error messages.
The “Det No Activity Threshold” will discontinue no activity monitoring when the majority of unfailed
detectors are below the programmed value.
The highest expected normal presence time should be set in the “Det Maximum Presence Period”. This
produces a valuable report for failed detectors.
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide











The SD Min Avg Presence Period is the length of time the system detectors are checked to determine if
they are collecting valid detector occupancy.
For “SD Min Avg Presence Threshold” settings, see Appendix A.
The “SD Excessive Counts Period” and the “SD Excessive Counts Threshold” is used to look for chattering
or cross talking detectors.
The “Det Failure Recovery Period” will issue an “on line” status after the detector becomes operational.
The “Conflict Flash Timer” is used to eliminate CMU flash reports during power-up initialization.
The “TRP Retention Period” will hold an active TRP for this amount of time in the event of a TRP calculation
error.
Speed in KPH? No explanation required.
“NIC Backup Enable” will hold the system in NIC operation for the programmed period after TRP errors are
terminated and master zero (sync) commands stabilize. See manual and help screen for further information.
The “NIC Resync” will remove the system operation from TRP and place it in NIC when there is a telemetry
error, after the number of programmed cycles.
With the “NIC Time Sync Enable”, the master will update time and date information to the local controllers.
“Nominal Speeds” have no influence over the TRP. They are mainly used to drive the green band display in
Aries.
Figure 7.16
7.16 TRP Step 9
The TRP is now fully operational. You should first observe the TRP operation in a simulation mode until you are
comfortable that it is performing as expected. TRP is enabled in the “Time of Day Program Steps” under Auto – TRP
Enable (Figure 7.17). When the TRP is disabled, it is running in simulation mode.
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.17
You can observe the TRP operation in different ways.
The first and most automatic method is by enabling the “Auto Program Change” report in the “Alarms and Events”
menu (Figure 7.18). You will be able to print out several days of this report for your review.
Figure 7.18
The second and more educational method is to use the “Enable Sample Period Log” in the “Logging Parameters”
menu (Figure 7.19). This report will also tell you when the plans change and will give you smoothed values used by
the TRP algorithm. However you will want to disable the sample period log when you are finished acquiring data, to
avoid high phone usage.
June 2006
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Traffic Responsive Setup
Mn/DOT Traffic Signal Controller Programming Guide
Figure 7.19
You should now be ready for many years of TRP operation. Enable the TRP for the desired times and days (it can be
all the time) desired in the “TOD Program Steps” (Figure 7.17).
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Mn/DOT Traffic Signal Controller Programming Guide
8
8.1
Advanced Controller Applications and Countermeasures
Econolite Detector Diagnostic Plan Development Process
The efficient operation of traffic actuated signals is very dependent on the performance of vehicle and pedestrian
detectors. Ineffective detection can cause traffic congestion, poor timing plans, skipped phases, disrespect for the
signal (red light running) and safety issues in saturated situations.
There are many reasons why detectors will fail, or not detect vehicles or pedestrians. Loss of detection can happen
even if the equipment is working. Failures can be classified into three major categories:
1. Equipment Failure is the usually the first suspected problem source.
o Power Supply failure
o In pavement device failure (inductance loop), broken pedestrian pushbutton
o Bad cable splice
o Detector rack, detector card or internal cabinet problems
o Video camera misaimed
2. Traffic conditions may direct traffic away from driving over detectors or through detection zones.
o Lane blockage due to traffic accidents
o Traffic diverted for temporary construction activities
3. Weather related situations can alter where vehicles drive or limit the equipment effectiveness.
o Snow plowing operations may redefine lane configuration (especially left turn lanes)
o Drivers may not see lane markings in severe weather events
o Fog may hamper video detection
Detector diagnostics and monitoring first appeared in the Econolite Intersection Monitor and is now part of the
functionality of the ASC/2 Controller. A very flexible programming matrix combined with Time of Day program
enabling can provide backup operations in the event of detector failure.
Both Vehicle and Pedestrian diagnostics are available. It is highly advisable to use the use vehicle diagnostic plans
for the most important detector on each critical phase. Approaches that would cause safety issues (saturated
headways) if forced to run a red light, or approaches that will experience severe traffic backups without detection are
good candidates for this program usage. Approaches with very light traffic are not good candidates for this option.
The use of pedestrian diagnostics, are not recommended unless there is a very high and predictable pedestrian
demand, or a non traditional means of detection is used. Since pedestrian diagnostics are rarely if ever used, and
the programming is similar to the vehicle diagnostics, this discussion will not include pedestrian diagnostics.
There are three main sections of program entry that will make the detector diagnostic function work:
1. TOD Program Steps There are eight plans available for each detector. Since traffic patterns have
typical characteristics (AM peak, AM off peak, Lunch, etc.), eight plans are more than enough.
This is where you enable each plan.
2. Detector Diagnostic Intervals There are 32 Diagnostics that will monitor for “No Activity”,
“Maximum Presence” and “Erratic Counts”. Each diagnostic can be assigned to any single, group,
or several detectors that will have similar experiences during the time period (TOD) when each
plan is operating.
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
3. Detector Diagnostic Plans/Fail Actions Each diagnostic is scaleable for each detector. This gives
added flexibility when assigning several detectors to each diagnostic. A choice of “Fail Actions”
including No Action, Minimum Recall, Max Recall in Effect, and Detector Fail Max Time is
available.
In our example using Trunk Highway 36 at McKnight Road, we will start by assigning just one detector to diagnostic
plans to give you an idea of how this works. If you are not familiar with the intersection, you should review traffic
count data to determine just how active the detector is in general terms, during different times of the day.
McKnight Road is a major County Highway with ample traffic both northbound and southbound during business and
commuting hours. Because of this we can assign both phase 3 and phase 4 detectors to the same “Diagnostic
Number”.
8.1.1 Detector Diagnostic Step 1
We will use detector D4-1 which is assigned to Local Detector #4 in the ASC/2 controller.
A time of day plan in the ASC/2 controller is required to enable the diagnostic plans. Remember that there are 8
plans. You don’t have to use all 8, but we will use them all here. When assigning these times, keep in mind of when
the busy and light periods are.
For now we will determine plans for Monday thru Friday.
In the TOD Program Steps we will assign the diagnostic plans (1 thru 8) for Monday thru Friday as follows:
1 = 0600 – 0700 (see Figure 8.1)
2 = 0700 – 0800
3 = 0800 – 1100
4 = 1100 – 1500
5 = 1500 – 1815
6 = 1815 – 2200
7 = 2200 – 0000
8 = 0000 – 0600
Figure 8.1
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
8.1.2 Detector Diagnostic Step 2
Since we only have 32 “Diagnostics” available for all of the detectors, we will want to use the same diagnostic for
detectors that have similar use and activity. At this time we will determine those groupings as follows:
Detectors for Phases 2 and 6 (mainline with very heavy activity) = Diagnostic 1 thru 7.
Detectors for Phases 3 and 4 (cross street with moderate activity) = Diagnostic 8 thru 14
Detector for Phase 1 (left turn with light activity) = Diagnostic 15 thru 21.
Detectors for Phase 5 (left turn with heavy activity) = Diagnostic 22 thru 28.
All Detectors will use Diagnostic 29 for the Midnight to 6:00 AM where detector activity will be set low.
For our example detector, D4-1 (Local Detector 4), we will want to make diagnostic assignments in the “Diagnostic
Plans/Fail Action” menu for each plan as shown in Figure 8.2.
Since there is ample traffic volume on this approach, scaling will remain set to 1. Scaling is used when the detector
being programmed has significantly different detector activity that the other detectors in the same group have.
Scaling is a multiplier to the “No Activity Diagnostic Interval” and the “Max Presence Diagnostic Interval”, which we
will describe next.
The ‘Fail Action” will be set to “Max Recall in Effect” because this detector is critical. Other options are: “No Action”,
“Minimum Recall”, “Detector Fail Max Time from By – Phase Timing Data”.
Figure 8.2
8.1.3 Detector Diagnostic Step 3
In the “Detector Diagnostic Intervals” menu, you will enter three assignments for each diagnostic number which
operate during the times you entered in the Time of Day Program Steps (Figures 8.3 thru 8.10).

No-Activity Diagnostic Interval Set the time in minutes that you feel is more than the maximum amount of
time this detector will not be activated. A higher value than what is expected should be used to avoid false
failures during normal traffic fluctuations.
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide


Max Presence Diagnostic Interval Set the time in minutes that you feel is more that the maximum amount of
time this detector will be activated. Consider if traffic clears off this detector every cycle and what the cycle
length is.
Erratic Counts This function is basically looking for chattering or cross talking detectors. If traffic were
traveling at 1 second headways, 60 counts per minute would be a normal count.
Figure 8.3 (Diagnostic 8, 6:00 – 7:00 AM)
Figure 8.4 (Diagnostic 9, 7:00 – 8:00 AM)
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
Figure 8.5 (Diagnostic 10, 8:00 – 11:00 AM)
Figure 8.6 (Diagnostic 11, 11:00 AM – 3:00 PM)
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
Figure 8.7 (Diagnostic 12, 3:00 – 6:15 PM)
Figure 8.8 (Diagnostic 13, 6:15 – 10:00 PM)
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
Figure 8.9 (Diagnostic 14, 10:00 PM- Midnight)
Figure 8.10 (Midnight to 6:00 AM)
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
8.2
Advanced Local Controller Settings
6-6
Vehicle Detector Diagnostic Plans
VEHICLE DETECTOR DIAGNOSTIC PLAN
PLAN DET NUMBER
1
DIAG NUM. ..
SCALING.. ..
2
DIAG NUM. ..
SCALING.. ..
3
DIAG NUM. ..
SCALING.. ..
4
DIAG NUM. ..
SCALING.. ..
5
DIAG NUM. ..
SCALING.. ..
6
DIAG NUM. ..
SCALING.. ..
1
1
1
0
1
0
1
0
1
0
1
0
1
2
1
1
0
1
0
1
0
1
0
1
0
1
3
1
1
0
1
0
1
0
1
0
1
0
1
4
1
1
0
1
0
1
0
1
0
1
0
1
5
1
1
0
1
0
1
0
1
0
1
0
1
6
1
1
0
1
0
1
0
1
0
1
0
1
7
1
1
0
1
0
1
0
1
0
1
0
1
8
1
1
0
1
0
1
0
1
0
1
0
1
1
0
1
0
1
0
2
0
1
0
1
0
3
0
1
0
1
0
4
0
1
0
1
0
5
0
1
0
1
0
6
0
1
0
1
0
7
0
1
0
1
0
8
0
1
0
1
0
ADDITIONAL SCREEN(S)
PLAN DET NUMBER
7
DIAG NUM. ..
SCALING.. ..
8
DIAG NUM. ..
SCALING.. ..
FAIL ACTION .. ..
ADDITIONAL SCREEN(S)
Up to 64 detectors

Vehicle and Pedestrian detectors may be tested for no-activity, maximum presence, and erratic output. Tests can be
enabled on a per detector basis when detectors are assigned to diagnostic plans and intervals. The plans are active
when selected by TOD program steps.

Eight diagnostic plans are available. Each plan must have a diagnostic number (referring to one of 32 diagnostic
intervals) and a scaling factor. A detector is assigned to a plan when there two entries have been made.

Scaling determines the length of no activity and maximum presence periods. For example, no activity period of 1
minute at a scale factor of 2 results in an inactivity report after 2 minutes.

Use with caution
6-7
Pedestrian Detector Diagnostic Plans
PED DETECTOR DIAGNOSTIC
PLAN DET NUMBER
1
DIAG NUM. ..
SCALING.. ..
2
DIAG NUM. ..
SCALING.. ..
3
DIAG NUM. ..
SCALING.. ..
4
DIAG NUM. ..
SCALING.. ..
5
DIAG NUM. ..
SCALING.. ..
6
DIAG NUM. ..
SCALING.. ..
1
0
1
0
1
0
1
0
1
0
1
0
1
2
0
1
0
1
0
1
0
1
0
1
0
1
3
0
1
0
1
0
1
0
1
0
1
0
1
4
0
1
0
1
0
1
0
1
0
1
0
1
5
0
1
0
1
0
1
0
1
0
1
0
1
6
0
1
0
1
0
1
0
1
0
1
0
1
7
0
1
0
1
0
1
0
1
0
1
0
1
8
0
1
0
1
0
1
0
1
0
1
0
1
ADDITIONAL SCREEN(S)
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
PLAN DET NUMBER
7
DIAG NUM. ..
SCALING.. ..
8
DIAG NUM. ..

6-8
1
0
1
0
2
0
1
0
3
0
1
0
4
0
1
0
5
0
1
0
6
0
1
0
7
0
1
0
8
0
1
0
Same as above.
Detector Diagnostic Interval
DETECTOR DIAGNOSTIC INTERVAL
DIAGNOSTIC
NUMBER
1
2
3
4
5
6
7
8
9
10
11
NO
ACTIVITY
0
0
0
0
0
0
0
0
0
0
0
MAX
PRESENCE
0
0
0
0
0
0
0
0
0
0
0
ERRATIC
COUNTS
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL SCREEN(S)
22
23
24
25
26
27
28
29
30
31
32
0
0
0
0
0
0
0
0
0
0
0
END OF SUBMENU
Main Menu (F1)-6-8

Defines values for no-activity, maximum presence and erratic counts.
8.3 Econolite Speed Detectors
The Local Controller is capable of collecting random speeds from special detectors. The key term here is “random”.
So don’t go to the expense of installing extra detectors if your aim is to collect adequate sample speeds for accurate
speed studies. The function is limited by processor speed and communications bandwidth. Speeds will be recorded
on a low priority basis when higher priority functions allow time for speed processing. Future controller processing
speed may make this feature more appealing.
Two simultaneous loop detectors are required per lane. Speed is calculated using the vehicle travel time and speed
trap length. Programming is straight forward and the help menu will guide you in setup. The speed detectors must
also be enabled in the master controller in the enable devices section.
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
6-5
Speed Detectors
SPEED DETECTORS
SPEED DET NUMBER:
ONE DETECTOR SPEED:
LOCAL DET NUMBER ..
VEHICLE LENGTH.. ..
LOOP LENGTH .. .. ..
.. 1 .. 2 .. 3 .. 4
0
0
0
0
0
0
0
0
0
0
0
0
TWO DETECTOR SPEED:
LOCAL DET NUMBER ..
SPEED TRAP LENGTH..
0
0
0
0
0
0
0
0
ENABLE LOG. .. .. ..
.
.
.
.
UNITS: INCHES
ADDITIONAL PAGE(S)
MORE ->
Detectors 5-12 not shown
..13 ..14 ..15 ..16
SPEED DET NUMBER:
ONE DETECTOR SPEED:
LOCAL DET NUMBER ..
VEHICLE LENGTH.. ..
LOOP LENGTH .. .. ..
0
0
0
0
0
0
0
0
0
0
0
0
TWO DETECTOR SPEED:
LOCAL DET NUMBER ..
SPEED TRAP LENGTH..
0
0
0
0
0
0
0
0
ENABLE LOG. .. .. ..
.
.
.
.
UNITS: INCHES
ADDITIONAL PAGE(S)
<- MORE
Main Menu (F1)-6-5

8.4 Bus Priority
The intent of Bus priority is to provide any surplus time remaining in the timing cycle to improve transit efficiency to
the point that travel times can be reduced and the number of buses can be reduced on a given route. Bus Priority is
given a lower priority than Railroad Preemption and Emergency Vehicle Preemption provided that emergency
vehicles have also been equipped with preemption devices.
Programming of Bus Priority (Econolite Bus Preemptor) is similar to Railroad and Emergency Vehicle Preemption but
is kept separate to permit the special timing requirements of buses. The cities of Minneapolis, Saint Paul and Saint
Cloud would be good sources for timing strategy.
4-7
Bus Preemptor (multiple screens)
BUS PREEMPTOR
PREEMPTOR ACTIVE
DETECTOR LOCK. ..
MAXIMUM TIME.. ..
RESERVICE TIME..
DELAY TIME. .. ..
INHIBIT TIME.. ..
ENTRANCE GREEN..
ENTRANCE PED CLR
ENTRANCE YELLOW.
ENTRANCE RED.. ..
MIN HOLD TIME. ..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
- BUS PREEMPTOR 1
2
3
4
.
.
.
.
.
.
.
.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
ADDITIONAL PAGE(S)
June 2006
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Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
BUS PREEMPTOR
HOLD PHASE
- - -
PREEMPTOR
PREEMPTOR
PREEMPTOR
PREEMPTOR
1
2
3
4
..
..
..
..
..
..
..
..
1
.
.
.
.
2
.
.
.
.
3
.
.
.
.
4
.
.
.
.
5
.
.
.
.
6
.
.
.
.
7
.
.
.
.
8
.
.
.
.
9
.
.
.
.
1
0
.
.
.
.
1
1
.
.
.
.
1
2
.
.
.
.
END OF SUBMENU
Main Menu (F1)-4-7
8.5 Trouble Shooting/Testing
The following screens are for the use of the service technician.
9
Diagnostics
9-1
Inputs
DIAGNOSTICS SUBMENU
1. INPUTS
5. OVERLAP PROGRAM
2. OUTPUTS
6. TELEMETRY
3. DISPLAY
7. LOOPBACK
4. KEYBOARD
PRESS KEYS 1..7 TO SELECT
Main Menu (F1)-9
* * * * * * * * * * * * * * * * *
*
*
WARNING
*
*
THIS DIAGNOSTIC RESULTS IN
*
INTERSECTION FLASH! PRESS ENTER TO
*
PROCEED OR SUBMENU TO EXIT.
*
* * * * * * * * * * * * * * * * *
June 2006
*
*
*
*
*
*
*
*
*
Page 8-11
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
INPUT DIAGNOSTIC CONNECTORS A, B & C
PHASE
1
2
3
4
5
6
7
8
VEH DETECTOR..
PED DETECTOR..
HOLD .. .. .. ..
PHASE OMIT. ..
PED OME.. .. ..
Main Menu (F1)-9-1
INPUT DIAGNOSTIC CONNECTORS A, B & C
RING 1
RING 2
MAX RED STP FRC
INH RST TIM OFF
MAX RED STP FRC
INH RST TIM OFF
PED MAX OMT
REC 2 AR
PED MAX OMT
REC 2 AR
(Next Page)
INPUT DIAGNOSTIC CONNECTORS A, B & C
MIN
REC
WRST
MOD
CNA
1
CNA
2
INT
ADV
MCON
EN
LAMP
OFF
EXT
STRT
PMT
2
PMT
4
PMT
5
PMT
6
TEST
A
TEST
B
I/O MODE
A
B
TEST
C
C
CORD
FREE
(Next Page)
INPUT DIAGNOSTIC CONNECTOR D
CYC
1
X
CYC
2
X
SPLT
1
CYC
3
SPLT
2
PMT
3
PMT
4
CORD
FREE
DUAL
CORD
PMT
5
OFT
1
X
SPLT
DMD
OFT
2
X
PMT
1
OFT
3
PMT
2
REM
FLSH
TIME
RESET
PMT
6
(Next Page)
INPUT DIAGNOSTIC CONNECTOR D
CORD
SYNC
TEST
C
1
2
TEST
D
TEST
E
CMU
ST
EXPANDED DETECTORS
3
4
5
6
7
8
(Next Page)
June 2006
Page 8-12
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
INPUT DIAGNOSTIC TELEMETRY CONNECTOR
LOC MAIN
FLSH REQD
1
ALRM
1
2
ALRM
2
CMU EXTD
FLSH ADDR
SYSTEM DETECTORS
3
4
5
6
TLM
SP1
TLM
SP2
7
8
(Next Page)
June 2006
Page 8-13
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
9-2
Outputs
OUTPUT DIAGNOSTIC CONNECTORS A, B & C
PHASE
1
RED. .. .. ..
YELLOW. .. ..
GREEN.. .. ..
WALK .. .. ..
DON'T WALK.
PED CLEAR ..
CHECK.. .. ..
PHASE ON. ..
PHASE NEXT..
2
3
4
5
6
7
8
..
..
..
..
..
..
..
..
..
PRESS TOGGLE TO CHANGE
Main Menu (F1)-9-2
OUTPUT DIAGNOSTIC CONNECTORS A, B & C
RING 1 STATUS
A
B
C
OVERLAP
RING 2 STATUS
A
B
C
A
B
C
D
RED
YELLOW
GREEN
FLASHING LOGIC
PRESS TOGGLE TO CHANGE
(Next Page)
OUTPUT DIAGNOSTIC CONNECTOR D
CYC
1
CYC
2
SPLT
1
CYC
3
SPLT
2
SYNC
OUT
NIC
SF1
NIC
SF2
OFT
1
OFT
2
PMT
1
OFT
3
PMT
2
XSTR
SYNC
CMU
INLK
CORD
STAT
PRESS TOGGLE TO CHANGE
(Next Page)
OUTPUT DIAGNOSTIC CONNECTOR D
PMT
3
PMT
4
1
PMT
5
2
PMT
6
3
SPARE OUTPUTS
4
5
6
7
8
OUTPUT DIAGNOSTIC TELEMETRY CONNECTOR
TLM
SF1
TLM
SF2
TLM
SF3
TLM
SF4
PRESS TOGGLE TO CHANGE
(Next Page)
June 2006
Page 8-14
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
9-3
Display
DISPLAY SUBMENU
1. CURSOR ADDRESS
2. CHARACTER FONT
3. DISPLAY ADJUST
4. BACKLIGHTING
5. FULL SCREEN
6. ALL TESTS
PRESS KEYS 1..6 TO SELECT
Main Menu (F1)-9-3
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
AAAAAAAAAAAAAAAAAAAAAAA,,,,,,,,,,,,,,,,,,,,,,,,
>>>>>>>>>>>>>>>>>>>>>>>SSSSSSSSSSSSSSSSSSSSSSSS
>>>>>>>>>>>>>>>>>>>>>>>SSSSSSSSSSSSSSSSSSSSSSSS
>>>>>>>>>>>>>>>>>>>>>>>SSSSSSSSSSSSSSSSSSSSSSSS
>>>>>>>>>>>>>>>>>>>>>>>SSSSSSSSSSSSSSSSSSSSSSSS
>>>>>>>>>>>>>>>>>>>>>>>SSSSSSSSSSSSSSSSSSSSSSSS
Main Menu (F1)-9-3-1
CHARACTER FONT
ABCDEFGHIJKLMNOPQRSTUVWXYZ
abcdefghijklmnopqrstuvwxyz
0123456789:;<+>?!#$%&'()*
Main Menu (F1)-9-3-2
DISPLAY ADJUST TEST
Main Menu (F1)-9-3-3
BACKLIGHT TEST
Main Menu (F1)-9-3-4
June 2006
Page 8-15
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
Main Menu (F1)-9-3-5
9-4
Keyboard
KEYBOARD DIAGNOSTICS
XX
XX
XX
XX
XX
XX
XX
XX
X
X
1 2 3
X
X
4 5 6
7 X X
XXXXX
X X
PRESS '8' KEY
Main Menu (F1)-9-4
9-5
Overlap Program
OVERLAP PROGRAM CARD DATA
PHASE
1
2
3
4
5
6
7
8
OVERLAP A
OVERLAP B
OVERLAP C
OVERLAP D
Main Menu (F1)-9-5
9-6
Telemetry
TELEMETRY SUBMENU
1. MARK
2. SPACE
3. MODEM
4. TELEMETRY I/O LOOP BACK
PRESS KEYS 1..4 TO SELECT
Main Menu (F1)-9-6
* * * * * * * * * * * * * * * * *
*
*
SENDING TELEMETRY MARK - 1200 HZ
*
* * * * * * * * * * * * * * * * *
*
*
*
*
*
Main Menu (F1)-9-6-1
June 2006
Page 8-16
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
* * * * * * * * * * * * * * * * *
*
*
SENDING TELEMETRY MARK - 2200 HZ
*
* * * * * * * * * * * * * * * * *
*
*
*
*
*
Main Menu (F1)-9-6-2
* * * * * * * * * * * * * * * * *
*
*
TESTING TELEMETRY DATA
*
* * * * * * * * * * * * * * * * *
*
*
*
*
*
Main Menu (F1)-9-6-3
9-7
Loopback
* * * *
*
*
FOR
*
I/O
*
* * * *
* * * * * * * * * * * * * *
*
*
*
*
* * * * * * * * * * * * * *
A 3-SECOND DELAY AFTER EACH
ERROR, PRESS1, ELSE PRESS 0
LOOPBACK SUBMENU
1. STANDARD I/O
2. EXPANDED I/O
3. TERMINAL
4. SDLC
5. ALL
PRESS KEYS 1..5 TO SELECT
Main Menu (F1)-9-7
9-8
June 2006
Ext St Override
Page 8-17
Adv. Controller Applications and Countermeasures
Mn/DOT Traffic Signal Controller Programming Guide
9
Appendix
June 2006
Page 9-1
Appendix
Mn/DOT Traffic Signal Controller Programming Guide
Notes:
June 2006
Page 9-1
Field Verification