**A Summary of Vehicle Detection and Surveillance Technologies used in**

**Intelligent Transportation Systems**

Funded by the Federal Highway Administration's Intelligent

Transportation Systems Joint Program Office

![](media/image1.wmf){width="4.9in" height="3.736111111111111in"}

Produced by

**The Vehicle Detector Clearinghouse**

A multi-state, pooled-fund project managed by the

Southwest Technology Development Institute (SWTDI) at

New Mexico State University (NMSU),

and sponsored in cooperation with the U.S. Department of Transportation
FHWA

**Fall 2000**

SUMMARY OF VEHICLE DETECTION AND SURVEILLANCE TECHNOLOGIES USED IN
INTELLIGENT TRANSPORTATION SYSTEMS

SUBMITTED TO:

**Federal Highway Administration's (FHWA) Intelligent Transportation
Systems Joint Program Office**

PREPARED BY:

**Luz Elena Y. Mimbela**

**Project Manager**

**The Vehicle Detector Clearinghouse**

**New Mexico State University**

**P.O. Box 30001\
Las Cruces, NM 88003-8001**

**And**

**Lawrence A. Klein, Ph.D., P.E.**

**Private Consultant**

**314 Purdy Avenue**

**Placentia, CA 92870**

**With Assistance From:**

**Perry Kent, VDC Project Consultant**

**John L. Hamrick, VDC Project Consultant**

**Karen M. Luces, NMSU**

**Sylvia Herrera, NMSU**

#### November 30, 2000

(Latest version of this handbook can be found at
http://www.nmsu.edu/\~traffic/)

#### Disclaimer Notice

This document is disseminated under the sponsorship of the Department of
Transportation in the interest of information exchange. The United
States Government assumes no liability for its contents or use thereof.

The contents of this summary document reflect the views of the
contractor and subcontractors, who are responsible for the accuracy of
the data presented herein. The contents do not necessarily reflect the
official policy of the Department of Transportation.

This document does not constitute a standard, specification, or
regulation.

The United States Government or the Vehicle Detector Clearinghouse does
not endorse products or manufacturers. Vendor and manufacturer's names
appear herein only because they are considered essential to the purpose
of this document.

Table of contents

**Chapter 1 - Introduction 1-[1](#chapter-1---introduction)**

Chapter 2 - Methods and Approach
2-[1](#chapter-2---methods-and-approach)

Collection of Product Information
2-[1](#collection-of-product-information)

Collection of User Information 2-[2](#collection-of-user-information)

Compilation of Information 2-[2](#compilation-of-information)

Chapter 3 -- Overview of Vehicle Detection and Surveillance Technologies
3-[1](#chapter-3-overview-of-vehicle-detection-and-surveillance-technologies)

Intrusive sensors 3-[1](#intrusive-sensors)

Non-intrusive Sensors 3-[2](#non-intrusive-sensors)

Applications of Sensor Combinations
3-[2](#applications-of-sensor-combinations)

Relative Cost of Sensors 3-[3](#relative-cost-of-sensors)

Sensor Technology Comparison 3-[4](#sensor-technology-comparison)

Summary 3-[8](#summary)

Chapter 4 -- Intrusive Technologies
4-[1](#chapter-4-intrusive-technologies)

Pneumatic Road Tube 4-[1](#pneumatic-road-tube)

Principles of Operation 4-[1](#principles-of-operation)

Applications and Uses 4-[1](#applications-and-uses)

Advantages 4-[1](#advantages)

Disadvantages 4-[2](#disadvantages)

Installation Configuration 4-[2](#installation-configuration)

Inductive Loop Detectors 4-[4](#inductive-loop-detectors)

Principles of Operation 4-[4](#principles-of-operation-1)

Applications and Uses 4-[4](#applications-and-uses-1)

Advantages 4-[4](#advantages-1)

Disadvantages 4-[5](#disadvantages-1)

Piezoelectric Sensors 4-[7](#piezoelectric-sensors)

Principles of Operation 4-[7](#principles-of-operation-2)

Applications and Uses 4-[8](#applications-and-uses-2)

> *Bonding
> Materials..........................................................................................................4-10*

Advantages 4-10

Disadvantages 4-11

Magnetic Sensors 4-[12](#magnetic-sensors)

Principles of Operation 4-[12](#principles-of-operation-3)

Application and Uses 4-[12](#application-and-uses)

Advantages 4-[13](#advantages-3)

Disadvantages 4-[13](#disadvantages-3)

Weigh-in-Motion (WIM) 4-[17](#weigh-in-motion-wim)

Application and Uses 4-[17](#application-and-uses-1)

Bending Plate 4-[22](#bending-plate)

Piezoelectric 4-[26](#piezoelectric)

Load Cell 4-[29](#load-cell)

Capacitance Mat 4-[29](#capacitance-mat)

Weigh-in-Motion System Costs 4-[31](#weigh-in-motion-system-costs)

Chapter 5 -- Non-intrusive Technologies
5-[1](#chapter-5-non-intrusive-technologies)

Video Image Processor 5-[1](#video-image-processor)

Principles of Operation 5-[1](#principles-of-operation-8)

Application and Uses 5-[4](#application-and-uses-2)

Mounting and Traffic Viewing Considerations
5-[5](#mounting-and-traffic-viewing-considerations)

Advantages 5-[6](#advantages-8)

Disadvantages 5-[7](#disadvantages-8)

Microwave Radar 5-[9](#microwave-radar)

Principles of Operation 5-[9](#principles-of-operation-9)

Application and Uses 5-[12](#application-and-uses-3)

Advantages 5-[15](#advantages-9)

Disadvantages 5-[15](#disadvantages-9)

Infrared Sensors 5-[16](#infrared-sensors)

Active Infrared Sensor 5-[16](#active-infrared-sensor)

Passive Infrared Sensors 5-[17](#passive-infrared-sensors)

Advantages 5-[21](#advantages-10)

Disadvantages 5-[21](#disadvantages-10)

Ultrasonic Sensors 5-[22](#ultrasonic-sensors)

Principles of Operation 5-[22](#principles-of-operation-12)

Application and Uses 5-[22](#application-and-uses-6)

Advantages 5-[23](#advantages-11)

Disadvantages 5-[24](#disadvantages-11)

Passive Acoustic Array Sensors 5-[25](#passive-acoustic-array-sensors)

Principles of Operation 5-[25](#principles-of-operation-13)

Application and Uses 5-[25](#application-and-uses-7)

Advantages 5-[27](#advantages-12)

Disadvantages 5-[27](#disadvantages-12)

Chapter 6 - References 6-[1](#chapter-6---references)

APPENDIX A: [A](#appendix-a)

**List of Figures**

Figure 1. Infrared combination sensors. (Photographs courtesy of ASIM
Technologies, Uznach, Switzerland). 3-[3](#__RefHeading___Toc491241615)

Figure 2. Road tube configurations for single and multilane highways.
(Photograph courtesy of Time Mark, Inc., Salem OR).
4-[2](#__RefHeading___Toc491241616)

Figure 3. Front panel display of TimeMark Delta IIIB counter.
(Photograph courtesy of Time Mark, Inc., Salem OR).
4-[3](#__RefHeading___Toc491241617)

Figure 4. Principal components of an inductive loop detector.
4-[6](#__RefHeading___Toc491241618)

Figure 5. Vibracoax piezoelectric sensor mounted in aluminum channel as
installed in a roadbed. (Drawing courtesy of IRD, Inc., Saskatoon, SK).
4-[8](#__RefHeading___Toc491241619)

[Figure 6. Roadtrax piezoelectric BLC sensor mounted in aluminum channel
as installed in a roadbed (Roadtrax,
1995-1996)...........................................................................4-9]{.smallcaps}

Figure 7. Magnetic anomaly in the Earth's magnetic field induced by
magnetic dipoles in a ferrous metal vehicle.
4-[14](#__RefHeading___Toc491241620)

Figure 8. Distortion of Earth's magnetic field created as a vehicle
enters and passes through the detection zone of a magnetic sensor.
(Drawing courtesy of Nu-Metrics, Vanderbilt, PA).
4-[15](#__RefHeading___Toc491241621)

Figure 9. Two-axis fluxgate magnetometer sensors.
4-[16](#__RefHeading___Toc491241622)

Figure 10. Induction magnetometer sensors.
4-[16](#__RefHeading___Toc491241623)

Figure 11. Bending plate sensor. (Photographs courtesy of IRD, Inc.,
Saskatoon, SK). 4-[25](#__RefHeading___Toc491241624)

[Figure 12. Bending plate or load cell WIM system
(typical)..................................................4-26]{.smallcaps}

Figure 13. WIM installation with full-length piezoelectric
sensors......................................4-27

Figure 14. LINEAS quartz sensor (drawing courtesy of Kistler Instruments
AG Winterthur,
Switzerland)..................................................................................................4-28

Figure 15. Capacitance mat sensor connected to data analysis equipment.
(Photograph courtesy of LoadoMeter, Corp., Baltimore, MD).
4-[30](#__RefHeading___Toc491241625)

Figure 16. Video image processors. 5-[3](#__RefHeading___Toc491241626)

Figure 17. Conceptual image processing for vehicle detection,
classification, and tracking. 5-[4](#__RefHeading___Toc491241627)

Figure 18. Vehicle count comparison from four VIPs and inductive loop
detectors. 5-[8](#__RefHeading___Toc491241628)

Figure 19. Microwave radar operation.
5-[10](#__RefHeading___Toc491241629)

Figure 20. Speed measurement with an FMCW microwave presence radar.
5-[11](#__RefHeading___Toc491241630)

Figure 21. Constant frequency waveform.
5-[14](#__RefHeading___Toc491241631)

Figure 22. Doppler microwave radars.
5-[14](#__RefHeading___Toc491241632)

Figure 23. Microwave presence radars.
5-[14](#__RefHeading___Toc491241633)

Figure 24. Laser radar beam geometry. (Drawing courtesy of Schwartz
Electro-Optics, Orlando, FL). 5-[17](#__RefHeading___Toc491241634)

Figure 25. Laser radar sensors. 5-[17](#__RefHeading___Toc491241635)

Figure 26. Eltec 842 passive infrared sensor.
5-[19](#__RefHeading___Toc491241636)

Figure 27. Emission and reflection of energy by vehicle and road
surface. 5-[20](#__RefHeading___Toc491241637)

Figure 28. Multiple detection zone configuration in a passive infrared
sensor. 5-[21](#__RefHeading___Toc491241638)

Figure 29. TC-30C ultrasonic range-measuring sensor. (Photograph
courtesy of Microwave Sensors, Ann Arbor, MI).
5-[22](#__RefHeading___Toc491241639)

Figure 30. Mounting of ultrasonic range-measuring sensors. (Courtesy of
Microwave Sensors, Ann Arbor, MI). 5-[24](#__RefHeading___Toc491241640)

Figure 31. Acoustic array sensors. 5-[26](#__RefHeading___Toc491241641)

**List of Tables**

Table 1. Strengths and weaknesses of aboveground and subsurface sensor
technologies 3-[4](#__RefHeading___Toc491241974)

Table 1. Strengths and weaknesses of aboveground and subsurface sensor
technologies 3-[5](#__RefHeading___Toc491241976)

Table 2. Traffic sensor output data, bandwidth, and cost
3-[7](#__RefHeading___Toc491241979)

[Table 3. Recommended tests for determining bonding ability of agents
used with piezoelectric
sensors...........................................................................................................4-10]{.smallcaps}

Table 4. WIM System Categories, Applications, and Data Items
4-[19](#__RefHeading___Toc491241981)

[Table 5. ASTM performance requirements for WIM
systems................................................4-20]{.smallcaps}

[Table 6. California Department of Transportation (Caltrans) performance
requirements for WIM
systems^a^..................................................................................................4-20]{.smallcaps}

[Table 7. Inherent variance component of system accuracy ^a^ (1 standard
deviation confidence
interval)........................................................................................................4-21]{.smallcaps}

Table 8. Accuracy specifications for bending plate and load cell WIM
scales^a^ (1 standard deviation confidence interval)
4-[24](#__RefHeading___Toc491241985)

Table 9. Budgetary initial capital costs of WIM systems^a^
4-[31](#__RefHeading___Toc491241987)

Table 10. Life cycle maintenance costs of WIM systems^a^
4-[33](#__RefHeading___Toc491241989)

Table 11. Video image processor characteristics in upstream and
downstream viewing. 5-[6](#__RefHeading___Toc491241991)

#  {#section .unnumbered}

# Chapter 1 - Introduction

The surface transportation system of the United States is comprised of
approximately 3.7 million miles of roads and 503 public transit systems,
which accommodate 4 trillion passenger miles and 3 trillion ton miles of
freight per year (Apogee/Hagler Bailly, 1998). Demands on the system are
growing rapidly with an estimated travel demand increase of 30% over the
next ten years (Proper & Cheslow, 1997). In order to prevent congestion
at current levels from getting worse, the U.S. would have to increase
the capacity of the transportation system by the same 30%. One option is
to increase the capacity by increasing the number of lane miles, which
translates to about 4,427 lane miles of new miles of roadway every year.
At the present time, roads are being built at about two-thirds this
rate.

A second option is to develop alternatives that increase capacity by
improving the efficiency of the existing transportation system. This
option focuses on building fewer lane-miles, while investing in
Intelligent Transportation Systems (ITS) infrastructure. In 1991, the
Intermodal Surface Transportation Efficiency Act resulted in the
formation of the Federal Intelligent Transportation Systems (ITS)
program to address ways to deal with the increase in travel demand on
the nation's transportation systems using the second option.

The goals of ITS include the following:

-   Enhance public safety;

-   Reduce congestion;

-   Improved access to travel and transit information;

-   Generate cost savings to motor carriers, transit operators, toll
    authorities, and government agencies; and

-   Reduce detrimental environmental impacts.

ITS include sensor, communication, and traffic control technologies.
These technologies are assisting states, cities, and towns nationwide
meet the increasing demands on the surface transportation system.
Vehicle detection and surveillance technologies are an integral part of
ITS, since they gather all or part of the data that is used in ITS. It
is estimated that an investment in ITS will allow for fewer miles of
road to be built, thus reducing the cost of mitigating recurring
congestion by approximately 35 percent nationwide (Apogee/Hagler Bailly,
1998).

New vehicle detection and surveillance technologies are constantly being
developed and existing technologies improved, to provide speed
monitoring, traffic counting, presence detection, headway measurement,
vehicle classification, and weigh-in-motion data. This summary document
was developed to assist in the selection of vehicle detection and
surveillance technologies that support traffic management and traveler
information services. The information will also be useful to personnel
involved in traffic data collection for planning, policy, and research
purposes. Included are descriptions of common types of vehicle detection
and surveillance technologies in terms of theory of operation,
installation methods, advantages and disadvantages, and summary
information about performance in clear and inclement weather and
relative cost. Following each technology description is vendor-provided
information about specific sensor models, their functions and
applications, users, and installation and maintenance costs. A 3-ring
binder format was selected to allow the contents to be easily updated.

The *Summary of Vehicle Detection and Surveillance Technologies Used in
Intelligent Transportation Systems* will be updated periodically as long
as the Vehicle Detector Clearinghouse remains in operation. The latest
version of this summary document is available in electronic format at
the following URL: <http://www.nmsu.edu/~traffic> .

# Chapter 2 - Methods and Approach

To accomplish the objectives outlined in Chapter 1 of this document, a
multi-task approach was taken using a team of experts from Southwest
Technology Development Institute (SWTDI), the Vehicle Detector
Clearinghouse (VDC), and Dr. Lawrence A. Klein a private consultant in
the traffic management and sensor technology areas. The following
sections discuss briefly the tasks carried out to complete the
objectives of the project.

## Collection of Product Information

Product information for vehicle detection and surveillance technologies
used in ITS was obtained from the vendors and manufacturers of the
equipment. To facilitate this effort, a database of vendors' and
manufacturers' addresses and contact information was developed in
electronic format using the Excel® worksheet software package. The
information for the database was gathered from the following sources:

-   Existing VDC product database;

-   List supplied by FHWA;

-   List supplied by private consultant;

-   Internet based searches using specific key words;

-   Intelligent Transportation Society of America's Tenth Annual Meeting
    and Exposition Official Exhibitor Directory; and

-   Traffic Technology International, April/May 2000 issue.

Once the database of vendor and manufacturer information was compiled,
vendors and manufacturers were contacted to obtain specific information
on their products. The vendors and manufacturers were sent a vendor
survey and a cover letter explaining the purpose of the survey. The
vendors and manufacturers that were selected were contacted by regular
mail, facsimile, and Email. The database included a "status" column that
provided updated information, such as whether the vendor survey response
was received from the corresponding vendor/manufacturer or whether it
was returned unopened. If the survey packet was returned unopened, the
address was checked and corrected if necessary and a second packet was
sent.

The vendor/manufacturer database, a copy of a blank survey and a copy of
the form cover letter are included in Appendix A of this document. At
the time this edition was prepared, a total of 86 additional vendor
survey packets had been sent, thus more responses were expected. The
survey responses included product name, a general description of the
equipment, sensor technology and configuration, installation time and
requirements, product capabilities/functions, recommended applications,
list of users, etceteras.

VDC project consultants reviewed the vendor's and manufacturer's survey
responses for errors. When necessary, VDC project consultants contacted
the vendors and manufacturers to obtain clarification on some of the
vendor survey responses.

## Collection of User Information

User information was obtained from compiled responses to the *State
Equipment Questionnaire* and the *Survey of Degree of Satisfaction of
State DOT Personnel with Vehicle Detection Equipment* for the ongoing
VDC project. Although the user data collected was specific to the make
and model of certain types of equipment, generalizations were made based
on equipment types so as not to unfairly criticize vendors and
manufacturers. The generalizations made were then included in this
summary document in the equipment description sections.

## Compilation of Information

Once a response to the vendor and manufacturer survey was received, it
was compiled in electronic format and added to *The Summary of Vehicle
Detection and Surveillance Technologies Used in Intelligent
Transportation Systems* document. In order to avoid misinterpretation of
vendor and manufacturer information, the vendor survey information was
entered directly onto a blank survey form identical to the one the
vendor or manufacturer had filled out. The vendor and manufacturer
survey responses were organized according to the type of sensor
technology utilized (e.g. loops, road tubes, video, etc.).

In addition to the vendor and manufacturer two-page survey responses, a
detailed technology description was added and organized according to the
type of sensor technology. The detailed description included principles
of operation, typical uses, relative costs for some, advantages and
disadvantages, etceteras. Also, in Chapter 3, a comparison of several
technologies based on cost, applications, etc. was presented.

Finally, the information contained in this summary document was compiled
and organized into a three-ring binder format to allow for quick removal
and addition of outdated and updated information, respectively with the
most current version of the document available in electronic format at
the following URL: <http://www.nmsu.edu/~traffic/> . Furthermore, in the
hard copy version of the document the vendor and manufacturer survey
responses do not have page numbers, thus when these are taken out or
added to the binder, the table of contents will remain undisturbed. The
authors felt that the information contained in this summary document
would be useful to a wide audience with varied practical and technical
backgrounds.

# Chapter 3 -- Overview of Vehicle Detection and Surveillance Technologies

Vehicle detection and surveillance technologies may be described as
containing three components, the transducer, a signal processing device,
and a data processing device. The transducer detects the passage or
presence of a vehicle or its axles. The signal-processing device
typically converts the transducer output into an electrical signal. The
data-processing device usually consists of computer hardware and
firmware that converts the electrical signal into traffic parameters.
Typical traffic parameters include vehicle presence, count, speed,
class, gap, headway, occupancy, weight and link travel time. The data
processing device may be a part of the sensor, as with devices that
produce serial output data, or may be controllers external to the sensor
as utilized with sensors that have optically-isolated semiconductor or
relay outputs.

The following chapters describe the operating principles, sensor
measurement accuracy, costs, advantages, and disadvantages of
technologies that find application in intrusive and non-intrusive
sensors. Each section also contains equipment-specific data supplied by
the manufacturers or vendors of representative sensors.

## Intrusive sensors

Intrusive sensors include inductive loops, magnetometers, microloop
probes, pneumatic road tubes, piezoelectric cables and other
weigh-in-motion sensors. These devices are installed directly on the
pavement surface, in saw-cuts or holes in the road surface, by tunneling
under the surface, or by anchoring directly to the pavement surface as
is the case with pneumatic road tubes. The operation of most of these
sensors is well understood as they generally represent applications of
mature technologies to traffic surveillance. The drawbacks to their use
include disruption of traffic for installation and repair and failures
associated with installations in poor road surfaces and use of
substandard installation procedures. Resurfacing of roadways and utility
repair can also create the need to reinstall these types of sensors.

## Non-intrusive Sensors

The quest for an alternative reliable and cost-effective vehicle
detection and tracking system, which can be installed and maintained
with safety and minimal disruption of traffic and can provide traffic
data at least as accurate as the inductive loop detector, has been
underway for some time. Recent evaluations have shown that modern
aboveground sensors produce data that meet the requirements of many
current freeway and surface street applications. Aboveground sensors can
be mounted above the lane of traffic they are monitoring or on the side
of a roadway where they can view multiple lanes of traffic at angles
perpendicular to or at an oblique angle to the flow direction. The
technologies currently used in aboveground sensors are video image
processing, microwave radar, laser radar, passive infrared, ultrasonic,
passive acoustic array, and combinations of sensor technologies such as
passive infrared and microwave Doppler or passive infrared and
ultrasonic. Like the subsurface sensors, the aboveground sensors measure
vehicle count, presence, and passage. However, many also provide vehicle
speed, vehicle classification, and multiple-lane, multiple-detection
zone coverage.

## Applications of Sensor Combinations 

Figure 1 displays sensors that combine passive infrared presence
detection with ultrasound or Doppler radar. The passive
infrared-ultrasonic combination provides enhanced accuracy for presence
and queue detection, vehicle counting, and height and distance
discrimination. The passive infrared-Doppler radar sensor is designed
for presence and queue detection, vehicle counting, speed measurement,
and length classification.

![](media/image2.jpeg){width="2.5409722222222224in"
height="2.0770833333333334in"}
![](media/image3.jpeg){width="2.698611111111111in"
height="2.061111111111111in"}

ASIM DT 272 Infrared-ultrasonic sensor ASIM DT 281 Infrared-Doppler
radar sensor

[]{#__RefHeading___Toc491241615 .anchor}Figure 1. Infrared combination
sensors. (Photographs courtesy of ASIM Technologies, Uznach,
Switzerland).

The dual-passive infrared Doppler radar sensor relies on the radar to
measure high to medium speeds and the passive infrared to measure
vehicle count and presence. At medium speeds, the multiple detection
zone passive infrared automatically calibrates its speed measurements
against the radar's. This calibration permits the infrared to measure
slow vehicle speeds and detect stopped vehicles.

## Relative Cost of Sensors

A satisfactory cost comparison between various sensor technologies can
only be made when the specific application is known. For example, a
relatively inexpensive ultrasonic, microwave, or passive infrared sensor
may seem to be the low-cost choice at first glance for instrumenting a
surface street intersection if inductive loop detectors are not desired.
But when the number of sensors needed is taken into account along with
the limited amount of directly measured data that may be available
(e.g., speed is not measured directly by a single zone infrared sensor),
a more expensive sensor such as a video image processor (VIP) may be the
better choice. Consequently, if it requires twelve to sixteen
conventional inductive loop detectors (or ultrasonic, microwave, or
infrared, etc. sensors) to fully instrument an intersection, the cost
becomes comparable to that of a VIP. Furthermore, the additional traffic
data and visual information made available by the VIP may more than
offset any remaining cost difference. In this example, the VIP is
assumed to meet the other requirements of the application, such as the
desired 100 percent detection of vehicles at the intersection. Similar
arguments can be made for freeway applications using multiple sensors
and requiring information not always available from the less expensive
sensors.

Microwave presence radar mounted in a side-looking configuration may
perform other applications, such as simple monitoring of multilane
freeway traffic flow or surface street vehicle presence and speed. In
this case, the microwave sensors replace a greater number of loops that
otherwise need be installed in the travel lanes. Furthermore, the
microwave sensor potentially provides direct measurement of speed at a
greater accuracy than provided by the loops.

Other factors that affect the cost and selection of sensors are the
maturation of the designs and manufacturing processes for sensors that
use the newer technologies, reduced prices through quantity buys, and
availability of mounting locations and communications links at the
application site. In some urban areas, the cost of trenching in the
street and restoration for lead-in cable or cable to connect to a
controller cabinet is very high, e.g., \$50 per foot (0.3 m) or more.
Trenching, thus becomes a significant part of the installation cost. In
these cases, non-intrusive sensors that utilize an RF, microwave, or
spread spectrum radio links may be the low-cost alternative to gather
and transmit sensor data to the controller.

## Sensor Technology Comparison

Table 1 compares the strengths and weaknesses of the sensor technologies
that will be discussed in the following chapters of this document with
respect to installation, parameters measured, performance in inclement
weather and variable lighting conditions, and suitability for wireless
operation.

Table 1.

[]{#__RefHeading___Toc491241974 .anchor}Strengths and weaknesses of
aboveground and subsurface sensor technologies (Klein, 2001)

+---------+-------------------------+---------------------------------+
| **Techn | > **Strengths**         | > **Weaknesses**                |
| ology** |                         |                                 |
+---------+-------------------------+---------------------------------+
| In      | -   Flexible design to  | -   Installation requires       |
| ductive |     satisfy large       |     pavement cut.               |
| Loop    |     variety of          |                                 |
|         |     applications.       | -   Decreases pavement life.    |
|         |                         |                                 |
|         | -   Mature, well        | -   Installation and            |
|         |     understood          |     maintenance require lane    |
|         |     technology.         |     closure.                    |
|         |                         |                                 |
|         | -   Provides basic      | -   Wire loops subject to       |
|         |     traffic parameters  |     stresses of traffic and     |
|         |                         |     temperature.                |
|         | -   (e.g., volume,      |                                 |
|         |     presence,           | -   Multiple detectors usually  |
|         |     occupancy,          |     required to instrument a    |
|         |                         |     location.                   |
|         | -   speed, headway, and |                                 |
|         |     gap).               |                                 |
|         |                         |                                 |
|         | ```{=html}              |                                 |
|         | <!-- -->                |                                 |
|         | ```                     |                                 |
|         | -   High frequency      |                                 |
|         |     excitation models   |                                 |
|         |     provide             |                                 |
|         |     classification      |                                 |
|         |     data.               |                                 |
+---------+-------------------------+---------------------------------+
| Magnet  | -   Less susceptible    | -   Installation requires       |
| ometer\ |     than loops to       |     pavement cut.               |
| (T      |     stresses of         |                                 |
| wo-axis |     traffic.            | -   Decreases pavement life.    |
| f       |                         |                                 |
| luxgate | -   Some models         | -   Installation and            |
| magnet  |     transmit data over  |     maintenance require lane    |
| ometer) |     wireless RF link.   |     closure.                    |
|         |                         |                                 |
|         |                         | -   Some models have small      |
|         |                         |     detection zones.            |
+---------+-------------------------+---------------------------------+
| Ma      | -   Can be used where   | -   Installation requires       |
| gnetic\ |     loops are not       |     pavement cut or tunneling   |
| (In     |     feasible (e.g.,     |     under roadway.              |
| duction |     bridge decks).      |                                 |
| or      |                         | -   Cannot detect stopped       |
| search  | -   Some models         |     vehicles.                   |
| coil    |     installed under     |                                 |
| magnet  |     roadway without     |                                 |
| ometer) |     need for pavement   |                                 |
|         |     cuts.               |                                 |
|         |                         |                                 |
|         | -   Less susceptible    |                                 |
|         |     than loops to       |                                 |
|         |     stresses of         |                                 |
|         |     traffic.            |                                 |
+---------+-------------------------+---------------------------------+
| Mi      | -   Generally           | -   Antenna beamwidth and       |
| crowave |     insensitive to      |     transmitted waveform must   |
| Radar   |     inclement weather.  |     be suitable for the         |
|         |                         |     application.                |
|         | -   Direct measurement  |                                 |
|         |     of speed.           | -   Doppler sensors cannot      |
|         |                         |     detect stopped vehicles.    |
|         | -   Multiple lane       |                                 |
|         |     operation           |                                 |
|         |     available.          |                                 |
+---------+-------------------------+---------------------------------+
| I       | -   Active sensor       | -   Operation of active sensor  |
| nfrared |     transmits multiple  |     may be affected by fog when |
|         |     beams for accurate  |     visibility is less than 20 |
|         |     measurement of      |     ft or blowing snow is       |
|         |     vehicle position,   |     present.                    |
|         |     speed, and class.   |                                 |
|         |                         | -   Passive sensor may have     |
|         | -   Multizone passive   |     reduced sensitivity to      |
|         |     sensors measure     |     vehicles in its field of    |
|         |     speed.              |     view in rain and fog.       |
|         |                         |                                 |
|         | -   Multiple lane       |                                 |
|         |     operation           |                                 |
|         |     available.          |                                 |
+---------+-------------------------+---------------------------------+
| Ult     | -   Multiple lane       | -   Some environmental          |
| rasonic |     operation           |     conditions such as          |
|         |     available.          |     temperature change and      |
|         |                         |     extreme air turbulence can  |
|         |                         |     affect performance.         |
|         |                         |     Temperature compensation is |
|         |                         |     built into some models.     |
|         |                         |                                 |
|         |                         | -   Large pulse repetition      |
|         |                         |     periods may degrade         |
|         |                         |     occupancy measurement on    |
|         |                         |     freeways with vehicles      |
|         |                         |     traveling at moderate to    |
|         |                         |     high speeds.                |
+---------+-------------------------+---------------------------------+

Table 1.

[]{#__RefHeading___Toc491241976 .anchor}Strengths and weaknesses of
aboveground and subsurface sensor technologies

(continued)

+---------+---+-------------------------+---+---------------------------------+
| A       | - |                         | - |                                 |
| coustic |   |                         |   |                                 |
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|         |   |                         | . |                                 |
+---------+---+-------------------------+---+---------------------------------+
| Video   |   | -   Monitors multiple   |   | -   Inclement weather, shadows, |
| Image   |   |     lanes and multiple  |   |     vehicle projection into     |
| Pr      |   |     zones/lane.         |   |     adjacent lanes, occlusion,  |
| ocessor |   |                         |   |     day-to-night transition,    |
|         |   | -   Easy to add and     |   |     vehicle/road contrast, and  |
|         |   |     modify detection    |   |     water, salt grime, icicles, |
|         |   |     zones.              |   |     and cobwebs on camera lens  |
|         |   |                         |   |     can affect performance.     |
|         |   | -   Rich array of data  |   |                                 |
|         |   |     available.          |   | -   Requires 50- to 60-ft       |
|         |   |                         |   |     camera mounting height (in  |
|         |   | -   Provides wide-area  |   |     a side-mounting             |
|         |   |     detection when      |   |     configura-tion) for optimum |
|         |   |     information         |   |     presence detection and      |
|         |   |     gathered at one     |   |     speed measurement.          |
|         |   |     camera location can |   |                                 |
|         |   |     be linked to        |   | -   Some models susceptible to  |
|         |   |     another.            |   |     camera motion caused by     |
|         |   |                         |   |     strong winds.               |
|         |   |                         |   |                                 |
|         |   |                         |   | -   Generally cost-effective    |
|         |   |                         |   |     only if many detection      |
|         |   |                         |   |     zones are required within   |
|         |   |                         |   |     the field of view of the    |
|         |   |                         |   |     camera.                     |
+---------+---+-------------------------+---+---------------------------------+

Most overhead sensors are compact and not roadway invasive, making
installation and maintenance relatively easy. Some installation and
maintenance applications may require the closing of the roadway to
normal traffic to ensure the safety of the installer and motorist. All
the sensors discussed operate under day and night conditions.

Table 2 lists the types of data typically available from each sensor
technology, coverage area, communication bandwidth requirements, and
purchase costs. Several technologies are capable of supporting multiple
lane, multiple detection zone applications with one or a limited number
of units. These devices may be cost effective when larger numbers of
detection zones are needed to implement the traffic management strategy.

Table 2.

[]{#__RefHeading___Toc491241979 .anchor}Traffic sensor output data,
bandwidth, and cost (Klein,, 2001)

<table style="width:100%;">
<colgroup>
<col style="width: 18%" />
<col style="width: 8%" />
<col style="width: 2%" />
<col style="width: 5%" />
<col style="width: 1%" />
<col style="width: 5%" />
<col style="width: 8%" />
<col style="width: 8%" />
<col style="width: 9%" />
<col style="width: 12%" />
<col style="width: 18%" />
</colgroup>
<tbody>
<tr class="odd">
<td rowspan="2"><strong>Technology</strong></td>
<td colspan="7"><strong>Output Data</strong></td>
<td><strong>Multiple Lane, Multiple</strong></td>
<td rowspan="2"><p><strong>Communi-</strong></p>
<p><strong>cation</strong></p>
<p><strong>Bandwidth</strong></p></td>
<td><h4 id="sensor-purchase-cost1">Sensor Purchase
Cost<sup>1</sup></h4></td>
</tr>
<tr class="even">
<td><strong>Count</strong></td>
<td colspan="2"><strong>Presence</strong></td>
<td colspan="2"><strong>Speed</strong></td>
<td><strong>Occu-<br />
pancy</strong></td>
<td><strong>Classifi-cation</strong></td>
<td><strong>Detection Zone Data</strong></td>
<td><strong>(each in 1999 $)</strong></td>
</tr>
<tr class="odd">
<td>Inductive<br />
loop</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td><sup>2</sup></td>
<td></td>
<td><sup>3</sup></td>
<td></td>
<td>Low to moderate</td>
<td>Low<sup>9</sup><br />
($500 to $800)</td>
</tr>
<tr class="even">
<td>Magnetometer<br />
(Two-axis fluxgate)</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td><sup>2</sup></td>
<td></td>
<td></td>
<td></td>
<td>Low</td>
<td>Moderate<sup>9</sup><br />
($1,100 to $6,300)</td>
</tr>
<tr class="odd">
<td>Magnetic<br />
(Induction or search coil)</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td><sup>2</sup></td>
<td></td>
<td></td>
<td></td>
<td>Low</td>
<td>Low to moderate<sup>9</sup><br />
($385 to $2,000)</td>
</tr>
<tr class="even">
<td>Microwave radar</td>
<td colspan="2"></td>
<td colspan="2"><sup>4</sup></td>
<td></td>
<td><sup>4</sup></td>
<td><sup>4</sup></td>
<td><sup>4</sup></td>
<td>Moderate</td>
<td>Low to moderate<br />
($700 to $3,300)</td>
</tr>
<tr class="odd">
<td>Infrared</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td><sup>5</sup></td>
<td></td>
<td><sup>6</sup></td>
<td><sup>6</sup></td>
<td>Low to moderate</td>
<td>Low to high<br />
(Passive: $700 to $1,200;<br />
Active: $6,500 to 14,000)</td>
</tr>
<tr class="even">
<td>Ultrasonic</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>Low</td>
<td>Low to moderate<br />
(Pulse model: $600 to $1,900)</td>
</tr>
<tr class="odd">
<td>Acoustic array</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td><sup>7</sup></td>
<td>Low to moderate</td>
<td>Moderate<br />
($3,100 to 8,100)</td>
</tr>
<tr class="even">
<td>Video image processor</td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>Low to high<sup>8</sup></td>
<td>Moderate to high<br />
($5,000 to $26,000)</td>
</tr>
</tbody>
</table>

1.  Installation, maintenance, and repair costs must also be included to
    arrive at the true cost of a sensor solution as discussed in the
    text.

2.  Speed can be measured by using two sensors a known distance apart or
    by knowing or assuming the length of the detection zone and the
    vehicle.

3.  With specialized electronics unit containing embedded firmware that
    classifies vehicles.

4.  From microwave radar sensors that transmit the proper waveform and
    have appropriate signal processing.

5.  With multi-detection zone passive or active mode infrared sensors.

6.  With active mode infrared sensor.

7.  Models with appropriate beam forming and signal processing.

8.  Depends on whether higher-bandwidth raw data, lower-bandwidth
    processed data, or video imagery is transmitted to the traffic
    management center.

9.  Includes underground sensor and local receiver electronics. Receiver
    options are available for multiple sensor, multiple lane coverage.

The communication bandwidth is low to moderate if only data and control
commands are transmitted between the sensor, controller, and traffic
management center. The bandwidth is larger if real-time video imagery is
transmitted at 30 frame/s. The requirement for large bandwidth
communications media such as T1 telephone lines, which support
transmission rates of 1.544 X 10^6^ bits/s or baud at a bandwidth of 125
MHz, and fiber can be reduced if compressed imagery (e.g., transmission
rates of 256,000 bit/s at a bandwidth of 20.5 MHz) is suited for the
application. The required transmission rate increases when large numbers
of sensors, roadside information devices such as changeable message
signs and highway advisory radio, signal timing plans, and traveler
information databases are used to implement traffic management
strategies.

The range of purchase costs that are shown for a particular sensor
technology reflects cost differences among specific sensor models and
capabilities. If multiple lanes are to be monitored and a sensor is
capable of only single lane operation, then the sensor cost must be
multiplied by the number of monitored lanes. Direct purchase cost is not
the only cost associated with a sensor. Installation, maintenance, and
repair should also be factored into the sensor selection decision.
Installation costs include fully burdened costs for technicians to
prepare the road surface or subsurface to install the sensor and
mounting structure (if one is required), close traffic lanes where
required, and verify proper functioning of the device after installation
is complete. Maintenance and repair estimates may be obtained from
manufacturers and from other agencies and localities that have deployed
similar sensors. The technologies listed in Table 2 are mature with
respect to traffic management applications, although some may not
provide the data required for a specific application. Some technologies,
such as video image processing, continue to evolve by adding
capabilities that measure additional traffic parameters, track vehicles,
or link data from one camera to those from another.

## Summary

The operation and applications of the following vehicle detection and
surveillance technologies are discussed in the following chapters:

-   Pneumatic road tube;

-   Inductive loop;

-   Piezoelectric cable;

-   Magnetic sensor;

-   Bending Plate Weigh-in-Motion (WIM);

-   Piezoelectric WIM;

-   Load Cell WIM;

-   Capacitance Mat WIM;

-   Video image processor;

-   Microwave radar;

-   Laser radar;

-   Passive infrared;

-   Ultrasonic; and

-   Passive acoustic array.

Inductive loop detectors continue to be widely used to monitor traffic
flow and control signals because of their relatively low cost, maturity,
aesthetics, and policy issues. Some of the overhead technologies, such
as video image processing and multizone microwave and infrared sensors,
can replace several inductive loops. In these applications, the higher
cost of the aboveground technologies can offset the costs associated
with installing and maintaining multiple inductive loops. The mounting
location is critical to the selection and proper operation of a traffic
sensor. Experience by state DOTs has indicated that suitable mounting
locations must be available with the proper elevation and proximity to
the roadway in order for above-the-road sensors to function properly.
Sensors selected for a first time application should be field tested
under actual operating conditions that include variations in traffic
flow rates, day and night lighting, and inclement weather.

# Chapter 4 -- Intrusive Technologies

Intrusive technologies are those requiring the installation of the
sensor directly onto or into the road surface. The pneumatic road tube,
inductive loop, piezoelectric cable, and magnetic sensors are discussed
in the following sections in this chapter. Also discussed are the
piezoelectric, bending plate, load cell, and capacitance mat
weigh-in-motion (WIM) systems.

## Pneumatic Road Tube

### Principles of Operation

Pneumatic road tube sensors send a burst of air pressure along a rubber
tube when a vehicle's tires pass over the tube. The pulse of air
pressure closes an air switch, producing an electrical signal that is
transmitted to a counter or analysis software. The pneumatic road tube
sensor is portable, using lead-acid, gel, or other rechargeable
batteries as a power source.

### Applications and Uses

The road tube is installed perpendicular to the traffic flow direction
and is commonly used for short-term traffic counting, vehicle
classification by axle count and spacing, planning, and research
studies. Some models gather data to calculate vehicle gaps, intersection
stop delay, stop sign delay, saturation flow rate, spot speed as a
function of vehicle class, and travel time when the counter is utilized
in conjunction with a vehicle transmission sensor (JAMAR Technologies).

### Advantages

Advantages of road tube sensors are quick installation for permanent and
temporary recording of data and low power usage. Road tube sensors are
usually low cost and simple to maintain. Also, the sensor manufacturers
to assist with data analysis often supply software packages.

### Disadvantages

Disadvantages include inaccurate axle counting when truck and bus
volumes are high, temperature sensitivity of the air switch, and cut
tubes resulting from vandalism and wear produced by truck tires.

### 

### Installation Configuration

Figure 2 shows some of the road tube configurations utilized on single
and multilane highways to count and classify vehicles. Figure 3 displays
the front panel of the TimeMark Delta IIIb counter to indicate the ease
with which collected data are matched to the tube layout.

![](media/image4.png){width="3.4722222222222223in"
height="4.722916666666666in"}

[]{#__RefHeading___Toc491241616 .anchor}Figure 2. Road tube
configurations for single and multilane highways. (Photograph courtesy
of Time Mark, Inc., Salem OR).

![](media/image5.jpeg){width="5.670138888888889in"
height="3.7083333333333335in"}

[]{#__RefHeading___Toc491241617 .anchor}Figure 3. Front panel display of
TimeMark Delta IIIB counter. (Photograph courtesy of Time Mark, Inc.,
Salem OR).

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: March 22, 2000

Manufacturer name: International Road Sales representative name(s):

Dynamics Inc. (IRD) Rod Klashinsky

Address: 702 43^rd^ St. East, Saskatoon SK, Address:

S7K 3T9 CANADA

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@ird.ca e-mail address: rod.klashinsky@ird.ca

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Model TCC540 Traffic counter Classifier

**FIRMWARE VERSION/CHIP NO.:** V2.6

**SOFTWARE VERSION NO.:** V4.73

**GENERAL DESCRIPTION OF EQUIPMENT:** Portable or permanent battery
operated multi-lane time interval recording counter & classifier that
collects traffic data

**SENSOR TECHNOLOGY AND CONFIGURATION:** Uses road Tube, Inductive
Loops, Piezoelectric sensors, IRD Dynax® Sensor. Most common
configuration is Loop-Piezo-Loop configuration

**SENSOR INSTALLATION:** Portable (On road) Permanent (In road)

**INSTALLATION TIME (Per Lane):** Approximately 4-5 hours in a permanent
Loop-Piezo-Loop configureation. Approximately 15-20 minutes in a
portable application.

**INSTALLATION REQUIREMENTS:** See attached Installation sheet.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 8 lanes
classifying, 16 lanes counting.

**PRODUCT CAPABILITIES/FUNCTIONS:** Collects vehicle traffic data,
including vehicle classification, speed, volume, headway and gap.

**RECOMMENDED APPLICATIONS:** Traffic Planning, Traffic Profile, Safety,
and Audit.

**POWER REQUIREMENTS (watts/amps):** AC Power for 6 volt, 12 amp
rechargeable battery.

**POWER OPTIONS:** Dual battery units, Solar package.

**CLASSIFICATION ALGORITHMS:** See attached specifications.

**TELEMETRY:** RS232 port with baud rates from 300-19,2000.

**COMPUTER REQUIREMENTS:** MSDOS.

**DATA OUTPUT:** IBM PC, Modem, Take-Away-Memory (TAM)

DATA OUTPUT FORMATS:

**SUPPORTING DATA BASE MANAGEMENT SYSTEM**: Trafman®Software

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** Permanent
One lane -- Approx. US \$ 5,000, 4 lanes Approx. US \$ 9,000.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/New Jersey

Canada/Saskatchewan

Canada/Manitoba

Canada/Ontario

Canada/Quebec

Canada/Nova Scotia

Canada/New Brunswick

Canada/Newfoundland.

Brazil

Uruguay

Venezuela

Columbia

India.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: March 22, 2000

Manufacturer name: International Road Sales representative name(s):

Dynamics Rod Klashinsky

Address: 702 43^rd^ Street East, Saskatoon Address:

SK, S7K 3T9 CANADA

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@ird.ca e-mail address: rod.klashinsky@ird.ca

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Model AS4XX Dynax®Treadle Systems

**FIRMWARE VERSION/CHIP NO.:** Not applicable

**SOFTWARE VERSION NO.:** NA

**GENERAL DESCRIPTION OF EQUIPMENT:** Speed independent axle sensing
systems.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Pressure sensitive activation.
Set in frame, using 1,2,3 or four sensors

**SENSOR INSTALLATION:** Frame and Treadle system are permanent, sensor
installation or replacement, less than 20 minutes.

**INSTALLATION TIME (Per Lane):** 4-5 hours for Frame and Treadle
systems; 20 minutes for sensors.

**INSTALLATION REQUIREMENTS:** Contact IRD for information.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One treadle per
lane (from stop and go traffic to 100 miles per hour).

**PRODUCT CAPABILITIES/FUNCTIONS:** Classification of vehicles by number
of axles detected.

**RECOMMENDED APPLICATIONS:** Toll plaza

**POWER REQUIREMENTS (watts/amps):** 12 volts DC (+/-5%)

**POWER OPTIONS:** With voltage regulator between 15 VDC to 28 VDC

**CLASSIFICATION ALGORITHMS:** NA (axle sensor output activation only)

**TELEMETRY:** NA

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:** B-420-4-A Dynax® Interface Circuit Board outputs sensor
activation only.

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Customers own data base

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**
Installation & equipment costs for 1 sensor 8 ft. systems US \$ 6,500.
For 4 sensors 10 foot system -- US\$ 8,500.00

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline}**

USA/California

USA/Colorado

USA/Delaware

USA/Florida

USA/Maine

USA/Michigan

USA/New York

USA/New Jersey

USA/Oklahoma

USA/Texas

USA/Virginia

Canada/Nova Scotia

Canada/New Brunswick

Brazil

Columbia

Uruguay

India.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: March 1, 2000

Manufacturer name: Sales representative name(s):

Traffic Monitoring Technologies Donald Dixon

Address: Address:

6510 Chantilly Drive, 1^st^ Floor 6510 Chantilly Drive, 1^st^ Floor

Sykesville, Maryland 21784-8100 Sykesville, Maryland 21784-8100

Phone number: (410) 549-8779 Phone number: (410) 549-8779

Fax number: (410) 549-5113 Fax number: (410) 549-5113

e-mail address: tmt@erols.com e-mail address: tmt@erols.com

URL address: trafficmonitoring.com URL address: trafficmonitoring.com

**PRODUCT NAME/MODEL NUMBER:** The Blocker

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** A cover and protector for
low-profile or mini road tube and the lead-in cable for electronic
sensors. It incorporates a tough and durable polymer that is flexible
enough to contour the road yet strong enough to prevent vehicles from
compressing it. Used to get multi-lane volume/speed/class counts and WIM
data from interior lanes.

**SENSOR TECHNOLOGY AND CONFIGURATION:**

**SENSOR INSTALLATION:** The Blocker is placed over the road tube
leading cable and taped to the road to prevent movement.

**INSTALLATION TIME (Per Lane):** 2-5 minutes

**INSTALLATION REQUIREMENTS:** Road tape, dry conditions

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** The Blocker comes
in 6 feet lengths, can be placed end-to-end to cover unlimited number of
lanes.

**PRODUCT CAPABILITIES/FUNCTIONS:** Prevents vehicles from predicting in
road tube and protects lead-in cables of electronic sensors so counts
and WIM data can be collected from interior lanes.

**RECOMMENDED APPLICATIONS:** Where multiple lanes of data are needed
and the road tube or sensor must cross lanes with vehicular traffic.
Also used to block out turn lanes for intersection studies.

**POWER REQUIREMENTS (watts/amps):** None

**POWER OPTIONS:** None

######### CLASSIFICATION ALGORITHMS: N/A

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** N/A

**DATA OUTPUT:** N/A

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** \$138 per
lane, the Blocker is portable and can be used again and again over
several applications

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/PETCORP (Maryland) John Reed (410) 381-1995

USA/STS (Florida) Mark Knowles (800) 786-3374

USA/The Traffic Group Anthony Zuckert (410) 931-6600

USA/Traffic Data Services Ryan (800) 837-2562

######### 

######### MANUFACTURER AND VENDOR INFORMATION

Effective Date: 2/22/2000

Manufacturer name: Sales representative name(s):

TimeMark Inc. Mike Bonser, Kerry Penn, Tim Miner

Address: P.O. Box 12947 Address: Address:

Salem, OR 97309-0947

Phone number: (503) 363-2012 Phone number:

Fax number: (503) 363-1716 Fax number:

e-mail address: sales@timemarkinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Delta 111B & Delta 111L

**FIRMWARE VERSION/CHIP NO.:** 1.02

**SOFTWARE VERSION NO.:** 3.2.7

**GENERAL DESCRIPTION OF EQUIPMENT:** 4 tube counter, classifier

**SENSOR TECHNOLOGY AND CONFIGURATION:** Road tube

**SENSOR INSTALLATION:** Road tube hardware

**INSTALLATION TIME (Per Lane):** 5 min.

**INSTALLATION REQUIREMENTS:**

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Four

**PRODUCT CAPABILITIES/FUNCTIONS:** Bi-directional volume, speed, axle
classification, gap -- all with one setting of counter under 5,000 ADT
-- volume counts on 4 lanes of traffic simultaneously

**RECOMMENDED APPLICATIONS:** 2 lane -- same way or bi-directional 5,000
A.D.T. and above. 4 lane roadways for volume

POWER REQUIREMENTS (watts/amps):

**POWER OPTIONS:** 60 day rechargable gel cell battery

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:** If needed

**COMPUTER REQUIREMENTS:** 486 or better -- Win 95, 98, NT

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:** Comma delimited, strecter, TAS plus, GK and
others as needed

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**
\$1,950.00

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT TIMEMARK INC. FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/22/2000

Manufacturer name: Sales representative name(s):

TimeMark Inc. Mike Bonser, Kerry Penn, Tim Miner

Address: P.O. Box 12947 Address: same

Salem, OR 97309-0947

Phone number: (503) 363-2012 Phone number:

Fax number: (503) 363-1716 Fax number:

e-mail address: sales@timemarkinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Gamma

**FIRMWARE VERSION/CHIP NO.:** 1.02

**SOFTWARE VERSION NO.:** 3.2.7

**GENERAL DESCRIPTION OF EQUIPMENT:** Two tube counter/classifier

**SENSOR TECHNOLOGY AND CONFIGURATION:** Road tube

**SENSOR INSTALLATION:** Road tube hardware

**INSTALLATION TIME (Per Lane):** 5 minutes

**INSTALLATION REQUIREMENTS:**

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Bi - Directional volume, speed, axle
classification, gap -- all with one setting of counter under 5,000 ADT

**RECOMMENDED APPLICATIONS:** 2 lane -- same way or bi-directional
roadways

**POWER REQUIREMENTS (watts/amps):**

**POWER OPTIONS:** 90 day rechargeable gel cell battery

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:** 486 or better -- Win 95, 98, NT

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:** Comma delimited, strecter, TAS plus, GK and
others as needed

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**
\$1,650.00

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT TIMEMARK INC. FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/22/2000

Manufacturer name: Sales representative name(s):

TimeMark Inc. Mike Bonser, Kerry Penn, Tim Miner

Address: P.O. Box 12947 Address: same

Salem, OR 97309-0947

Phone number: (503) 363-2012 Phone number:

Fax number: (503) 363-1716 Fax number:

e-mail address: sales@timemarkinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Beta

**FIRMWARE VERSION/CHIP NO.:** 1.02

**SOFTWARE VERSION NO.:** 3.2.7

**GENERAL DESCRIPTION OF EQUIPMENT:** Traffic counter volume only road
tube

**SENSOR TECHNOLOGY AND CONFIGURATION:** Road tube

**SENSOR INSTALLATION:** Road tube hardware

**INSTALLATION TIME (Per Lane):** 5 minutes

**INSTALLATION REQUIREMENTS:**

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Bi - Directional volume count

**RECOMMENDED APPLICATIONS:** Roadway

**POWER REQUIREMENTS (watts/amps):**

**POWER OPTIONS:** Rechargeable GSL cell battery

CLASSIFICATION ALGORITHMS:

**TELEMETRY:** If needed

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:** Comma delimited, strecter, TAS plus, GK and
others as needed

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**
\$1,550.00

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT TIMEMARK INC. FOR CURRENT LIST OF REFERENCES.

## Inductive Loop Detectors

The inductive loop detector (ILD) is the most common sensor used in
traffic management applications. Its size and shape vary, including the
5-ft by 5-ft or 6-ft by 6-ft square loops, 6-ft diameter round loops,
and rectangular configurations having a 6-ft width and variable length
(Gordon, et. al., 1996). Figure 4 shows the principal components of an
inductive loop detector: one or more turns of insulated wire buried in a
shallow saw-cut in the roadway, a lead-in cable that runs from a
roadside pull box to the controller cabinet, and an electronics unit
located in the controller cabinet.

### Principles of Operation

The wire loop is excited with signals whose frequencies range from 10
KHz to 50 KHz and functions as an inductive element in conjunction with
the electronics unit. When a vehicle stops on or passes over the loop,
the inductance of the loop is decreased. The decreased inductance
increases the oscillation frequency and causes the electronics unit to
send a pulse to the controller, indicating the presence or passage of a
vehicle.

### Applications and Uses

The data supplied by conventional inductive loop detectors are vehicle
passage, presence, count, and occupancy. Although loops cannot directly
measure speed, speed can be determined using a two-loop speed trap or a
single loop detector and an algorithm whose inputs are loop length,
average vehicle length, time over the detector, and number of vehicles
counted. Vehicle classification is supported by newer versions of the
inductive loop containing electronics units that excite the wire loop at
the higher frequencies that identify specific metal portions on the
vehicle.

### Advantages

The operation of inductive loop sensors is well understood and their
application for providing basic traffic parameters (volume, presence,
occupancy, speed, headway, and gap) represents a mature technology. As
was the case with the pneumatic road tube, the equipment cost of
inductive loop sensors is low when compared to non-intrusive sensor
technologies. Another advantage of inductive loop sensors is their
ability to satisfy a large variety of applications due to their flexible
design.

### Disadvantages

The drawbacks to the use of inductive loop sensors include disruption of
traffic for installation and repair and failures associated with
installations in poor road surfaces and use of substandard installation
procedures. In many instances multiple detectors are usually required to
instrument a location. In addition, resurfacing of roadways and utility
repair can also create the need to reinstall these types of sensors.
Also, wire loops are subject to stresses of traffic and temperature.

![](media/image6.wmf){width="5.254861111111111in"
height="4.884027777777778in"}

[]{#__RefHeading___Toc491241618 .anchor}Figure 4. Principal components
of an inductive loop detector.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date:

Manufacturer name: Sales representative name(s):

Never Fail Loop Systems. Roland Smits

Address: 285 N. Hancock Address: same

Portland, OR 97227

Phone number: (503) 288-8871 Phone number

Fax number: (503) 288-0274 Fax number:

e-mail address: info@neverfail.com e-mail address: roland@neverfails.com

URL address: www.neverfail.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Never-Fail

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Preformed Traffic Detection Loops

**SENSOR TECHNOLOGY AND CONFIGURATION:** Inductive Loops

**SENSOR INSTALLATION:** In-ground

**INSTALLATION TIME (Per Lane):** New pavement aps 10 minutes, existing
pavement approximately 1 hour

**INSTALLATION REQUIREMENTS:**

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** No maximum

**PRODUCT CAPABILITIES/FUNCTIONS:** Traffic control, preemption, volume
count, speed count, intersection control, traffic jam detection

**RECOMMENDED APPLICATIONS:** Intersections, freeways

**POWER REQUIREMENTS (watts/amps):** N/A

**POWER OPTIONS:** N/A

**CLASSIFICATION ALGORITHMS:** N/A

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** N/A

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT NEVERFAIL LOOP SYSTEMS FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 3/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Bill Ippolito & Rob Gaines

Address: 1500 N. Washington Blvd. Address:

Sarasota, FL 34236

Phone number: (941) 951-0221 Phone number: (301) 733-2125

Fax number: (941) 365-0837 Fax number: (301) 745-3558

e-mail address: rgaines@peektrafficinc.com e-mail address:
bippolito@peektrafficinc.com

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** IDRIS/ADR 6000/Prism

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Smart loop system. Roadside
mounted rack. Loop based classifier.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Loops, dependent on application

SENSOR INSTALLATION:

**INSTALLATION TIME (Per Lane):** 4 hours

**INSTALLATION REQUIREMENTS:**

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Eight

**PRODUCT CAPABILITIES/FUNCTIONS:** Classification, axle count, vehicle
count, lane designation, enforcement trigger

**RECOMMENDED APPLICATIONS:** Manual toll lanes, express toll lanes, DOT
classification in congestion

**POWER REQUIREMENTS (watts/amps):** Less than .1 amp

**POWER OPTIONS:** Currently A/C

**CLASSIFICATION ALGORITHMS:** IDRIS; vehicle by vehicle for toll booths

**TELEMETRY:** Yes

**COMPUTER REQUIREMENTS:** Data analysis done in outstation

**DATA OUTPUT:** Based on application

######### DATA OUTPUT FORMATS: 

SUPPORTING DATA BASE MANAGEMENT SYSTEM:

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 6/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 224 GP7 (New Product!)

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 2 channel inductive loop detector.
For TS-1 and TS-2

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Plug in module, plugs into card rack

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in-ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 10 to 30 VDC

POWER OPTIONS:

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 6/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 224T GP7 (New Product!)

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 4 channel inductive loop detector.
With extend and delay timers. For TS-1 and TS-2

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Plug in module, plugs into card rack

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Four

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 10 -- 30 VDC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 6/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 222TGP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Two channel inductive loop
detector. With extend and delay timers. For TS-1 and TS-2

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Plug in module, plugs into card rack

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 10 -- 30 VDC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 6/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 222 GP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 2 channel inductive loop detector.
For TS-1 and TS-2

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Plug in module, plugs into card rack

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 10 -- 30 VDC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/28/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 224 GP5

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 4 channel inductive loop detector.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Plug in module, plugs into card rack

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Four

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 10.8 to 28.8 VDC 80mA maximum

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/California Bob McMillan (916) 654-4385

USA/New York Mike Naumiec (518) 783-7746

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/28/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 222GP6

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 2 channel inductive loop detector.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Plug in module, plugs into card rack

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Both intersection and freeway control with
170 & 2070 controllers. Used in traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 10.8 to 28.8 VDC 80mA maximum

**POWER OPTIONS:**

CLASSIFICATION ALGORITHMS:

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/California Bob McMillan (916) 654-4385

USA/New York Mike Naumiec (518) 783-7746

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 8/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 537B.MS GP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 4 channel inductive loop detector
with loop diagnostics

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Shelf mount

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 110 VAC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

TELEMETRY:

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Florida

USA/Illinois

USA/Wisconsin

Canada/Ontario

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 8/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 537T/MS GP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 4 channel inductive loop detector.
With extend and delay timers.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Shelf mount

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 2

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control

**POWER REQUIREMENTS (watts/amps):** 110VAC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 8/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 536B/MS GP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** 2 channel inductive loop detector.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Shelf mount

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 2

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 110 VAC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 8/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 535B/MS GP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:**

1 channel inductive loop detector.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Shelf mount

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control. Used in
traffic signal systems.

**POWER REQUIREMENTS (watts/amps):** 110 VAC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 8/1/00

Manufacturer name: Peek Traffic Inc. Sales representative name(s):

Rob Gaines

Debbie Rupp

Address: 1500 N. Washington Blvd. Address: same

Sarasota, FL 34236

Phone number: (941) 366-8770 Phone number:

Fax number: (941) 365-0837 Fax number:

e-mail address: rgaines@peektrafficinc.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** 535T/MS GP7

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Single channel inductive loop
detector with extend and delay timing.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Monitors the change of
inductance and frequency

**SENSOR INSTALLATION:** Shelf mount

**INSTALLATION TIME (Per Lane):** Minimal

**INSTALLATION REQUIREMENTS:** Must be connected to in ground inductive
loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitors loop coil for inductive
changes. Outputs on passage of vehicle over buried loop of wire.

**RECOMMENDED APPLICATIONS:** Intersection and freeway control

**POWER REQUIREMENTS (watts/amps):** 110 VAC

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT PEEK TRAFFIC FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Truvelo Manufacturers (Pty) Ltd. James E. Kelly

AVIAR inc

Address: P.O. Box 14183 Address: P.O. Box 162184

Lyttelton 0140 Austin, TX 78716

South Africa

Phone number: 011-27-11-314-1405 Phone number: (512) 295-5285

Fax number: 011-27-11-314-1409 Fax number: (512) 295-2603

e-mail address: rudi@truvelo.co.za e-mail address: aviar@aviarinc.com

URL address: www.truvelo.co.za URL address: www.aviarinc.com

**PRODUCT NAME/MODEL NUMBER:** Vehicle Classifier/Data Logger (TCL-300)

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Electronic unit to store data
(TCL-300) and inductive loop for data gathering

**SENSOR TECHNOLOGY AND CONFIGURATION:** 2 inductive loops/lane up to 4
lanes

SENSOR INSTALLATION: Temporary installation on surface of pavement or
permanent installation in pavement surface

**INSTALLATION TIME (Per Lane):** Temp: 15 min

Perm: 2 hr/lane

**INSTALLATION REQUIREMENTS:** N/A

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 4 lanes

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle number, date, time,
direction, vehicle class, length, headway, data of 20,000 individual
vehicles.

**RECOMMENDED APPLICATIONS:** Vehicle classification, vehicle following
distances, queuing and lane occupancy.

**POWER REQUIREMENTS (watts/amps):** 6 volt internal battery
(rechargeable from 12 volt battery, commercial power, or solar energy)

**POWER OPTIONS:** See above

**CLASSIFICATION ALGORITHMS:** Vehicle pattern recognition's in light,
medium, heavy or light, rigid trucks and buses, trucks and trailers,
tractor and semitrailer, multitrailer heavy vehicles

**TELEMETRY:** RS232 serial port and modem

**COMPUTER REQUIREMENTS:** Compatible PC

**DATA OUTPUT:** See Product Capabilities

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

Temporary Permanent

1 lane 4 lane 1 lane 4 lane

Equipment \$4,000 \$4,000 \$4,700 \$4.700

Installation costs \$500 \$1.500 \$1,000 \$2,500

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Michigan Jim Kramer (517) 322-1736

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/24/00

Manufacturer name: 3M Sales representative name(s):

Intelligent Transportation Systems D. Henderson/Sales Mgr.

Address: 3M Center, Bldg 225-4N-14 Address: 3M ITS

St. Paul, MN 55144-1000 same

Phone number: (800) 328-7098 Phone number:

Fax number: Fax number:

e-mail address: e-mail address:

URL address: www.mmm.com/ITS URL address:

**PRODUCT NAME/MODEL NUMBER:** Canoga Vehicle Detection System C800
Series Digital Loop Detector

**FIRMWARE VERSION/CHIP NO.:** Various

**SOFTWARE VERSION NO.:** Various

**GENERAL DESCRIPTION OF EQUIPMENT:** Two and four channel digital loop
detectors with delay and extension timing, vehicle counting, speed
measurement

**SENSOR TECHNOLOGY AND CONFIGURATION:** Wire-loop and 3M Canoga
Microloops and non-invasive microloop

**SENSOR INSTALLATION:** In road surface for wire loops and microloops
beneath road for non-invasive microloops

**INSTALLATION TIME (Per Lane):** Various

**INSTALLATION REQUIREMENTS:** Directional boring for non-invasive
microloops

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Unlimited

**PRODUCT CAPABILITIES/FUNCTIONS:** Various

**RECOMMENDED APPLICATIONS:** All presence and passage applications

**POWER REQUIREMENTS (watts/amps):** 24 VDC \< 30 watts

**POWER OPTIONS:** None

**CLASSIFICATION ALGORITHMS:** Length and speed

**TELEMETRY:** RS 232 and RS 485 port available

**COMPUTER REQUIREMENTS:** OS req: windows 95/98 or NT 4.0

**DATA OUTPUT:** N/A

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** Various

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT 3M FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: Fall 2000

Manufacturer name: Computer Expertise Sales representative name(s):

Corporation Gerald Gerlach

Address: P. O. Box 1899 Address: Same

Windham, ME 04062

Phone number: (207) 892-0740 Phone number:

Fax number: (207) 892-0740 Fax number:

e-mail address:cecorp@computerexpertise.com e-mail address:

URL address: computerexpertise.com URL address:

**PRODUCT NAME/MODEL NUMBER:** CE2002

**FIRMWARE VERSION/CHIP NO.:** 2.3

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Controller board that counts
axles, and classifies vehicles. Uses light bars, treadles, loops and
infrared detectors as inputs.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Pair of light bars, treadle(s),
loop(s)

**SENSOR INSTALLATION:** By others

**INSTALLATION TIME (Per Lane):** One day

**INSTALLATION REQUIREMENTS:** By others

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:** Controller counts axles, with
optional sensors; detects trailer hitch, axles, height and separation

**RECOMMENDED APPLICATIONS:** Toll lanes requiring classification

**POWER REQUIREMENTS (watts/amps):** 2 amps

**POWER OPTIONS:** 120

**CLASSIFICATION ALGORITHMS:** Axles + height + trailer hitch = class

**TELEMETRY:** None

**COMPUTER REQUIREMENTS:** Controller interfaces either serial or DO

**DATA OUTPUT:** Serial messages

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** By others

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**
Controller requires A/C plus serial connection to lane and sensor
hookups

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Maine Neil Libby (207) 871-7771

## 

## Piezoelectric Sensors

A piezoelectric is a specially processed material capable of converting
kinetic energy to electrical energy. Some polymer materials exhibit
these properties to a high degree and it is these types of materials
that are ideal to use in the construction of piezoelectric sensors.

Construction of the piezoelectric sensor is coaxial with a metal,
braided core element, followed by the piezoelectric material and a metal
outer layer. During the manufacturing process, subjecting it to an
intense electrical field radially polarizes piezoelectric material. This
electrical field is applied in a corona field on the non-jacketed cable.
The polarization field changes the amorphous polymer into a
semi-crystalline form, while retaining many of the flexible properties
of the original polymer (Halvorsen, 1999).

### Principles of Operation

Piezoelectric materials generate a voltage when subjected to mechanical
impact or vibration. Electrical charges of opposite polarity appear at
the parallel faces and induce a voltage. The measured voltage is
proportional to the force or weight of the vehicle. The magnitude of the
piezoelectric effect depends upon the direction of the force in relation
to the axes of the crystal. Since the piezoelectric effect is dynamic,
i.e., charge is generated only when the forces are changing, the initial
charge will decay if the force remains constant (Castle Rock
Consultants, 1988)

Another type of piezoelectric sensor is Vibracoax cable, manufactured by
Thermocoax. It utilizes a mineral-based powder as the piezoelectric
material that forms the dielectric between the copper wire at the center
of the coaxial cable and the solid copper tube that serves as the outer
conductor. During manufacture, the temperature of the cable is increased
to 400^o^C and a voltage is applied between the inner and outer
conductors to polarize the powder by orienting the electrical charges on
the molecules of powder. The voltage is maintained as the cable is
cooled, thus stabilizing the polarized field. The cable can be supplied
expoxied into an aluminum channel to ensure that it is installed without
kinks as shown in Figure 5.

### Applications and Uses

Piezoelectric sensors are utilized to classify vehicles by axle count
and spacing and to measure vehicle weight and speed (the latter when
multiple sensors are deployed). They are frequently used as part of
weigh-in-motion systems. Class I piezoelectric sensors detect and weigh
axles, while Class II sensors only detect the axle. There is typically a
price advantage of buying Class II sensors for non-WIM applications,
although the total installed cost is only fractionally more than that of
a Class II sensor, for sensors of the same length (Halvorsen, 1999).

![](media/image7.wmf){width="5.986111111111111in"
height="2.1666666666666665in"}

[]{#__RefHeading___Toc491241619 .anchor}Figure 5. Vibracoax
piezoelectric sensor mounted in aluminum channel as installed in a
roadbed. (Drawing courtesy of IRD, Inc., Saskatoon, SK).

Vibracoax is recommended for weigh-in-motion, vehicle classification by
axle count and spacing, gross vehicle and load measurement, speed
measurement, and counting applications. Foam rubber is placed along the
vertical sides of the sawcut when Vibracoax cable is utilized in
weigh-in-motion systems manufactured by ECM, Inc. This technique
enhances the vertical pressure measurement and reduces side stresses.
This configuration is particularly useful for installations in concrete
slabs that may contain cracks that would otherwise transfer horizontal
forces to the cable sensor. The sawcut and cable are sealed with fillers
that match the mechanical properties of the road surface to produce a
slightly domed surface.

Other examples of piezoelectric sensors include the Roadtrax BL and the
BLC sensors. The Roadtrax piezoelectric sensor is manufactured with and
without an aluminum channel for permanent or temporary installation in
the roadbed (Roadtrax, 1995-1996). It supports Class I and Class II
operations.

The BL (Brass Linguini^®^) model is installed directly into the roadbed
in a slot 0.75-in (19-mm) wide by 0.75-in (19-mm) deep (typical).
Polyurethane, epoxy, and acrylic grouts are available for sealing the
slot.

When the BLC aluminum channel model is installed, as depicted in Figure
6, the same epoxy is used inside the channel to encapsulate the sensor
and for installation in the road. This eliminates

or greatly reduces temperature coefficient effects.

![](media/image8.wmf){width="5.875in" height="2.3055555555555554in"}

Figure 6. Roadtrax piezoelectric BLC sensor mounted in aluminum channel
as installed in a roadbed (Roadtrax, 1995-1996).

### Bonding Materials

A study by Fowler (Fowler, 1996) of current state practices for bonding
piezoelectric sensors to pavement revealed that the bond between the
piezoelectric sensor and the pavement was lost where rutting occurred.
Several laboratory tests performed on the bonding material were found
more relevant than others in predicting field performance of bonding
agents. The most beneficial tests are listed in Table 3. Although all of
these characteristics were critical, some were more indicative of
desired material behavior as indicated by their rank.

Table 3.

Recommended tests for determining bonding ability of agents used with\
piezoelectric sensors

+----------------------+-------------------------------+---------------+
| ### Recommended Test | **Required Result**           | **Importance  |
|                      |                               | Rank^a^**     |
+----------------------+-------------------------------+---------------+
| Compressive          | Approx. 7 MPa                 | 1             |
| strength\            |                               |               |
| (ASTM C 116-90)      |                               |               |
+----------------------+-------------------------------+---------------+
| Storage modulus (G') | 14 to 70 Mpa at 25^o^C,\      | 2             |
| component of the     | decreases with increasing     |               |
| complex shear        | temperature                   |               |
| modulus\             |                               |               |
| (AASHTO TP5)         |                               |               |
+----------------------+-------------------------------+---------------+
| Gel time (ASTM C881) | 5 to 15 min                   | 3             |
+----------------------+-------------------------------+---------------+
| Shrinkage (DuPont    | 1.0% expansion to 0.5%        | 1             |
| method)              | shrinkage                     |               |
+----------------------+-------------------------------+---------------+
| Vicat set time\      | Approx. 30 min                | 3             |
| (ASTM C 191-192)     |                               |               |
+----------------------+-------------------------------+---------------+
| Viscosity            | 20 to 40 Pa-s                 | 1             |
| (optional)\          |                               |               |
| ASTM D 2393)         |                               |               |
+----------------------+-------------------------------+---------------+
| Flexural bond        | Approx. 700 kPa to asphalt,\  | 2             |
| strength\            | Approx. 2100 kPA to           |               |
| (ASTM C 78-84)       | concrete,\                    |               |
|                      | at least 50% of failures in   |               |
|                      | paving material\              |               |
|                      | and away from the bond        |               |
+----------------------+-------------------------------+---------------+
| Filed trial (ease of | Acceptance by installation    | 3             |
| use)                 | crew                          |               |
+----------------------+-------------------------------+---------------+

> ^a^3 most important, 1 least important.

### Advantages

Piezoelectric sensors offer the unique advantage of being able to gather
information on the tire passing over the sensor, rather than on the
passing of a vehicle. Piezoelectric sensors detect the passing of the
tire over the sensor, thus creating an analogue signal that is
proportional to the pressure exerted on the sensor. This unique ability
of piezoelectric sensors allows them to differentiate individual
vehicles with extreme precision. In addition, on an installed cost
basis, they are only marginally more expensive than an inductive loop,
but provide significantly more information in the form of improved speed
information, the ability to determine the classification of the vehicle,
and the capability to determine and monitor the weights of vehicles for
WIM systems.

### Disadvantages

The drawbacks to the use of piezoelectric sensors are similar to those
of inductive loop sensors in that they include disruption of traffic for
installation and repair and failures associated with installations in
poor road surfaces and use of substandard installation procedures. In
many instances multiple detectors are usually required to instrument a
location. In addition, resurfacing of roadways and utility repair can
also create the need to reinstall these types of sensors. Also,
piezoelectric sensors have been known to be sensitive to pavement
temperature and vehicle speed.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 29 March 2000

Manufacturer name: Sales representative name(s):

Diamond Traffic. Guy Gibson Sr., Vice President

Address: Address:

P.O. Box 1455 P.O. Box 1455

Oakridge, OR 97463 Oakridge, OR 97463

Phone number: (541) 782-3903 Phone number:

Fax number: (541) 782-2053 Fax number:

e-mail address: Diamondtrf@aol.com e-mail address: Diamondtrf@aol.com

URL address: www.diamondtraffic.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Phoenix Vehicle Classifier

**FIRMWARE VERSION/CHIP NO.:** 2.39

**SOFTWARE VERSION NO.:** Trafman 469

**GENERAL DESCRIPTION OF EQUIPMENT:** Time interval vehicle classifier
and counter utilizing loops, piezo, road tube, fiber optic, and radar

**SENSOR TECHNOLOGY AND CONFIGURATION:** Loops, piezo, road tube, fiber
optic, radar

**SENSOR INSTALLATION:**

**INSTALLATION TIME (Per Lane):** Sensors cut into pavement can require
6-10 hours

**INSTALLATION REQUIREMENTS:**.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 16 using loops for
count or 8 using loops and piezo for classification

**PRODUCT CAPABILITIES/FUNCTIONS:** Count, classify, vehicles, incident
detection and notification.

**RECOMMENDED APPLICATIONS:** 2 lane to multilane freeways for count and
classification

**POWER REQUIREMENTS (watts/amps):** Range form 50 milliamps to 100
milliamps

**POWER OPTIONS:** 110 VAC, battery, or solar

**CLASSIFICATION ALGORITHMS:** FHWA 13, European

**TELEMETRY:** 300 to 19200. Optional 14.4K low power drew modem

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:** 28 print formats, spreadsheets

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Mix of windows and DOS
software, NT compatible

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

One lane \$1100 to \$1500

Four lanes \$1400 to \$2000

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Idaho Brian Hagen (208) 334-8250

USA/Nevada Cecil Crandel (775) 888-7155

USA/Washington John Rosen (360) 753-6100

USA/Colorado Steve Plasten (303) 757-9467

USA/Nebraska Terry Guy (402) 479-4509

USA/Connecticut Erick Glover (860) 594-2088

USA/Wyoming (307) 777-4433

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Truvelo Manufacturers (Pty) Ltd. James E. Kelly

AVIAR inc

Address: P.O. Box 14183 Address: P.O. Box 162184

Lyttelton 0140 Austin, TX 78716

South Africa

Phone number: 011-27-11-314-1405 Phone number: (512) 295-5285

Fax number: 011-27-11-314-1409 Fax number: (512) 295-2603

e-mail address: rudi@truvelo.co.za e-mail address: aviar@aviarinc.com

URL address: www.truvelo.co.za URL address: www.aviarinc.com

**PRODUCT NAME/MODEL NUMBER:** The Combi Speed/red Light Camera System

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Automatic speed and/or traffic
light violation recording system for portable and/or permanent
installation in one compact unit.

Evidence of violation is shown on photograph.

**SENSOR TECHNOLOGY AND CONFIGURATION:** 3 or 4 piezo sensors for speed
or 2 inductive loops/lane for presence at signalized intersection.

**SENSOR INSTALLATION:** Either surface mounted or cut into roadway
surface

**INSTALLATION TIME (Per Lane):** Portable installation: 60 min. for 3
lanes

Permanent installation: 2 days

**INSTALLATION REQUIREMENTS:** N/A

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 3 lanes

**PRODUCT CAPABILITIES/FUNCTIONS:** Monitor traffic for speed violations
or red light violations.

**RECOMMENDED APPLICATIONS:** Speed and red light enforcement

**POWER REQUIREMENTS (watts/amps):**

Portable: 12 volts D.C.

Permanent: Either 12 volts D.C. or 220-240 volts single phase A.C.

**POWER OPTIONS:** Either 12 volt battery or commercial source

**CLASSIFICATION ALGORITHMS:** N/A

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** Internal microprocessors

**DATA OUTPUT:** Photo evidence plus location code, time, date, speed,
photo counter, traffic counter, statistical data (lowest/highest speed,
average speed, 85 percentile speed, vehicle speed distribution)

**DATA OUTPUT FORMATS:** On photo or on instrument display

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

Contact Truvelo for cost information.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Florida Chief Tony Sparks (941) 534-5034

Bartow Police Dept.

USA/Texas Walter Ragsdale (972) 238-4273

City of Richardson

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: February 2000

Manufacturer name: Sales representative name(s):

Jamar Technologies James E. Martin

Address: 151 Keith Valley Road Address: same

Horsham, PA 19044

Phone number: (215) 491-4899 Phone number: same

Fax number: (215) 491-4889 Fax number:

e-mail address: sales@jamartech.com e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** TRAXPRO

**FIRMWARE VERSION/CHIP NO.:** TRAX Type III

**SOFTWARE VERSION NO.:** TRAXPRO Version 1.1

**GENERAL DESCRIPTION OF EQUIPMENT:** Counter Classifier designed to
record traffic in multiple lanes and save the data in a format that can
be processed by the TRAXPRO program to give the user reports that
include volumes, classification, speeds, gaps, and headways.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Piezo and loop technology in
most of the standard configurations

**SENSOR INSTALLATION:** Embedded in the road surface. Portable sensors
due on the market in later 2000

**INSTALLATION TIME (Per Lane):** For permanent sites approximately 2
hours per lane, depending on configuration

**INSTALLATION REQUIREMENTS:** Good road surface with little or no
rutting and no paving fractures

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Eight

**PRODUCT CAPABILITIES/FUNCTIONS:** Volume, speed, classifications, gaps
and headways.

**RECOMMENDED APPLICATIONS:** Any permanent or semi-permanent site

**POWER REQUIREMENTS (watts/amps):** 15 MA battery powered, solar option
available. A/C power optional

**POWER OPTIONS:** See above

**CLASSIFICATION ALGORITHMS:** FHWA and custom ones per your needs

**TELEMETRY:** Availability late 2000

**COMPUTER REQUIREMENTS:** Pentium

**DATA OUTPUT:** ASCII & Binary

**DATA OUTPUT FORMATS:** Standard

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Processed data files may be
exported to Excel, Quattro-Pro, Lotus programs

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

One- lane -- approximately \$4,000.00 and four - lane -- approximately
\$6,000.00

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Vermont Dave Gosselin (802) 828-2694

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date:March 22, 2000

Manufacturer name: International Road Sales representative name(s): Rod
Klashinsky

Dynamics, Inc.

Address: 702 43^rd^ Street East Address:

Saskatoon SK, S7K 3T9 Canada

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@irdinc.com e-mail address:

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** IRD Truck Advisory Safety Systems

**FIRMWARE VERSION/CHIP NO.:** NA

**SOFTWARE VERSION NO.:** NA

**GENERAL DESCRIPTION OF EQUIPMENT:** The IRD Truck Advisory Safety
Systems determine truck speed, weight, height and classification (based
on axle configuration). Using this information the systems are capable
of displaying messages on a roadwide sign to instruct drivers to slow
down prior to a sharp turn in the road or to proceed at a recommended
speed prior to a steep decline in the road.

**SENSOR TECHNOLOGY AND CONFIGURATION:** The system typically uses an
inductive loop-Class I piezo sensor- Class I piezo sensor-loop
configuration.

**SENSOR INSTALLATION:** Sensors are saw-cut and grouted into the
roadway. Sensor leads are run through conduit to a roadside cabinet.

**INSTALLATION TIME (Per Lane):** Depending on the application,
installation of the in-road sensors, signs and associated electronics
may take from 2-weeks to a month.

**INSTALLATION REQUIREMENTS:** Please see attached product information
for details.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Typically only a
single lane of in-road equipment is required for the IRD Safety Systems.

**PRODUCT CAPABILITIES/FUNCTIONS:** Truck Rollover Advisory, Downhill
Truck Speed Advisory, and Runaway Truck Traffic signal control.

**RECOMMENDED APPLICATIONS:** Truck Rollover Advisory, downhill Truck
Speed Advisory, and runaway Truck Traffic Signal control.

**POWER REQUIREMENTS (watts/amps):** 2.5 Amps/35 Watts (For the WIM
electronics)

**POWER OPTIONS:** 100-240 VAC, 50-60 Hz. (For the WIM electronics).

**CLASSIFICATION ALGORITHMS:** Vehicles can be classified based on axle
weights, axle spacings, axle groupings and GVW.

**TELEMETRY:** Terminal software and standard telephone line with modem
are required.

**COMPUTER REQUIREMENTS:** Pentium II or better, 400 MHz min., 32 Mb RAM
min., Expansion slots 1 ISA, 3 PCI, 1 ISA/PCI.

**DATA OUTPUT:** Individual vehicle and vehicle summary data are stored
on the WIM computer which can be retrieved through a modem. Individual
vehicle data can also be sent to an RS 232 port on the WIM in real-time.

**DATA OUTPUT FORMATS:** The vehicle information is stored on disk files
in a compressed format developed by IRD. Software is available to
convert the data to CSV (Comma, Sparated Value) file. Several industry
standard formats are available for the WIM vehicle data transmitted
through the RS 232 port.

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Report generation software
is available from IRD that reads the compressed vehicle data files
directly. Raw data can also be exported to a file which can be read by
any database system.

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

1-lane: \$ 150,000 US and 4-lane: \$ 300,000 US

**STATES CURRENTLY USING THIS EQUIPMENT: (Use back of page if needed)**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Pennsylvania (PennDot) Jim Garling (717) 787-3656

USA/Colorado (CDOT) Dave Judy (303) 512-5813

## Magnetic Sensors

### Principles of Operation

Magnetic sensors are passive devices that indicate the presence of a
metallic object by detecting the perturbation (known as a magnetic
anomaly) in the Earth's magnetic field created by the object. Figure 7a
shows the magnetic anomaly created by the magnetic dipoles, i.e., energy
fields, on a steel vehicle when it enters the magnetometer's detection
zone (Kell, 1990; Lenz, 1993; and Sampey, 1999). The upper part of
Figure 7b indicates how the vector addition of the dipole magnetic field
to the quiescent Earth's magnetic field produces the magnetic anomaly.
The lower portion of the figure depicts several dipoles on a vehicle and
their effect on compass readings and sensor output.

Figure 8 illustrates the distortion induced in the Earth's magnetic
field as a vehicle enters and passes through the detection zone of a
magnetic sensor. Figure 8a depicts the magnetic field as the vehicle
approaches the sensor. Figure 8b shows the field lines of flux as the
vehicle begins to pass through the sensor's detection zone. Figure 8c
describes the lines of flux when the vehicle is over the sensor.

### Application and Uses

Two types of magnetic field sensors are used for traffic flow parameter
measurement. The first type, the two-axis fluxgate magnetometer, detects
changes in the vertical and horizontal components of the Earth's
magnetic field produced by a ferrous metal vehicle. The two-axis
fluxgate magnetometer contains a primary winding and two secondary
"sense" windings on a bobbin surrounding a high permeability soft
magnetic material core. In response to the magnetic field anomaly, i.e.,
the magnetic signature of a vehicle, the magnetometer's electronics
circuitry measures the output voltage generated by the secondary
windings. The vehicle detection criterion is for the voltage to exceed a
predetermined threshold. In the presence mode of operation, the
detection output is maintained until the vehicle leaves the detection
zone. Examples of sensors based on two-axis fluxgate magnetometers are
shown in Figure 9.

The second type of magnetic field sensor is the magnetic detector, more
properly referred to as an induction or search coil magnetometer. It
detects the vehicle signature by measuring the change in the magnetic
lines of flux caused by the change in field values produced by a moving
ferrous metal vehicle. These devices contain a single coil winding
around a permeable magnetic material rod core. Like the fluxgate
magnetometer, magnetic detectors generate a voltage when a ferromagnetic
object perturbs the Earth's magnetic field. However, most magnetic
detectors cannot detect stopped vehicles, since they require a vehicle
to be moving or otherwise changing its signature characteristics with
respect to time. Examples of sensors that use the induction magnetometer
principle are shown in Figure 10.

### Advantages

The two-axis fluxgate magnetometer is less susceptible than loops to
stresses of traffic. Also some models of the two-axis fluxgate
magnetometer transmit data over wireless RF link.

The induction or search coil magnetometer is also less susceptible than
loops to stresses of traffic. The induction magnetometer can be used
where loops are not feasible (e.g., bridge decks) and some models can be
installed under the roadway without the need for pavement cuts.

### Disadvantages

Installation of magnetic sensors requires pavement cut or tunneling
under the roadway and thus requires lane closure during installation.
Magnetic detectors cannot generally detect stopped vehicles. Also, some
models have small detection zones.

![](media/image9.wmf){width="5.496527777777778in"
height="1.9041666666666666in"}

\(a\) Magnetic anomaly induced in the Earth's magnetic field by a
magnetic dipole

![](media/image10.png){width="3.5in" height="1.9722222222222223in"}

\(b\) Perturbation of Earth's magnetic field by a ferrous metal
vehicle.\
(Drawing courtesy of Nu-Metrics, Vanderbilt, PA).

[]{#__RefHeading___Toc491241620 .anchor}Figure 7. Magnetic anomaly in
the Earth's magnetic field induced by magnetic dipoles in a ferrous
metal vehicle.

![](media/image11.png)

[]{#__RefHeading___Toc491241621 .anchor}Figure 8. Distortion of Earth's
magnetic field created as a vehicle enters and passes through the
detection zone of a magnetic sensor. (Drawing courtesy of Nu-Metrics,
Vanderbilt, PA).

![](media/image12.wmf){width="3.0305555555555554in"
height="2.311111111111111in"}![](media/image13.png){width="2.433333333333333in"
height="1.9715277777777778in"}

SPVD magnetometer system. (Photograph

courtesy of Midian Electronics, Tucson, AZ).

[]{#__RefHeading___Toc491241622 .anchor}Figure 9. Two-axis fluxgate
magnetometer sensors.

![](media/image14.wmf){width="2.3180555555555555in"
height="1.8659722222222221in"}

![](media/image15.wmf){width="2.435416666666667in"
height="1.8465277777777778in"}

[]{#__RefHeading___Toc491241623 .anchor}Figure 10. Induction
magnetometer sensors.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/24/00

Manufacturer name: 3M Sales representative name(s):

Intelligent Transportation Systems D. Henderson/Sales Mgr.

Address: 3M Center, Bldg 225-4N-14 Address: 3M ITS

St. Paul, MN 55144-1000 same

Phone number: (800) 328-7098 Phone number:

Fax number: Fax number:

e-mail address: e-mail address:

URL address: www.mmm.com/ITS URL address:

**PRODUCT NAME/MODEL NUMBER:** Canoga Vehicle Detection System Model 702
Non-invasive micro loop

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** A small cylindrical sensor, a
carrier system to be installed in 3" conduit under the road surface.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Magnetic flux gate

**SENSOR INSTALLATION:** Soil piercing to install conduit

**INSTALLATION TIME (Per Lane):** Various

**INSTALLATION REQUIREMENTS:** Soil piercing to install conduit

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Unlimited

**PRODUCT CAPABILITIES/FUNCTIONS:** Various

**RECOMMENDED APPLICATIONS:** All presence and passage

**POWER REQUIREMENTS (watts/amps):** N/A

**POWER OPTIONS:** N/A

**CLASSIFICATION ALGORITHMS:** N/A

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** N/A

**DATA OUTPUT:** N/A

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** N/A

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT 3M FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date:

Manufacturer name: Sales representative name(s):

Midian Electronics, Inc. Michael Soulliard

Address: Address:

2302 E. 22^nd^ St.

Tucson, AZ 85713

Phone number: (520) 884-7981 Phone number:

Fax number: (520) 884-0422 Fax number:

e-mail address: sales@midelec.com e-mail address:

URL address: www.midelec.com URL address:

**PRODUCT NAME/MODEL NUMBER:** The Road Runner Systems (SPVD-1, SPVDREC)

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Wireless Vehicle Detector

**SENSOR TECHNOLOGY AND CONFIGURATION:** Dual Axis Flux Gate
Magnetometer

**SENSOR INSTALLATION:** Installed in the roadway using 6" core drill
bit approximately 12" in depth.

**INSTALLATION TIME (Per Lane):** 30 minutes per lane and 45 minutes at
the traffic control cabinet.

**INSTALLATION REQUIREMENTS:** See sensor installation above.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One lane per
detector.

**PRODUCT CAPABILITIES/FUNCTIONS:** Detect vehicles for traffic counting
or presence detection.

**RECOMMENDED APPLICATIONS:** Left-turn lane detection, advanced
detection, through lane detection, counting, side street detection.

**POWER REQUIREMENTS (watts/amps):** SPVD-1 12v 15Ah battery

SPVDREC -- 12 V 100 mA

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:** 47 MHz -- Part 90 FCC Rules & Regulations

**COMPUTER REQUIREMENTS:** N/A

**DATA OUTPUT:** Optoisolator Logic low input to controller

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** \$600 per
lane plus receiver cost (varies depending on requirements)

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Washington Brian Martin (206) 440-4447

USA/Florida-SABCO Randy Fortner (321) 784-1100

USA/Conn- Signal Service Wayne Halcombe (860) 289-8033

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/24/00

Manufacturer name: 3M Sales representative name(s):

Intelligent Transportation Systems D. Henderson/Sales Mgr.

Address: 3M Center, Bldg 225-4N-14 Address: 3M ITS

St. Paul, MN 55144-1000 same

Phone number: (800) 328-7098 Phone number:

Fax number: Fax number:

e-mail address: e-mail address:

URL address: www.mmm.com/ITS URL address:

**PRODUCT NAME/MODEL NUMBER:** Canoga Vehicle Detection System Model 701
Microloop

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** A small cylindrical sensor, to
detect passage of vehicle. Installed in bored hole in pavement

**SENSOR TECHNOLOGY AND CONFIGURATION:** Induction magnetometer

**SENSOR INSTALLATION:** Bored hole/saw slot in pavement

**INSTALLATION TIME (Per Lane):** Various

**INSTALLATION REQUIREMENTS:** Same as wire loop

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Unlimited

**PRODUCT CAPABILITIES/FUNCTIONS:** Various

**RECOMMENDED APPLICATIONS:** All presence and passage

**POWER REQUIREMENTS (watts/amps):** N/A

**POWER OPTIONS:** N/A

**CLASSIFICATION ALGORITHMS:** N/A

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** N/A

**DATA OUTPUT:** N/A

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** N/A

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT 3M FOR CURRENT LIST OF REFERENCES.

# 

## Weigh-in-Motion (WIM)

Highway Weigh-in-Motion (WIM) systems are capable of estimating the
gross vehicle weight of a vehicle as well as the portion of this weight
that is carried by each wheel assembly (half-axle with one or more
tires), axle, and axle group on the vehicle (ASTM E1318-94, 1994). WIM
data are used by highway planners and designers, as well as by
enforcement agencies (e.g. Department of Public Safety, etc.).

### Application and Uses

WIM systems increase the capacity of weigh stations and are often
utilized when heavy truck traffic volumes cannot otherwise be
accommodated. WIM systems provide highway planners and designers with
time and date of traffic volume, speed, vehicle classification based on
number and spacing of axles, and the equivalent single axle loading
(ESAL) that heavy vehicles place on pavements and bridges. The heavy
truck axle load data are used by motor vehicle enforcement officers to
plan enforcement activities (McCall & Vodrazka, 2000). Software is
frequently provided by the manufacturers to aid in system calibration
and data analysis. The categories of WIM systems are listed in Table 4
along with the corresponding data each provide (ASTM E1318-94, 1994).
Table 5 gives the functional performance requirements of WIM systems as
defined by ASTM (ASTM E1318-94, 1994). Some states may impose more
strict requirements such as those in Table 6 (McCall & Vodrazka, 2000).

The accuracy of WIM systems is a function of four principal factors:

-   Vehicle dynamics;

-   Pavement integrity, composition, and design;

-   Variance inherent in the WIM system; and

-   Calibration.

Vehicle dynamics are dependent on road surface roughness, type of
vehicle suspension, vehicle dynamic balance, vehicle weight, vehicle
speed, driver maneuvering, etc. Although most agencies attempt to
install WIM systems in good pavement, unexpected deterioration or
structural anomalies sometimes occur. For instance, WIM measurements
worsen when asphalt pavements soften in hot weather and long concrete
sections rock along a central axis when a heavy truck passes over the
end of the section. The inherent variance of the WIM system is a
function of the technology utilized in the system to measure axle
weight.

Table 4.

[]{#__RefHeading___Toc491241981 .anchor}WIM System Categories,
Applications, and Data Items

+--------------------------+----------+----------+----------+---------+
|                          | ######   |          |          |         |
|                          | Category |          |          |         |
+--------------------------+----------+----------+----------+---------+
|                          | **Type   | **Type   | **Type   | **Type  |
|                          | I**      | II**     | III**    | IV**    |
+--------------------------+----------+----------+----------+---------+
| Speed range              | 16 to    | 16 to    | 24 to 80 | 24 to   |
|                          | 113 km/h | 113 km/h | km/h     | 80 km/h |
|                          |          |          |          |         |
|                          | (10 to   | (10 to   | (15 to   | (15 to  |
|                          | 70 mi/h) | 70 mi/h) | 50 mi/h) | 50      |
|                          |          |          |          | mi/h)   |
+--------------------------+----------+----------+----------+---------+
| Application              | Traffic  | Traffic  | Weight   | Weight  |
|                          | data     | data     | enf      | enfo    |
|                          | co       | co       | orcement | rcement |
|                          | llection | llection |          |         |
+--------------------------+----------+----------+----------+---------+
| Number of lanes          | Up to 4  | Up to 4  | Up to 2  | Up to 2 |
+--------------------------+----------+----------+----------+---------+
| Bending plate            |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Piezoelectric            |         |         |          |         |
+--------------------------+----------+----------+----------+---------+
| Load cell                |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Wheel load               |         |          |         |        |
+--------------------------+----------+----------+----------+---------+
| Axle load                |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Axle-group load          |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Gross vehicle weight     |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Speed                    |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Center-to-center axle    |         |         |         |        |
| spacing                  |          |          |          |         |
+--------------------------+----------+----------+----------+---------+
| Vehicle class (via axle  |         |         |          |         |
| configuration)           |          |          |          |         |
+--------------------------+----------+----------+----------+---------+
| Site identification code |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Lane and direction of    |         |         |         |        |
| travel                   |          |          |          |         |
+--------------------------+----------+----------+----------+---------+
| Date and time of passage |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Sequential vehicle       |         |         |         |        |
| record number            |          |          |          |         |
+--------------------------+----------+----------+----------+---------+
| Wheelbase (front-to-rear |         |         |          |         |
| axle)                    |          |          |          |         |
+--------------------------+----------+----------+----------+---------+
| Equivalent single-axle   |         |         |          |         |
| load                     |          |          |          |         |
+--------------------------+----------+----------+----------+---------+
| Violation code           |         |         |         |        |
+--------------------------+----------+----------+----------+---------+
| Acceleration estimate    |          |          |         |        |
+--------------------------+----------+----------+----------+---------+

Table 5.

ASTM performance requirements for WIM systems

+-----------------+-------+-------+--------+-------------+-----------+
|                 | ##### |       |        |             |           |
|                 | # Tol |       |        |             |           |
|                 | eranc |       |        |             |           |
|                 | e for |       |        |             |           |
|                 |  95%  |       |        |             |           |
|                 | Proba |       |        |             |           |
|                 | bilit |       |        |             |           |
|                 | y of  |       |        |             |           |
|                 | Confo |       |        |             |           |
|                 | rmity |       |        |             |           |
+-----------------+-------+-------+--------+-------------+-----------+
| **Function**    | *     | *     | **Type | **Type IV** |           |
|                 | *Type | *Type | III**  |             |           |
|                 | I**   | II**  |        |             |           |
+-----------------+-------+-------+--------+-------------+-----------+
|                 |       |       |        | **Value ≥   | **± lb    |
|                 |       |       |        | lb          | (kg)**    |
|                 |       |       |        | (kg)^a^**   |           |
+-----------------+-------+-------+--------+-------------+-----------+
| Wheel load      | ± 25% |       | ±20%   | 5,000       | 250 (100) |
|                 |       |       |        | (2,300)     |           |
+-----------------+-------+-------+--------+-------------+-----------+
| Axle load       | ±20%  | ±30%  | ±15%   | 12,000      | 500 (200) |
|                 |       |       |        | (5,400)     |           |
+-----------------+-------+-------+--------+-------------+-----------+
| Axle load group | ±25%  | ±20%  | ±10%   | 25,000      | 1,200     |
| load            |       |       |        | (11,300)    | (500)     |
+-----------------+-------+-------+--------+-------------+-----------+
| Gross vehicle   | ±10%  | ±15%  | ±6%    | 60,000      | 2,500     |
| weight          |       |       |        | (27,200)    | (1,100)   |
+-----------------+-------+-------+--------+-------------+-----------+
| Speed           | ±1    |       |        |             |           |
|                 | mi/h  |       |        |             |           |
|                 | (±2   |       |        |             |           |
|                 | km/h) |       |        |             |           |
+-----------------+-------+-------+--------+-------------+-----------+
| Axle spacing    | ±0.5  |       |        |             |           |
|                 | ft    |       |        |             |           |
|                 | (±150 |       |        |             |           |
|                 | mm)   |       |        |             |           |
+-----------------+-------+-------+--------+-------------+-----------+

^a^ Lower values are not usually a concern in enforcement.

*Source*: *Standard Specification for Highway Weigh-in-Motion* (*WIM*)
*Systems with User Requirements and Test Method*, Designation E 1318-94,
2000 Annual Book of ASTM Standards, Vol. 04.03, West Conshohocken, PA:
ASTM.

Table 6.

California Department of Transportation (Caltrans) performance
requirements\
for WIM systems^a^

  ------------------------ ------------------------- --------------------
  **Parameter**            **Mean**                  **Standard
                                                     Deviation**

  Vehicle weight                                     

  Single axle              ±5 %                      8%

  Tandem axle              ±5 %                      6%

  Gross weight             ±5 %                      5%

  Axle spacing             ±150 mm (6 in)            300 mm (12 in)

  Vehicle length           ±300 mm (12 in)           460 mm (18 in)

  Vehicle speed            ±1.6 km/h (1 mi/h)        3.2 km/h (2 mi/h)
  ------------------------ ------------------------- --------------------

> ^a^ *Source*: McCall, W. and W.C. Vodrazka Jr., *States\' Successful
> Practices Weigh-In-Motion Handbook*, Center for Transportation
> Research and Education (CTRE), Iowa State University, Dec. 15, 1997,
> http://www.ctre.iastate.edu/research/wim_pdf/ index.htm.

Table 7 gives typical values for the inherent variance component of the
system accuracy (for a ±1 standard deviation confidence interval) for
piezoelectric, bending plate, and single load cell systems. The table
shows that it is common for WIM systems to be less accurate when
weighing individual axle groups than when measuring gross vehicle
weight. The effect of vehicle speed on total system accuracy is
accounted for later in Table 8. Time out factors are sometimes
programmed into WIM systems to assist in separating the weight of one
vehicle from another.

Table 7.

Inherent variance component of system accuracy ^a^\
(1 standard deviation confidence interval)

+-------------------------+-----------------------+-------------------+
| **WIM System            | ### Axle G            | **GVW^b^\         |
| Technology**            | roup WIM Accuracy (%) | WIM Accuracy      |
|                         |                       | (%)**             |
+-------------------------+-----------------------+-------------------+
| Piezoelectric cable^c^  | 12                    | 10                |
+-------------------------+-----------------------+-------------------+
| Bending plate           | 3                     | 2                 |
+-------------------------+-----------------------+-------------------+
| Single load cell        | 2                     | 1                 |
+-------------------------+-----------------------+-------------------+

> ^a^ *Source*: Bergan, A.T., C.F. Berthelot, and B. Taylor, "Effect of
> Weigh in Motion Accuracy on Weight Enforcement Accuracy," *Proc. of
> 7^th^ Annual Meeting*, ITS-America, Washington, D.C., 1997 and IRD
> Bending Plate and Load Cell Weigh-in Motion Scales Technical
> Specifications, Aug. 1997 and Jan. 1998.
>
> ^b^ Gross vehicle weight
>
> ^c^ By comparison, the Kistler piezoelectric quartz sensor
> specification for wheel load measurement accuracy is approx. ±3
> percent.

Calibration ensures that the estimation of static weight by the WIM
system closely approximates the true static weight. Calibration accounts
for site-specific effects such as pavement temperature, vehicle speed,
and pavement condition. Calibration procedures may include an acceptance
testing phase and a recalibration phase.

The acceptance testing phase used by Caltrans and reported in the
*State's Successful Practices Weigh-in-Motion Handbook* (McCall, et. al.
2000) has three stages: system component operation verification, initial
calibration process, and a 72-h continuous operation verification.

-   System component testing verifies the transmission of signals by the
    roadway sensors to the on-site controller and the conversion of the
    signals into the desired WIM data.

-   Initial calibration consists of comparing data obtained when one or
    more trucks passes over the WIM sensors with measurements taken on a
    static scale. Several runs are made to measure weight and axle
    spacing in each lane equipped with WIM sensors at speeds that
    encompass the expected operational range. These data are utilized to
    compute the WIM weight factors that convert the dynamic measurements
    into static weights. The test vehicles make additional runs at each
    speed to verify the weight factor values. Weight factors can be
    adjusted to account for seasonal variations, changes in pavement
    condition, and unique vehicles.

-   The 72-h calibration monitors WIM system operation to ensure
    continuous functioning within the required specifications. When this
    phase is completed, the system is ready for online operation.

The recalibration phase occurs throughout the design life of the WIM
site. Weight factors are adjusted or repairs made to the system when
problems are identified during regularly scheduled data reviews.

The four technologies used in WIM system weight measurement are bending
plate, piezoelectric, load cell, and capacitance mat. Each is discussed
in the following sections.

### Bending Plate 

#### Principles of Operation 

Bending plate WIM systems utilize plates with strain gauges bonded to
the underside. As a vehicle passes over the bending plate, as
illustrated in Figure 11, the system records the strain measured by the
strain gauges and calculates the dynamic load. The static load is
estimated using the measured dynamic load and calibration parameters.
The calibration parameters account for factors, such as vehicle speed
and pavement/ suspension dynamics, that influence estimates of the
static weight.

The accuracy of bending plate WIM systems can be expressed as a function
of the vehicle speed traversed over the plates, assuming the system is
installed in a sound road structure and subject to normal traffic
conditions. The accuracy specifications in Table 8 apply to bending
plate scales manufactured by IRD. They are based on a minimum sample of
50 vehicles loaded to within 75% of the legal allowable limit. Vehicles
that traverse the scale with more than a 10% speed variation, live
loads, or liquid loads are not permitted in the sample.

Table 8.

[]{#__RefHeading___Toc491241985 .anchor}Accuracy specifications for
bending plate and load cell WIM scales^a^\
(1 standard deviation confidence interval)

+------------------+-----------------+----------+-----------+----------+
| **Speed**        | **Application** | **Load   | **Bending | **Load   |
|                  |                 | type**   | Plate     | Cell     |
|                  |                 |          | A         | Accur    |
|                  |                 |          | ccuracy** | acy^b^** |
+------------------+-----------------+----------+-----------+----------+
| 2 to 10 mi/h     | Low speed/slow  | Single   | ± 3% of   | ± 2% of  |
| (3.2 to 16 km/h) | roll just prior | axle     | applied   | applied  |
|                  | to static       |          |           |          |
|                  | scales          | Tandem   | ± 3% of   | ± 1.5%   |
|                  |                 | axle     | applied   | of       |
|                  |                 |          |           | applied  |
|                  |                 | Gross    | ± 2% of   |          |
|                  |                 | weight   | applied   | ± 1% of  |
|                  |                 |          |           | applied  |
+------------------+-----------------+----------+-----------+----------+
| 11 to 25 mi/h    | Low speed ramp  | Single   | ± 4% of   | ± 4% of  |
| (18 to 40 km/h)  |                 | axle     | applied   | applied  |
|                  |                 |          |           |          |
|                  |                 | Tandem   | ± 4% of   | ± 3% of  |
|                  |                 | axle     | applied   | applied  |
|                  |                 |          |           |          |
|                  |                 | Gross    | ± 3% of   | ± 2% of  |
|                  |                 | weight   | applied   | applied  |
+------------------+-----------------+----------+-----------+----------+
| 26 to 45 mi/h    | Medium speed    | Single   | ± 6% of   | ± 5% of  |
| (42 to 72 km/h)  | ramp            | axle     | applied   | applied  |
|                  |                 |          |           |          |
|                  |                 | Tandem   | ± 6% of   | ± 4% of  |
|                  |                 | axle     | applied   | applied  |
|                  |                 |          |           |          |
|                  |                 | Gross    | ± 4% of   | ± 3% of  |
|                  |                 | weight   | applied   | applied  |
+------------------+-----------------+----------+-----------+----------+
| 46 and above     | High speed ramp | Single   | ± 8% of   | ± 6% of  |
| mi/h             | or mainline     | axle     | applied   | applied  |
|                  |                 |          |           |          |
| (74 and above    |                 | Tandem   | ± 8% of   | ± 5% of  |
| km/h)            |                 | axle     | applied   | applied  |
|                  |                 |          |           |          |
|                  |                 | Gross    | ± 5% of   | ± 4% of  |
|                  |                 | weight   | applied   | applied  |
+------------------+-----------------+----------+-----------+----------+

> ^a^ From IRD Bending Plate and Load Cell Weigh-in Motion Scales
> Technical Specifications
>
> ^b^ Normally single load cell scales are calibrated for one of the
> speed ranges. If site conditions require more than one speed range,
> the\
> system is calibrated for the range agreed to by the vendor and user.

![](media/image16.png){width="2.620833333333333in"
height="2.238888888888889in"}![](media/image17.png){width="2.7375in"
height="2.28125in"}

[]{#__RefHeading___Toc491241624 .anchor}Figure 11. Bending plate sensor.
(Photographs courtesy of IRD, Inc., Saskatoon, SK).

Bending plate WIM systems contain either one or two scales and two ILDs.
A typical bending plate (or load cell) installation is shown in Figure
12. The scale is placed in the travel lane perpendicular to the
direction of travel. When two scales are used in one lane, one scale is
placed in each wheelpath of the traffic lane so that the left and right
wheels are weighed individually. The pair of scales is placed in the
lane side-by-side or staggered by 5 m (16 ft). Bending plate systems
with one scale in the right or left wheelpath are usually used in low
volume lanes. The inductive loops are placed upstream and downstream of
the scales. The upstream loop detects vehicles and alerts the system to
an approaching vehicle. The downstream loop determines vehicle speed
based on the time it takes the vehicle to traverse the distance between
the loops.

#### Advantages

Bending plate WIM systems can be used for traffic data collection as
well as for weight enforcement purposes. The accuracy of these systems
is higher than piezoelectric systems and their cost is lower than load
cell systems. Bending plate WIM systems do not require complete
replacement of the sensor but only refurbishing after 5 years.

![](media/image18.wmf){width="5.0in" height="4.25in"}

Figure 12. Bending plate or load cell WIM system (typical).

#### Disadvantages

Bending plate WIM systems are not as accurate as load cell systems and
are considerably more expensive than piezoelectric systems.

### Piezoelectric

#### Principles of Operation

Piezoelectric WIM systems contain one or more piezoelectric sensors that
detect a change in voltage caused by pressure exerted on the sensor by
an axle and thereby measure the axle's weight. As a vehicle passes over
the piezoelectric sensor, the system records the sensor output voltage
and calculates the dynamic load. As with bending plate systems, the
dynamic load provides an estimate of the static load when the WIM system
is properly calibrated.

The typical piezoelectric WIM system consists of at least one
piezoelectric sensor and two ILDs. The piezoelectric sensor is placed in
the travel lane perpendicular to the travel direction. The inductive
loops are placed upstream and downstream of the piezoelectric sensor.
The upstream loop detects vehicles and alerts the system to an
approaching vehicle. The downstream loop provides data to determine
vehicle speed and axle spacing based on the time it takes the vehicle to
traverse the distance between the loops. Figure 13 shows a full-lane
width piezoelectric WIM system installation. In this example, two
piezoelectric sensors are utilized on either side of the downstream
loop.

![](media/image19.wmf){width="6.0in" height="2.138888888888889in"}

Figure 13. WIM installation with full-length piezoelectric sensors.

An emerging technology in piezoelectric WIM sensors is the LINEAS quartz
sensors manufactured by Kistler. Piezoelectric LINEAS quartz sensors
manufactured by Kistler contain a number of quartz crystal sensing
elements mounted along the centerline of an aluminum core as shown in
Figure 14 (Kistler, 1997 & Caldera, 1996). The sensor is installed in a
slot cut into the road surface and is grouted with a proprietary
compound of epoxy and silica sand. The elastic and thermal properties of
the compound closely match those of road surfaces. The sensor is
isolated from side forces by an elastic material to help eliminate
errors caused by a volume effect. The load bearing pad composed of a
mixture of quartz sand and epoxy can be ground even with the road
surface.

![](media/image20.wmf){width="6.0in" height="2.0416666666666665in"}

Figure 14. LINEAS quartz sensor (Drawing courtesy of Kistler Instruments
AG Winterthur, Switzerland).

#### Advantages

Typical piezoelectric WIM systems are among the least expensive systems
in use today in terms of initial capital costs and life cycle
maintenance costs. Piezoelectric WIM systems can be used at higher speed
ranges (10 to 70 mph) than other WIM systems. Piezoelectric WIM systems
can be used to monitor up to four lanes.

Quartz sensors do not generally age or fatigue. Temperature effects are
negligible as the temperature coefficient of quartz is approximately
--0.02 %/K. Since quartz crystals have no pyroelectric effect, rapid
changes in temperature do not cause a drift in output signal. Wheel load
measurements are to within ±3 percent irrespective of the vehicle speed
and position of the wheel along the sensor. The accuracy of these
sensors makes them performance and cost competitive with the load cell
WIM systems discussed in the next section.

#### Disadvantages

Typical piezoelectric systems (not quartz) are less accurate than load
cell and bending plate WIM systems. Also, as discussed previously,
piezoelectric sensors may be sensitive to temperature and speed
variations. Piezoelectric sensors for WIM systems must be replaced at
least once every 3 years.

### Load Cell

#### Principles of Operation

A typical load cell WIM system includes a single load cell, at least one
ILD, and one axle sensor. The load cell has two inline scales that
operate independently. Off-scale sensors are integrated into the scale
assembly to sense any vehicles that are not on the weighing surface. The
single load cell system manufactured by IRD contains torsion bars within
the WIM system frame that transmit all forces to the load cell. This
load cell has a small amount of hydraulic fluid that causes a pressure
transducer to relay weight information to roadside data analysis
equipment. Load cells are durable and among the most accurate WIM
systems as indicated in Table 4.

The load cell is placed in the travel lane perpendicular to the
direction of travel. The inductive loop is placed upstream of the load
cell to detect vehicles and alert the system of an approaching vehicle.
If a second inductive loop is used, it is placed downstream of the load
cell to determine axle spacing and vehicle speed. The axle sensor can
utilize piezoelectric technology or technology based on the change of
sensor resistance with pressure.

#### Advantages

The load cell system is the most accurate WIM system available.
Therefore, the load cell WIM system can be utilized for traffic data
collection as well as for weight enforcement purposes.

#### Disadvantages

The load cell is one of the most expensive WIM systems available today,
in terms of initial capital costs and life cycle maintenance costs.
Also, the load cell WIM system requires a complete replacement of the
weighing mechanism after 5 years.

### Capacitance Mat 

#### Principles of Operation

A capacitance mat consists of a sandwich of metal steel sheets and
dielectric material. In one configuration, displayed in Figure 15, a
stainless steel sheet is surrounded by polyurethane dielectric material
on either side. The outer surfaces of the polyurethane layers are
enclosed by other stainless steel sheets. An a.c. voltage is applied
across the sandwich of materials. When a vehicle passes over the mat,
the spacing between the plates decreases and causes the capacitance to
increase. This changes the resonant frequency of the electrical circuit
of which the capacitance mat is a part. The resonant frequency, measured
by the data analysis and recording equipment, is thus proportional to
the axle weight. Capacitance mats are also manufactured utilizing
aluminum plates separated by a grid of insulating material and air as
the dielectric.

![](media/image21.png){width="4.680555555555555in"
height="3.4166666666666665in"}

[]{#__RefHeading___Toc491241625 .anchor}Figure 15. Capacitance mat
sensor connected to data analysis equipment. (Photograph courtesy of
LoadoMeter, Corp., Baltimore, MD).

#### Advantages

Capacitance mat sensors can be used for portable as well as permanent
WIM applications. These systems can monitor up to four lanes
simultaneously.

#### 

#### Disadvantages

Capacitance mat WIM systems are not as accurate as load cell and bending
plate WIM systems for estimating weights. Also, the equipment and
installation costs of these type of systems, whether portable or
permanent, are similar to the load cell WIM system costs, which are
among the most expensive WIM systems available.

### 

### Weigh-in-Motion System Costs

WIM system costs may be expressed in terms of the life cycle cost
consisting of initial capital cost (in-road WIM equipment, installation
labor and materials, initial calibration, and traffic control) and life
cycle maintenance costs (labor and materials, traffic control, and
system recalibration). Table 9 contains budgetary initial capital costs
for piezoelectric, bending plate, and load cell technologies assuming
typical road, traffic, and weather conditions. These costs may vary from
manufacturer to manufacturer and with sensor model. Roadside cabinets,
WIM electronics, power and communication connections, etc. are not
included as these are common to all the technologies.

The life cycle maintenance costs vary due to differences in traffic
volumes and truck weights, weather, original installation procedures,
roadbed condition, onsite quality control, etc. Table 10 presents WIM
system life cycle maintenance and repair costs averaged over North
American installations. They assume that annual routine maintenance
(e.g., road inspection and crack filling) is performed on the roadbed
surrounding the WIM system. Piezoelectric sensors are assumed to require
replacing every 3 years, bending plates refurbishing every 5 years, and
single load cells replacing every 5 years. Life cycle maintenance costs
may vary with manufacturer and sensor model.

Table 9.

[]{#__RefHeading___Toc491241987 .anchor}Budgetary initial capital costs
of WIM systems^a^

  ------------------------- ------------------- -------------- ---------------
  **Capital Cost            **Piezoelectric**   **Bending      **Single Load
  Component**                                   Plate**        Cell**

  In-road equipment         \$4,500             \$13,000       \$34,000

  Installation labor and    \$3,500             \$6,500        \$10,500
  materials                                                    

  Traffic control           \$1,000 (1 day)     \$2,000 (2     \$4,000 (4
                                                days)          days)

  Total capital cost        \$9,000             \$21,500       \$48,000
  ------------------------- ------------------- -------------- ---------------

> ^a^ *Source*: Bergan, A.T., C.F. Berthelot, and B. Taylor, "Effect of
> Weigh in Motion Accuracy on Weight Enforcement Accuracy," Proceedings
> of 1997 Annual Meeting of ITS-America.

Table 10.

[]{#__RefHeading___Toc491241989 .anchor}Life cycle maintenance costs of
WIM systems^a^

+---------------------+---------------+---------------+---------------+
| **Cost Component**  | **Pi          | Bending       | **Single Load |
|                     | ezoelectric** | Plate\        | Cell\         |
|                     |               | (5 years)     | (5 years)**   |
|                     | **(3 years)** |               |               |
+---------------------+---------------+---------------+---------------+
| In-road equipment   | \$4,000       | \$6,000       | \$1,000       |
+---------------------+---------------+---------------+---------------+
| Labor and materials | \$4,000       | \$5,500       | \$500         |
+---------------------+---------------+---------------+---------------+
| Traffic control     | \$1,500 (1    | \$1,500 (1    | \$750 (1/2    |
|                     | day)          | day)          | day)          |
+---------------------+---------------+---------------+---------------+
| Total life cycle    | \$9,500       | \$13,000      | \$2,250       |
| cost                |               |               |               |
+---------------------+---------------+---------------+---------------+

> ^a^ *Source*: Bergan, A.T., C.F. Berthelot, and B. Taylor, "Effect of
> Weigh in Motion Accuracy on Weight Enforcement Accuracy," Proceedings
> of 1997 Annual Meeting of ITS-America.

The WIM system life cycle costs may be amortized over the life cycle.
Based on the initial installation and life cycle maintenance costs shown
in Tables 9 and 10 and a discount rate of 10 percent over a 20 year WIM
system life cycle, the average annual cost for each WIM technology
system is:

-   Piezoelectric \$3,092 per annum

-   Bending plate \$4,636 per annum

-   Single load cell \$5,982 per annum.

These figures show that the incremental cost for improved WIM system
accuracy, durability, and reliability is small when compared to the
annual operating budget of a weight enforcement facility. Costs over
other life cycle intervals may be computed as required.

######### 

######### MANUFACTURER AND VENDOR INFORMATION

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Truvelo Manufacturers (Pty) Ltd. James E. Kelly

AVIAR inc

Address: P.O. Box 14183 Address: P.O. Box 162184

Lyttelton 0140 Austin, TX 78716

South Africa

Phone number: 011-27-11-314-1405 Phone number: (512) 295-5285

Fax number: 011-27-11-314-1409 Fax number: (512) 295-2603

e-mail address: rudi@truvelo.co.za e-mail address: aviar@aviarinc.com

URL address: www.truvelo.co.za URL address:
[www.aviarinc.com](http://www.aviarinc.com/)

**PRODUCT NAME/MODEL NUMBER:** Traffic Data Logger (TDL-500)
Weigh-in-Motion

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** Version 4.12

**GENERAL DESCRIPTION OF EQUIPMENT:** Capacitance mat weigh-in-motion
system.

Consists of electronics (TDL-500), Series 8 weight sensor, and inductive
loops

**SENSOR TECHNOLOGY AND CONFIGURATION:** Capacitance mat (1/3" x 71" x
19") weighing 66 lbs.

**SENSOR INSTALLATION:** Temporary installation on surface of pavement
or permanent installation in pavement surface.

**INSTALLATION TIME (Per Lane):** Temporary: 15 min/lane

Permanent: 2 hr/lane

**INSTALLATION REQUIREMENTS:** 200' smooth approach sensors and 100'
departure from sensors

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 4 lanes

**PRODUCT CAPABILITIES/FUNCTIONS:** 6-digit location code, date, time,
lane, axle weight, axle spacing, speed, length, FHWA class, ESAL, wheel
base, 512KB to 8MB battery backed-up memory, 36,000 to 650,000
individual vehicle records, option of a memory card that stores data and
can be taken into an office to a computer.

**RECOMMENDED APPLICATIONS:** Weight data collection and vehicle
screening at weight enforcement station

**POWER REQUIREMENTS (watts/amps):** 6-volt internal battery
(rechargeable from 12-volt battery, commercial power or solar array)

**POWER OPTIONS:** See above

**CLASSIFICATION ALGORITHMS:** In accordance with the FHWA [Traffic
Monitoring Guide]{.underline}

**TELEMETRY:** Available by adding modem and telephone line

**COMPUTER REQUIREMENTS:** Compatible PC

**DATA OUTPUT:** See product capabilities

**DATA OUTPUT FORMATS:** ASCII or Binary

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

Temporary Permanent

1 Lane 4 Lane 1 Lane 4 Lane

Equipment costs \$12,000 \$30,000 \$13,000 \$34,000

Installation costs \$1,000 \$3,000 \$3,000 \$8,000

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Alabama Charles Turney (334) 242-6393

USA/Kansas Bill Hughes (785) 296-6863

USA/Massachusetts Philip Hughes (617) 973-7330

USA/Michigan Jim Kramer (517) 322-1736

USA/North Carolina Jerry Blackwelder (919) 250-4094

USA/Rhode Island Joseph Bucci (401) 222-2694

USA/Tennessee Ray Barton (615) 741-2070

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date:March 22, 2000

Manufacturer name: International Road Sales representative name(s): Rod
Klashinsky

Dynamics, Inc.

Address: 702 43^rd^ Street East Address:

Saskatoon SK, S7K 3T9 Canada

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@irdinc.com e-mail address: rod.klashinsky@ird.ca

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** IRD 1068 Piezoelectric WIM System

**FIRMWARE VERSION/CHIP NO.:** NA

**SOFTWARE VERSION NO.:** NA

**GENERAL DESCRIPTION OF EQUIPMENT:** The IRD 1068 Piezoelectric WIM
system utilizes piezoelectric sensor technology to collect data on axle
weights, vehicle classification (based on the number and spacing of
axles) and vehicle speed. The system is accessible remotely using a
standard telephone communication modem and PC for system monitoring,
set-up and data collection.

**SENSOR TECHNOLOGY AND CONFIGURATION:** the system uses an inductive
loop-class I piezo sensor-class I piezo sensor-loop configuration to
collect traffic data.

**SENSOR INSTALLATION:** Please see attached product information for
details.

**INSTALLATION TIME (Per Lane):** Approximately 1/2 day per lane.

**INSTALLATION REQUIREMENTS:** Please see attached product information
for details.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Eight

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle WIM data collection.

**RECOMMENDED APPLICATIONS:** Vehicle WIM data collection.

**POWER REQUIREMENTS (watts/amps):** 2.5 Amps/35 Watts

**POWER OPTIONS:** 100-240 VAC, 50-60 Hz.

**CLASSIFICATION ALGORITHMS:** Vehicles can be classified based on axle
weights, axle spacings, axle groupings and GVW.

**TELEMETRY:** Terminal software and standard

**COMPUTER REQUIREMENTS:** Pentium II or better, 400 MHz min., 32 Mb RAM
min., Expension slots 1 ISA, 3PCI, 1 ISA/PCI.

**DATA OUTPUT:** Individual vehicle and vehicle summary data are stored
on the WIM computer which can be retrieved through a modem. Individual
vehicle data can also be sent to an RS 232 port on the WIM in real-time.

**DATA OUTPUT FORMATS:** The vehicle information is stored on disk files
in a compressed format developed by IRD. Software is available to
convert the data to CSV (Comma, Separated Value) file. Several industry
standard formats are available for the WIM vehicle data transmitted
through the RS 232 port.

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Report generation software
is available from Ird that reads the compressed vehicle data files
directly. Raw data can also be exported to file which can be read by any
database system.

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

1-lane: \$ 25,000 US

4-lane: \$ 40,000 US

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/California (CALTRANS) Rich Quinley (916) 645-5651

USA/New Jersey (NJ DOT) Lou Whiteley (609) 530-3501

USA/Indiana (IN DOT) Don Klepinger (317) 594-5264

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: March 22, 2000

Manufacturer name: International Road Sales representative name(s):

Dynamics, Inc. Rod Klashinsky

Address: 702 43^rd^ Street East, Address:

Saskatoon SK, S7K 3T9 CANADA

Phone number: 306-563-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@ird.ca e-mail address: rod.klashinsky@ird.ca

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Model 1070 Portable WIM System

**FIRMWARE VERSION/CHIP NO.:** NA

**SOFTWARE VERSION NO.:** WIM Data collection operation software MSDOS
6.22 operating system.

**GENERAL DESCRIPTION OF EQUIPMENT:** Portable Weigh-in-Motion and data
collection unit.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Uses Inductive Loops and
Piezoelectric sensors. Most common configuration is
Loop-Piezo-Piezo-Loop

**SENSOR INSTALLATION:** Portable (On road) Permanent (in-road).

**INSTALLATION TIME (Per Lane):** Approximately 5-6 hours in a permanent
Loop-Piezo-Loop configuration. Approximately 20-30 minutes in a portable
application.

**INSTALLATION REQUIREMENTS:** See attached installation sheet.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 4 lanes for
weigh-in-motion and classifying.

**PRODUCT CAPABILITIES/FUNCTIONS:** Collects and stores vehicle weight
data including axle and gross vehicle weights.

**RECOMMENDED APPLICATIONS:** Weight enforcement, Traffic planning,
safety, and audit.

**POWER REQUIREMENTS (watts/amps):** AC power for 12 volt, rechargeable
battery. 24 hours operation with standard battery pack.

**POWER OPTIONS:** Additional battery units, solar package.

**CLASSIFICATION ALGORITHMS:** See attached.

**TELEMETRY:** RS232 port with baud rates from 300-19,200.

**COMPUTER REQUIREMENTS:** MSDOS lap top

**DATA OUTPUT FORMATS:** Standard Data reporting package.

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Dependent on customer
requirements.

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** Permanent
one lane -- approx. US \$ 15,000.00, 4 lanes approx. US \$ 25,000.00.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Nebraska

USA/Colorado

USA/North Carolina

USA/West Virginia

Canada/Saskatchewan

Canada/Ontario

Canada/New Brunswick

Argentina

Mexico

Japan

Korea

India

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: March 22, 2000

Manufacturer name: International Road Sales representative name(s):

Dynamics, Inc. Rod Klashinsky

Address: 702 43^rd^ Street East, Saskatoon Address:

SK, S7K 3T9 CANADA

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@ird.ca e-mail address: rod.klashinsky@ird.ca

URL address www.irdinc.com: URL address:

**PRODUCT NAME/MODEL NUMBER:** Model 8000 Weigh-In-Motion Mat.

**FIRMWARE VERSION/CHIP NO.:** NA

**SOFTWARE VERSION NO.:** MS-DOS 6.2

**GENERAL DESCRIPTION OF EQUIPMENT:** Portable AC/DC powered vehicle
weighing and screening device.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Uses flat rectangular
capacitance pads (2 per lane).

**SENSOR INSTALLATION:** Portable, lay flat on road.

**INSTALLATION TIME (Per Lane):** Set-up time-less than 10 minutes.

**INSTALLATION REQUIREMENTS:** Portable

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One lane, slow
speed (0-24 Km).

**PRODUCT CAPABILITIES/FUNCTIONS:** Weighs trucks to screen for
overweight vehicles.

**RECOMMENDED APPLICATIONS:** Prescreening for Weigh Stations, Random
Spot Checks, Mobile Weigh.

**POWER REQUIREMENTS (watts/amps):** AC Power or DC power (through
automobile lighter)

**POWER OPTIONS:** AC or DC

**CLASSIFICATION ALGORITHMS:** See attached specifications

**TELEMETRY:** NA

**COMPUTER REQUIREMENTS:** Laptop computer supplied with system

**DATA OUTPUT FORMATS:** Vehicle information stored in data files and
also sent to printer.

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Dependent upon customer
requirements.

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** Equipment
costs US \$ 18,5000.00 for complete system.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Wisconsin

USA/North Dakota

Brazil

Uruguay

Korea

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: March 22, 2000

Manufacturer name: Sales representative name(s):

International Road Dynamics Inc. Rod Klashinsky

Address: Address:

702 43^rd^ Street East

Saskatoon SK, S7K3T9 Canada

Phone number: (306) 653-6600 Phone number:

Fax number: (306) 242-5599 Fax number:

e-mail address: info@irdinc.com e-mail address: rod.klashinsky@ird.ca

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** IRD 1068 Single Load Cell Scale (SLC) WIM
System

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** The IRD 1068 Single Load Cell
(SLC) scale WIM system utilizes Single Load Cell (SLC) scale technology
to collect data on axle weights, vehicle classification (based on the
number and spacing of axles) and vehicle speed. The system is accessible
remotely using a standard telephone communication modem and PC for
system monitoring, set-up and data collection.

**SENSOR TECHNOLOGY AND CONFIGURATION:** The system uses an inductive
loop Single Load Cell scale -- piezo sensor loop configuration to
collect traffic data.

**SENSOR INSTALLATION:** Please see attached product information for
details

**INSTALLATION TIME (Per Lane):** Approximately 3 days per lane

**INSTALLATION REQUIREMENTS:** Please see attached product information
for details

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 6

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle WIM data collection

**RECOMMENDED APPLICATIONS:** Vehicle WIM data collection

**POWER REQUIREMENTS (watts/amps):** 2.5 Amps/35 watts

**POWER OPTIONS:** 100-240 VAC, 50-60 Hz

**CLASSIFICATION ALGORITHMS:** Vehicles can be classified based on axle
weights, axle spacings, axle groupings and GVW.

**TELEMETRY:** Terminal software and standard telephone line with modem
required.

**COMPUTER REQUIREMENTS:** Pentium II or better, 400 MHZ min, 32 Mb RAM
min, Expansion slots 1 ISA, 3PCI, 1 ISA/PCI.

**DATA OUTPUT:** Individual vehicle and vehicle summary data are stored
on the WIM computer which can be retrieved through a modem. Individual
data can also be sent to an RS 232 port on the WIM in realtime.

**DATA OUTPUT FORMATS:** The vehicle information is stored on disk files
in a compressed format developed by IRD. Software is available to
convert the data to CSV (Comma, Separated Value) file. Several industry
standard formats are available for the WIM vehicle data transmitted
through the RS 232 port.

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Report generation software
is available form IRD that reads the compressed vehicle data files
directly. Raw data can also be exported to file which can be read by any
database system.

**EQUIPMENT COSTS (One-lane and four-lane):**

1-lane: \$75,000 US

4-lane: \$215,000 US

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Indiana (INDOT) Don Klepinger (317) 591-5264

USA/Minnesota (MNDOT) Mark Novak (651) 296-2607

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 3/1/2000

Manufacturer name: Haenni/Mikros Sales representative name(s):

Loadometer Corporation

3-G Nashua Court

Address: Address: Baltimore, MD 21221-3133

Phone number: Phone number: (800) 753-6696

Fax number: Fax number: (410) 574-2856

e-mail address: e-mail address: gmuhler@loadometer.com

URL address: URL address: www.loadometer.com

**PRODUCT NAME/MODEL NUMBER:** WL110, Low Speed Portable WIM

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** System consists of 2 sensors, 4
leveling mats, connecting cables and hand held monitor.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Capacitance mat, stainless
steel construction

**SENSOR INSTALLATION:** None, aboveground

**INSTALLATION TIME (Per Lane):** 5 minutes

**INSTALLATION REQUIREMENTS:** None

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:** Capable of providing wheel loads,
axle loads, axle group loads, gross vehicle weight and violations per
set parameters

**RECOMMENDED APPLICATIONS:** statistical gathering purposes and as
screening device in commercial vehicle weight law enforcement

**POWER REQUIREMENTS (watts/amps):** Internal battery, external power
supply

**POWER OPTIONS:** Internal battery, external power supply.

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

Installation Costs: None, portable system

Equipment Cost: \$20,000 maximum

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Arizona Sgt. Charles Blundell (602) 773-3613

Lt. Ken Barton (602) 223-2522

USA/Exeter Township Officer Chris Neidert (617) 777-1490

USA/Falls Township Lt. Charles Shaffner (215) 949-9110

USA/Idaho DOT Alan Frew (208) 334-8694

USA/Kansas Hwy Patrol Sgt. David McKee (913) 296-7903

USA/Michigan St. Police Lt. Jim Charles (616) 784-8362

USA/Montana DOT Gary Marten (406) 444-6130

USA/Nebraska St. Patrol Lt. Jim Doggtt (402) 471-0105

USA/NH State Police Sgt. Wayne Peasley (603) 271-3339

USA/PA DOT Lance McAffe (717) 783-8776

USA/Uwchlan Township Cpl. Buddy Mauger (610) 524-1135

USA/Vermont DOT Ron Macie (802) 828-2067

USA/West VA DOT Jeff Davis (304) 558-3723

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date:March 22, 2000

Manufacturer name: International Road Sales representative name(s): Rod
Klashinsky

Dynamics, Inc.

Address: 702 43^rd^ Street East Address:

Saskatoon SK, S7K 3T9 Canada

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@irdinc.com e-mail address: rod.klashinsky@ird.ca

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** IRD Dynamic Work-Zone Safety System

**FIRMWARE VERSION/CHIP NO.:** NA

**SOFTWARE VERSION NO.:** NA

**GENERAL DESCRIPTION OF EQUIPMENT:** The IRD Work-Zon e Safety System
is a traffic control system for construction work zones. The system
utilizes traffic detection sensors to detect traffic queue length and
reduce the number of vehicles in the passing lane prior to work-zone
approaches.

**SENSOR TECHNOLOGY AND CONFIGURATION:** The IRD Dynamic work-Zone
Safety System utilizes traffic sensors to detect vehicles and activate
flashing lights mounted on "DO NOT PASS" panel signs prior to
construction zones. Alternately, CMS or VMS signs can be used.

**SENSOR INSTALLATION:** Sensors are mounted on roadside panel message
signs.

**INSTALLATION TIME (Per Lane):** The system can typically be installed
in 4-5 days.

**INSTALLATION REQUIREMENTS:** Please see attached product information
for details.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Only one lane is
required to be monitored for this application.

**PRODUCT CAPABILITIES/FUNCTIONS:** Detection of vehicles prior to a
work-zone to trigger flashing lights mounted on roadway panel signs to
instruct vehicles to merge into one lane. Since the signs are regulatory
signs, offences are enforceable by law.

**RECOMMENDED APPLICATIONS:** Detection of vehicles prior to a work-zone
to trigger flashing lights mounted on roadway panel signs.

**POWER REQUIREMENTS (watts/amps):** 12-24 AC or DC

**POWER OPTIONS:** AC, DC, or solar.

**CLASSIFICATION ALGORITHMS:** NA

**TELEMETRY:** NA

**COMPUTER REQUIREMENTS:** Laptop may be used to access information
using serial communications software such as HyperTerminal.

**DATA OUTPUT:** Serial or contact Closure.

**DATA OUTPUT FORMATS:** ASCII

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** NA

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

Approximately \$ 60,000 US depending on the requirements (trailer and
sign costs not included).

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Indiana (IN DOT) Dan Shamo (317) 232-5533

# 

# Chapter 5 -- Non-intrusive Technologies

Non-intrusive technologies are those that [do]{.underline}
[not]{.underline} require the installation of the sensor directly onto
or into the road surface. The sensors for non-intrusive technologies are
mounted overhead or on the side of the roadway. The video image
processor, microwave radar, active and passive infrared sensors,
ultrasonic sensors, and passive acoustic array sensors are discussed in
the following sections.

### 

## Video Image Processor

Video cameras were introduced to traffic management for roadway
surveillance because of their ability to transmit closed circuit
television imagery to a human operator for interpretation. Present-day
traffic management applications use video image processing to
automatically analyze the scene of interest and extract information for
traffic surveillance and control. A video image processor (VIP) system
typically consists of one or more cameras, a microprocessor-based
computer for digitizing and processing the imagery, and software for
interpreting the images and converting them into traffic flow data.

## 

### Principles of Operation

Video image processor systems detect vehicles by analyzing the imagery
from a traffic scene to determine changes between successive frames. The
image processing algorithms that analyze black and white imagery examine
the variation of gray levels in groups of pixels contained in the video
frames. The algorithms are designed to remove gray level variations in
the image background caused by weather conditions, shadows, and daytime
or nighttime artifacts and retain objects identified as automobiles,
trucks, motorcycles, and bicycles. Traffic flow parameters are
calculated by analyzing successive video frames. Color imagery can also
be exploited to obtain traffic flow data. However, somewhat reduced
dynamic range and sensitivity have so far inhibited this approach.

Three classes of VIP systems have been developed: tripline, closed-loop
tracking, and data association tracking. Tripline systems operate by
allowing the user to define a limited number of detection zones in the
field of view of the video camera. When a vehicle crosses one of these
zones, it is identified by noting changes in the pixels caused by the
vehicle relative to the roadway in the absence of a vehicle.
Surface-based and grid-based analyses are utilized to detect vehicles in
tripline VIPs. The surface-based approach identifies edge features,
while the grid based classifies squares on a fixed grid as containing
moving vehicles, stopped vehicles, or no vehicles. Tripline systems
estimate vehicle speed by measuring the time it takes an identified
vehicle to travel a detection zone of known length. The speed is found
as the length divided by the travel time (Klein, 2001).

The advent of the VIP tracking approaches has been facilitated by
low-cost, high throughput microprocessors. Closed-loop tracking systems
are an extension of the tripline approach that permits vehicle detection
along larger roadway sections. The closed-loop systems track vehicles
continuously through the field of view of the camera. Multiple
detections of the vehicle along a track are used to validate the
detection. Once validated, the vehicle is counted and its speed is
updated by the tracking algorithm (MacCarley, 1992). These tracking
systems may provide additional traffic flow data such as lane-to-lane
vehicle movements. Therefore, they have the potential to transmit
information to roadside displays and radios to alert drivers to erratic
behavior that can lead to an incident.

Data association tracking systems identify and track a particular
vehicle or groups of vehicles as they pass through the field of view of
the camera. The computer identifies vehicles by searching for unique
connected areas of pixels. These areas are then tracked from
frame-to-frame to produce tracking data for the selected vehicle or
vehicle groups. The markers that identify the objects are based on
gradients and morphology. Gradient markers utilize edges, while
morphological markers utilize combinations of features and sizes that
are recognized as belonging to known vehicles or groups of vehicles
(Wentworth, et. al., 1994). In the future, data association tracking may
provide link travel time and origin-destination pair information by
identifying and tracking vehicles as they pass from one camera's field
of view to another's. Figure 16 shows two examples of video image
processors that use the tripline approach.

![](media/image22.jpeg){width="2.6243055555555554in"
height="1.4472222222222222in"}

![](media/image23.jpeg){width="3.079861111111111in"
height="1.4055555555555554in"}

[]{#__RefHeading___Toc491241626 .anchor}Figure 16. Video image
processors.

## 

#### Signal Processing

Image formatting and data extraction are performed with firmware that
allows the algorithms to run in real time. The hardware that digitizes
the video imagery is commonly implemented on a single-formatter card in
a personal computer architecture. Once the data are digitized and stored
by the formatter, spatial and temporal features are extracted from the
vehicles in each detection area with a series of image processing
algorithms. In the concept illustrated in Figure 17, a detection process
establishes one or more thresholds that limit and segregate the data
passed on to the rest of the algorithms. It is undesirable to severely
limit the number of potential vehicles during detection, for once data
are removed they cannot be recovered. Therefore, false vehicle
detections are permitted at this stage since the declaration of actual
vehicles is not made at the conclusion of the detection process. Rather,
algorithms that are part of the classification, identification, and
tracking processes still to come are relied on to eliminate false
vehicles and retain the real ones (Klein, 1997). Image segmentation is
used to divide the image area into smaller regions where features can be
better recognized. The features are analyzed to generate vehicle
presence, speed, and classification data. VIPs with tracking capability
use Kalman filter techniques to update vehicle position and velocity
estimates. The time trace of the position estimates yields a vehicle
trajectory, which can supply lane change and turning information.

A signal processing approach implemented by Computer Recognition Systems
incorporates wireframe models composed of line segments to represent
vehicles in the image. This approach claims to provide more unique and
discriminating features than other computationally viable techniques.
Alternatively, artificial neural networks can be trained to recognize
and count different classes of vehicles and detect incidents (Chang &
Kunhuang, 1993). The neural network approach is incorporated by Nestor
Traffic Systems, Inc. in their VIP products. An advantage of the Nestor
implementation is that the camera can be repositioned for data
acquisition and surveillance (Nestor Corp., 1999). VIPs that utilize
tracking offer the ability to warn of impending incidents due to abrupt
lane changes or weaving, calculate link travel times, and determine
origin-destination pairs. The tracking concept is found in the Mobilizer
by CMS, MEDIA4 by Citilog, and IDET-2000 by Sumitomo (Klein, 2001)

![](media/image24.wmf){width="6.493055555555555in"
height="1.7777777777777777in"}

[]{#__RefHeading___Toc491241627 .anchor}Figure 17. Conceptual image
processing for vehicle detection, classification, and tracking.

### Application and Uses

A VIP can replace several in-ground inductive loops, provide detection
of vehicles across several lanes, and perhaps lower maintenance costs.
Some VIP systems process data from more than one camera and further
expand the area over which data are collected. VIPs can classify
vehicles by their length and report vehicle presence, flow rate,
occupancy, and speed for each class. Other potentially available traffic
parameters that can be obtained by analyzing data from a series of image
processors installed along a section of roadway are density, link travel
time, and origin-destination pairs.

### Mounting and Traffic Viewing Considerations

VIP cameras can be deployed to view upstream or downstream traffic. The
primary advantage of upstream viewing is that incidents are not blocked
by the resultant traffic queues as described in Table 11. However, tall
vehicles such as trucks may block the line of sight and headlights may
cause blooming of the imagery at night. With upstream viewing, headlight
beams can be detected as vehicles in adjacent lanes on curved road
sections. Downstream viewing conceals cameras mounted on overpasses so
that driver behavior is not altered. Downstream viewing also makes
vehicle identification easier at night through the information available
in the taillights and enhances track initiation because vehicles are
first detected when close to the camera.

Although some manufacturers quote a maximum surveillance range for a VIP
of ten times the camera mounting height, conservative design procedures
limit the range to smaller distances because of factors such as road
configuration (e.g., elevation changes, curvature, and overhead or
underpass structures), congestion level, vehicle mix, and inclement
weather.

Other factors that affect camera installation include vertical and
lateral viewing angles, number of lanes observed, stability with respect
to wind and vibration, and image quality. VIP cameras can be mounted on
the side of a roadway if the mounting height is high, that is 50 ft
(15.2 m) or greater. For lower mounting heights of 20 to 30 ft (6.1 to
9.1 m), a centralized location over the middle of the roadway area of
interest is required. However, the lower the camera mounting, the
greater is the error in vehicle speed measurement, as the measurement
error is proportional to the vehicle height divided by the camera
mounting height. The number of lanes of imagery analyzed by the VIP
becomes important when the required observation and analysis area is
larger than the VIP's capability. For example, if the VIP provides data
from detection zones in three lanes, but five must be observed, that
particular VIP may not be appropriate for the application. VIPs that are
sensitive to large camera motion may be adversely affected by high winds
as the processor may assume that the wind-produced changes in background
pixels correspond to vehicle motion. Image quality and interpretation
can be affected by cameras that have automatic iris and automatic gain
control. In tests conducted by California Polytechnic Institute at San
Luis Obispo (Cal Poly SLO), these systems were disabled (Hockaday,
1991). In follow-up tests, Cal Poly SLO found VIPs better able to
compensate for light level changes when the automatic iris was set to
respond slowly to variations in light entering the camera.

Table 11.

[]{#__RefHeading___Toc491241991 .anchor}Video image processor
characteristics in upstream and downstream viewing

+----------------------------------+-----------------------------------+
| > **Upstream Viewing**           | > **Downstream Viewing**          |
+----------------------------------+-----------------------------------+
| -   Headlight blooming, glare on | -   Camera on overpass concealed  |
|     wet pavement, headlight      |     from drivers                  |
|     beams detected in adjacent   |                                   |
|     lanes on curved road         | -   More information from tail    |
|     sections                     |     lights available for braking  |
|                                  |     indication, vehicle           |
| -   More blockage from tall      |     classification, and turning   |
|     trucks                       |     movement identification       |
+----------------------------------+-----------------------------------+
| -   Traffic incidents are not    | -   Easier to acquire vehicles    |
|     blocked by resulting traffic |     > that are closer\            |
|     queues                       |     > to the camera for the       |
|                                  |     > tracking algorithm          |
| -   With long wavelength         |     > application                 |
|     infrared imagery, similar    |                                   |
|     information is available to  | -   With visible imagery, more    |
|     a tracking algorithm from    |     information\                  |
|     headlight and tail light     |     is available to a tracking    |
|     viewing                      |     algorithm from tail light     |
|                                  |     viewing                       |
+----------------------------------+-----------------------------------+

### Advantages

VIP signal processing is continually improving its ability to recognize
artifacts produced by shadows, illumination changes, reflections,
inclement weather, and camera motion from wind or vehicle-induced
vibration. However, artifacts persist and the user should evaluate VIP
performance under the above conditions and other local conditions that
may exist. In their 1998 report to the TRB Freeway Operations Committee,
the New York State Department of Transportation (DOT) stated that one
VIP model had difficulty detecting vehicles on a roadway lightly covered
with snow in good visibility. Another model did not experience this
problem. An example of the effect of day-to-night illumination change on
VIP performance is illustrated in Figure 18. Shortly after 1900 hours,
there are changes in the slopes of the vehicle count data produced by
the VIPs due to either degradation in performance of the daytime
algorithm or the different performance of the nighttime algorithm
(Klein, 1996).

Heavy congestion that degraded early VIPs does not appear to present a
problem to more modern systems. Combined results for clear and inclement
weather show vehicle flow rate, speed, and occupancy measurement
accuracies in excess of 95 percent using a single detection zone and a
camera mounted at a sufficiently high height (Michalopoulos, et. al.,
1993). VIPs with single or multiple detection zones per lane can be used
to monitor traffic on a freeway. For signalized intersection control,
where vehicle detection accuracies of 100 percent are desired, the
number of detection zones per lane is increased to between two and four,
dependent on the camera mounting and road geometry. Even with multiple
detection zones, cameras used in a side-viewing configuration that are
not mounted high enough, on the order of 30 ft (9 m) rather than 50 ft
(15 m)\] or are not directly adjacent to the roadway can degrade the
vehicle detection accuracy to 85 percent or less (Klein, 1999 vols.
1&2). The study that produced these results also reported that vehicle
detection was sometimes sensitive to the vehicle-to-road color contrast.

### Disadvantages

######## Some disadvantages of the video image processor include its vulnerability to viewing obstructions; inclement weather; shadows; vehicle projection into adjacent lanes; occlusion; day-to-night transition; vehicle/road contrast; water; salt grime; icicles; and cobwebs on camera lens that can affect performance. Also, some models are susceptible to camera motion caused by strong winds. Furthermore, the installation of a video image processor requires 50 to 60-feet mounting height (in a side mounting configuration) for optimum presence detection and speed measurement. A video image processor arrangement is generally cost effective only if many detection zones are required within the field of view of the camera.

![](media/image25.wmf){width="6.097222222222222in"
height="4.821527777777778in"}

[]{#__RefHeading___Toc491241628 .anchor}Figure 18. Vehicle count
comparison from four VIPs and inductive loop detectors.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: April 4, 2000

Manufacturer name: Sales representative name(s):

Enerdyne Technologies, Inc Robert Perez

Address: Address:

8402 Magnolia Avenue 8402 Magnolia Avenue

Santee, CO 92071 Santee, CO 92071

Phone number: (619) 562-3061 Phone number: (619) 562-3061

Fax number: (619) 522 Fax number: (619) 562

e-mail address: e-mail address: bperez@enerdyne.com

URL address: URL address: enerdyne.com

**PRODUCT NAME/MODEL NUMBER:** Linux Communication Server Lnx7000

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Stand alone high speed data server
multipleasing and de-multiplying video, audio and data using IP.
Supports mpeg 2/1 and mjpeg.

**SENSOR TECHNOLOGY AND CONFIGURATION:**

**SENSOR INSTALLATION:**

**INSTALLATION TIME (Per Lane):**

**INSTALLATION REQUIREMENTS:**.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:**

**PRODUCT CAPABILITIES/FUNCTIONS:** Product supports mpeg --mpeg2 and
mjpeg. IP based with a 10 baset and a 10/100 ethernet pint. Supports a
single pumcia slot for options. Internal webserver.

**RECOMMENDED APPLICATIONS:** Traffic surveillance

**POWER REQUIREMENTS (watts/amps):** 11 watts

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT COSTS (One-lane and four-lane):** Equipment pricing range
from mid \$5,000 to approximately \$7,000 per device.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT ENERDYNE TECHNOLOGIES FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 3/1/2000

Manufacturer name: Image Sensing Sales representative name(s):

Systems, Inc.

Address: 1600 University Avenue West Address:

500 Spruce Tree Centre

St. Paul, MN 55104-3823

Phone number: (651) 603-7700 Phone number:

Fax number: (651) 603-7795 Fax number:

e-mail address: e-mail address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Autoscope (5 models)

Autoscope -- 2004, 2004LE, 2004ID

Autoscope -- V8, Autoscope Solo

**FIRMWARE VERSION/CHIP NO.:** Various by model

**SOFTWARE VERSION NO.:** Various based upon model of Autoscope

**GENERAL DESCRIPTION OF EQUIPMENT:** Autoscope was the first video
vehicle detection system introduced in 1989. Currently, Autoscope holds
more than 60% global market share, with 3,000 systems installed globally

**SENSOR TECHNOLOGY AND CONFIGURATION:** Machine vision -- video image
processing, pixel tracking and tripline technology

**SENSOR INSTALLATION:** Existing signal poles, mast arm and luminaire
standards

**INSTALLATION TIME (Per Lane):** 12 hours

**INSTALLATION REQUIREMENTS:** Minimum 25 ft. aboveground -- preferably
1:10 ft ratio to detect

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Six to seven

**PRODUCT CAPABILITIES/FUNCTIONS:** Complete vehicle detection,
preference, traffic control, speed, occupancy, headway, queue length
travel time, classification, automatic incident detection, critical
traffic alarms for intersection and freeway traffic, management,
interface with scout, scats, spot.

**RECOMMENDED APPLICATIONS:** Intersection detection, freeway/tollways
mgt. Construction zones, railway crossings, bridges, tunnels, security
areas.

**POWER REQUIREMENTS (watts/amps):** 0.25 amps 110/220 50/60 MHz

**POWER OPTIONS:** AC

**CLASSIFICATION ALGORITHMS:** User selectable by length into 5 -- 6
ins.

**TELEMETRY:** Proprietary based upon existing infrastructure

**COMPUTER REQUIREMENTS:** 486/Pentium minimum w/ Windows 98 or NT.

**DATA OUTPUT:** ASCI text format or compatible with multiple standard
spreadsheet programs.

**DATA OUTPUT FORMATS:** Per above in time slices from 10-60 seconds and
5-60 minutes.

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Contingent upon particular
model

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

1 lane: \$5,000

4 lane: 14 approach intersection, \$18,200

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT IMAGE SENSING SYSTEMS FOR CURRENT LIST OF REFERENCES.

######### 

######### MANUFACTURER AND VENDOR INFORMATION

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Sumitomo Electric. Takehiko Barada

Address: 1-1-3 Shimaya Address: 3235 Kifer Road

Konohana-ku, Osaka 554-0024 Suite 150

Japan Santa Clara, CA 95051

Phone number: +81 6-6461-1031 Phone number: (408) 737-8517

Fax number: +81 6-6466-3305 Fax number: (408) 737-0134

e-mail address: www@prs.sei.co.jp e-mail address: barada@sumitomo.com

URL address: www.sel.co.jp URL address: www.sumitomo.com/its/

**PRODUCT NAME/MODEL NUMBER:** IDET - 1000

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Imaging Processing Vehicle
Detector with Multiple Features

**SENSOR TECHNOLOGY AND CONFIGURATION:** Video

**SENSOR INSTALLATION:** Overhead or sidefire

**INSTALLATION TIME (Per Lane):** N/A

**INSTALLATION REQUIREMENTS:** Pole arm

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Four

**PRODUCT CAPABILITIES/FUNCTIONS:** Presence, occupancy, classification
(two-three), speed stopped vehicle detection (drive lanes, shoulders)
queue length measurement, 1 still image transmission (JPEG format)

**RECOMMENDED APPLICATIONS:** Advanced traffic signal control, freeway
monitoring, ramp control incident management, tunnel traffic flow
monitoring

**POWER REQUIREMENTS (watts/amps):** 50 va

**POWER OPTIONS:** N/A

**CLASSIFICATION ALGORITHMS:** Vehicle length (daytime), width (night)

**TELEMETRY:**

**COMPUTER REQUIREMENTS:** PC with RS-232 for installation and
adjustment

**DATA OUTPUT:** NEMA TS1, RS 232 custom

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** Approx.
\$18,000/four lane & installation cost & communication

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

Japan

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 3/6/00

Manufacturer name: Iteris Sales representative name(s):

Mary Griffin

Mike Volling

Address: 1515 S. Manchester Avenue Address: same

Anaheim, CA 92802

Phone number: (800) 254-5487 Phone number: same

Fax number: (714) 780-7246 Fax number: same

e-mail address: vantage@iteris.com e-mail address: mgl@iteris.com,
mtv@iteris.com

URL address: www.iteris.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Vantage One Video Detection Systems

**FIRMWARE VERSION/CHIP NO.:** 1.07

**SOFTWARE VERSION NO.:** 1.07

**GENERAL DESCRIPTION OF EQUIPMENT:** Single camera shelf or rack mount
video detection unit.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Analog CCD -- available in
wired or wireless configuration.

**SENSOR INSTALLATION:** Pole mount

**INSTALLATION TIME (Per Lane):** 15 -- 30 minute average

**INSTALLATION REQUIREMENTS:** Bucket truck and camera bracket

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 1-6 lanes

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle detection via camera, works
in TS1 or 170/179 cabinet. Up to 24 zones, 8 outputs, remote access.

**RECOMMENDED APPLICATIONS:** Intersection and highway

**POWER REQUIREMENTS (watts/amps):** 24 VDC -- processor

115 VAC, 60 Hz, 15 watt - camera

**POWER OPTIONS:** 4 VDC -- processor

220 VAC, 50 Hz, 15 watt - camera

**CLASSIFICATION ALGORITHMS:** Count, presence, extend, delay, and pulse
detector types

**TELEMETRY:** Via RS 232

**COMPUTER REQUIREMENTS:** None for setup or operation

**DATA OUTPUT:** 8 outputs

**DATA OUTPUT FORMATS:** Contact closure

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** VRAS -- Vantage Remote
Access Software

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

\$5,000.00 0 \$6,500.00 per approach (1-6 lanes)

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Texas DOT Dexter Turner

USA/Virginia DOT Bobby Perdue

USA/City of Clovis, CA Tim Barker

USA/City of Victorville, CA George Parmenter

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 3/6/00

Manufacturer name: Iteris Sales representative name(s):

Mary Griffin

Mike Volling

Address: 1515 S. Manchester Avenue Address: same

Anaheim, CA 92802

Phone number: (800) 254-5487 Phone number: same

Fax number: (714) 780-7246 Fax number: same

e-mail address: vantage@iteris.com e-mail address: mgl@iteris.com,
mtv@iteris.com

URL address: www.iteris.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Vantage Edge Video Detection Systems

**FIRMWARE VERSION/CHIP NO.:** 1.07

**SOFTWARE VERSION NO.:** 1.07

**GENERAL DESCRIPTION OF EQUIPMENT:** Single camera rack mount video
detection unit.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Analog CCD camera available in
wired or wireless configuration.

**SENSOR INSTALLATION:** Pole mount

**INSTALLATION TIME (Per Lane):** 15 -- 30 minute average

**INSTALLATION REQUIREMENTS:** Bucket truck and camera bracket

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 1-6 lanes

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle detection via camera, works
in TS1 or 170/179 cabinet. Up to 24 zones, 8 outputs, remote access.

**RECOMMENDED APPLICATIONS:** Intersection and highway

**POWER REQUIREMENTS (watts/amps):** 24 VDC -- processor

115 VAC, 60 Hz, 15 watt - camera

**POWER OPTIONS:** 24 VDC -- processor

220 VAC, 50 Hz, 15 watt - camera

**CLASSIFICATION ALGORITHMS:** Count, presence, extend, delay, and pulse
detector types

**TELEMETRY:** Via RS 232

**COMPUTER REQUIREMENTS:** None for setup or operation

**DATA OUTPUT:** Contact closure; up to 8 outputs;

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** VRAS -- Vantage Remote
Access Software

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

\$5,000.00 0 \$6,500.00 per approach (1-6 lanes)

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Texas DOT Dexter Turner

USA/Virginia DOT Bobby Perdue

USA/City of Clovis, CA Tim Barker

USA/City of Victorville, CA George Parmenter

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 3/5/00

Manufacturer name: Iteris Sales representative name(s):

Mary Griffin

Mike Volling

Address: 1515 S. Manchester Avenue Address: same

Anaheim, CA 92802

Phone number: (800) 254-5487 Phone number: same

Fax number: (714) 780-7246 Fax number: same

e-mail address: vantage@iteris.com e-mail address: mgl@iteris.com,
mtv@iteris.com

URL address: www.iteris.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Vantage Plus Video Detection Systems

**FIRMWARE VERSION/CHIP NO.:** 1.07

**SOFTWARE VERSION NO.:** 1.07

**GENERAL DESCRIPTION OF EQUIPMENT:** Video detection unit capable of
1-6 video inputs. Modular in design, shelf, or rack mount chassis.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Analog CCD camera available in
wired or wireless configuration.

**SENSOR INSTALLATION:** Pole mount

**INSTALLATION TIME (Per Lane):** 15 -- 30 minute average

**INSTALLATION REQUIREMENTS:** Bucket truck and camera bracket

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** 1- 36

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle detection via camera Works
in TS1, TS2, or 170/179 cabinet. Up to 24 zones, 32 outputs, remote
access.

**RECOMMENDED APPLICATIONS:** Intersection and highway

**POWER REQUIREMENTS (watts/amps):** 115 vac 60 Hz, 137 watt --
processor

115 vac 60 Hz, 15 watts - camera

**POWER OPTIONS:** 220 vac, 50 Hz, 137 watt - camera

220 vac, 50 Hz, 15 watt - camera

**CLASSIFICATION ALGORITHMS:** Count, presence, extend, delay, and pulse
detector types

TELEMETRY: Via RS 232

**COMPUTER REQUIREMENTS:** None for setup or operation

**DATA OUTPUT:** Contact closure or TS 2 (output); 32 outputs

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** VRAS -- Vantage Remote
Access Software

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

\$5,000.00 0 \$6,500.00 per approach (1-6 lanes)

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Texas DOT Dexter Turner

USA/Virginia DOT Bobby Perdue

USA/City of Clovis, CA Tim Barker

USA/City of Victorville, CA George Parmenter

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: Fall 2000

Manufacturer name: Digital Image, Inc. Sales representative name(s):

Steven S. Suzuki

Address: 1005 N. Wolfe Road, SW2-240 Address: Same

Cupertino, CA 95014

Phone number: (408) 257-9057 Phone number: (408) 257-9057 ext. 306

Fax number: (408) 257-9674 Fax number:

e-mail address: sales@dii-megachips.com e-mail address:
ssuzuki@dii-megachips.com

URL address: www.dii-megachips.com URL address:

**PRODUCT NAME/MODEL NUMBER:** MD-100

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Remote video sensor with audio
support

**SENSOR TECHNOLOGY AND CONFIGURATION:** Video and audio

**SENSOR INSTALLATION:**

**INSTALLATION TIME (Per Lane):**

**INSTALLATION REQUIREMENTS:**

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:**

**PRODUCT CAPABILITIES/FUNCTIONS:** Four video inputs; full duplex audio
support; RS232C Ports for 3^rd^ party device control; 10 Base-T
(Ethernet) port; video compression (RVC or JPEG); web browser (view and
control 3^rd^ party devices via Netscape Navigator or Internet
Explorer); alarm events recording

**RECOMMENDED APPLICATIONS:** Traffic Monitoring: highways,
intersections, toll booths. Video Surveillance: parking lots, day care
centers, hotels, schools, stores. Remote Monitoring/Maintenance:
production lines, ship yards, airports, railroads.

**POWER REQUIREMENTS (watts/amps):** A/C 120V [+]{.underline} 10%

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:** Windows PC/AT compatible. Operating systems:
Windows 95 OSR2.1, Windows 98 2^nd^ edition, Windows NT 4.0 service pack
5. Web browser: Internet Explorer 4.02 or 5.0, Netscape Communicator
4.7. Full duplex sound card capable of simultaneous recording and
replay. Microphones and speakers capable of connecting to the above
sound card. Minimum CPU: Pentium II 333 MHz or higher (Pentium III 500
MHz recommended). Memory: 64 MB (128 MB recommended)

**DATA OUTPUT:** Video and audio

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

CONTACT DIGITAL IMAGE INC. FOR EQUIPMENT AND INSTALLATION COSTS.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT DIGITAL IMAGE INC. FOR CURRENT LIST OF USERS.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: August 21, 2000

Manufacturer name: TraFicon Sales representative name(s):

Mike Day: Control Technologies

Address: Bissegemse Street 45 Address: 2776 Financial Court

B-8501 Heule, Belgium Sanford, Florida 32773

Phone number: 32-56 37 2200 Phone number: (407) 330-2800

Fax number: 32-56 37 2196 Fax number: (407) 330-2804

e-mail address: traficon@traficon.be e-mail address: cttraffic@aol.com

URL address: traficon.be URL address: www.cttraffic.com

**PRODUCT NAME/MODEL NUMBER:** VIP 3.1

**FIRMWARE VERSION/CHIP NO.:** 2.06e

**SOFTWARE VERSION NO.:** 2.06e

**GENERAL DESCRIPTION OF EQUIPMENT:** Single approach detection

**SENSOR TECHNOLOGY AND CONFIGURATION:** Video modular by approach

**SENSOR INSTALLATION:** Mast arm, side of pole

**INSTALLATION TIME (Per Lane):** One hour

**INSTALLATION REQUIREMENTS:** Bucket truck

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Eight

**PRODUCT CAPABILITIES/FUNCTIONS:** Presence detection, counting, video
surveillance

**RECOMMENDED APPLICATIONS:** Presence detection, freeway management,
counts, ramp metering detection, volume, speed

**POWER REQUIREMENTS (watts/amps):** 120 V, 5W

**POWER OPTIONS:** 12V D/C

**CLASSIFICATION ALGORITHMS:** Available

**TELEMETRY:** Available

**COMPUTER REQUIREMENTS:** Not mandatory

**DATA OUTPUT:** Presence, volume, speed

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Watts Traffic Management
Software (PC - based)

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**
Approximately \$5,000 per approach

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Florida Carl Morse (850) 850-8871

USA/Florida Garry Lester (904) 736-5968

USA/Florida Richard Epps (941) 694-1332

USA/Geogia B. Smith (404) 635-8117

## Microwave Radar

Microwave radar was developed for detecting objects before and during
Word War II. The word radar was derived from the functions that it
performs: *RA*dio *D*etection *A*nd *R*anging. The term microwave refers
to the wavelength of the transmitted energy, usually between 1 and 30
cm. This corresponds to a frequency range of 1 GHz to 30 GHz, where the
suffix GHz represents 10^9^ Hz. Microwave sensors designed for roadside
traffic data collection and monitoring in the U.S. are limited by FCC
regulations to operating frequency bands near 10.5, 24.0, and 34.0 GHz.
These requirements, as well as others that restrict the transmitted
power, are satisfied by the sensor manufacturers. Thus, the end users
are not required to possess special licenses or test equipment to verify
the output frequency or power of the devices. Radars at frequencies
above 30 GHz operate in the millimeter-wave spectrum since the
wavelength of the transmitted energy is expressed in terms of
millimeters. Most commercially available microwave radar sensors used in
traffic management applications transmit electromagnetic energy at the
X-band frequency of 10.525 GHz. Higher frequencies can illuminate
smaller ground areas with a given size antenna and thus gather higher
resolution data. Vehicle-mounted radars operating at 76 to 77 GHz
support obstacle detection and automatic cruise control.

### Principles of Operation

As shown in Figure 19, roadside-mounted microwave radar transmit energy
toward an area of the roadway from an overhead antenna. The beamwidth or
area in which the radar energy is transmitted, is controlled by the size
and the distribution of energy across the aperture of the antenna. The
manufacturer usually establishes the design constraints. When a vehicle
passes through the antenna beam, a portion of the transmitted energy is
reflected back towards the antenna. The energy then enters a receiver
where the detection is made and vehicle data, such as volume, speed,
occupancy, and length are calculated.

![](media/image26.wmf)

[]{#__RefHeading___Toc491241629 .anchor}Figure 19. Microwave radar
operation.

Two types of microwave radar sensors are used in roadside applications,
continuous wave (CW) Doppler radar and frequency modulated continuous
wave (FMCW) radar. The traffic data they receive are dependent on the
shape of the transmitted waveform. The CW Doppler sensor transmits a
signal that is constant in frequency with respect to time. According to
the Doppler principle, the motion of a vehicle in the detection zone
causes a shift in the frequency of the reflected signal (Klein and
Kelly, 1996). This can be used to detect moving vehicles and to
determine their speed. CW Doppler sensors that do not incorporate an
auxiliary range measuring capability cannot detect motionless vehicles.

The frequency modulated continuous wave (FMCW) microwave radar sensor
transmits a frequency that is constantly changing with respect to time,
as illustrated in Figure 20. The FMCW radar operates as a presence
detector and can detect motionless vehicles.

![](media/image27.wmf){width="6.401388888888889in"
height="6.382638888888889in"}

[]{#__RefHeading___Toc491241630 .anchor}Figure 20. Speed measurement
with an FMCW microwave presence radar.

The forward-looking FMCW radar measures vehicle speed in a single lane
using a range binning technique that divides the field of view in the
direction of vehicle travel into range bins as shown in Figure 20b. A
range bin allows the reflected signal to be partitioned and identified
from smaller regions on the roadway. Vehicle speed *S* is calculated
from the time difference ∆*T* corresponding to the vehicle arriving at
the leading edges of two range bins a known distance *d* apart as shown
in Figure 20c. The vehicle speed is given by

*S* = , (6)

where

*d* = distance between leading edges of the two range bins and

> ∆*T* = time difference corresponding to the vehicle's arrival at the
> leading edge of each range bin.

Side-looking configurations of the FMCW radar give multi-lane coverage.

### Application and Uses

The radar sensor may be mounted over the middle of a lane to measure
approaching or departing traffic flow parameters in a single lane, or at
the side of a roadway to measure traffic parameters across several
lanes. Forward-looking wide beamwidth radars gather data representative
of traffic flow in one direction over multiple lanes. Forward-looking
narrow beamwidth radars monitor a single lane of traffic flowing in one
direction. Side-mounted, multiple detection zone radars project their
footprint perpendicular to the traffic flow direction and provide data
corresponding to several lanes of traffic, but generally not as
accurately as can the same radar mounted in the forward-looking
direction. Side-mounted, single detection zone radars are typically used
to detect vehicle presence at signalized intersections.

The types of traffic data received by a microwave radar sensor are
dependent on the waveform used to transmit the microwave energy. The CW
Doppler microwave sensor detects vehicle passage or count by the
presence of the Doppler frequency shift created by a moving vehicle as
illustrated in Figure 21. Doppler radars are used to measure vehicular
volume and speed on city arterials and freeways. Vehicle presence cannot
be measured with the constant frequency waveform as only moving vehicles
are detected. Two microwave radars that use the Doppler principle to
measure speed are shown in Figure 22.

FMCW presence-measuring radars, such as the models illustrated in Figure
23, are used to control left turn signals, provide real-time volume and
occupancy data for traffic adaptive signal systems, monitor traffic
queues, and collect occupancy and speed (multizone models only) data in
support of freeway incident detection algorithms. Multizone microwave
presence radars can measure vehicle speed and are gaining acceptance in
electronic toll collection and automated truck weighing applications
that require vehicle identification based on vehicle length.

![](media/image28.wmf){width="5.434027777777778in"
height="1.1680555555555556in"}

[]{#__RefHeading___Toc491241631 .anchor}Figure 21. Constant frequency
waveform.

![](media/image29.jpeg){width="2.55625in"
height="2.1534722222222222in"}![](media/image30.jpeg){width="2.75in"
height="2.152083333333333in"}

[]{#__RefHeading___Toc491241632
.anchor}![](media/image31.png){width="2.785416666666667in"
height="1.8180555555555555in"}Figure 22. Doppler microwave radars.

![](media/image32.png){width="2.1104166666666666in" height="2.01875in"}

[]{#__RefHeading___Toc491241633 .anchor}Figure 23. Microwave presence
radars.

### Advantages

One of the great advantages of microwave radar is that it is generally
insensitive to inclement weather. Microwave radar provides a direct
measurement of speed. Also, multiple lane operation models are
available.

### Disadvantages

Microwave radar applications must insure that antenna beamwidth and
transmitted waveform are suitable for the application. Also, as
mentioned previously, CW Doppler sensors cannot detect stopped vehicles
unless equipped with an auxiliary device. Doppler microwave sensors have
been found to perform poorly at intersection locations as volume
counters (Kranig, et. al., 1997).

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 14 Mar. 2000

Manufacturer name: GMH Engineering Sales representative name(s):

Address: Address:

336 Mountain Way Drive

Orem, UT 84058

Phone number: (801) 225-8970 Phone number:

Fax number: (801) 225-9008 Fax number:

e-mail address: priz@gmheng.com e-mail address:

URL address: www.gmheng.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Delta Speed Sensor, Model DRS1000

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** The DRS1000 is a small,
inexpensive non-contact speed sensor. The output from the sensor is a
frequency pulse. Besides vehicle speed, the output can be used to
determine vehicle count, distance between vehicles, and general vehicle
classification.

**SENSOR TECHNOLOGY AND CONFIGURATION:** The Delta Speed Sensor utilizes
Doppler radar technology. The sensor is mounted over the lane of traffic
that you wish to monitor.

**SENSOR INSTALLATION:** The Delta Speed Sensor requires a 12 VDC power
supply. It should be mounted over the lane of traffic one wishes to
monitor. It is aimed at an angle looking up or down the road. The sensor
monitors the traffic coming towards or moving away from the sensor.

**INSTALLATION TIME (Per Lane):** One hour

**INSTALLATION REQUIREMENTS:** 12 VDC and an overhead structure on which
to mount the sensor (highway sign, overpass, etc).

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One lane per
sensor

**PRODUCT CAPABILITIES/FUNCTIONS:** The pulse output of the Delta Speed
Sensor is proportional to both a speed measurement and a length
measurement. The sensor has a frequency output directly proportional to
speed. It gives out 211.6 pulses per second for every mile per hour of
speed measured (131.5 pulses per second for every kilometer per hour of
speed measured). Also, the total number of pulses is equal to the length
of the vehicle passing under the sensor regardless of the speed of the
vehicle. Every 144 pulses equal one foot of length (4.7 pulses equals
one foot of length (4.7 pulses one centimeter). With this information,
one may determine the speed of the vehicles passing under the sensor,
the length of the vehicles (may be used for general vehicle
classification), the distance between vehicles, and the number of
vehicles.

**RECOMMENDED APPLICATIONS:** Anywhere traffic habits need to be
monitored inexpensively, without tearing up the roadway, and without
expensive maintenance costs.

**POWER REQUIREMENTS (watts/amps):** 9.5 to 16.5 VDC (200mA @ 12 VDC)

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:** If you wish to input the signal form the
sensor into your computer, your computer will need to be able to accept
a frequency or counter input. Or, we can provide you with a frequency
counter with a RS232 output. They cost \$180.00

**DATA OUTPUT:** 0 to 5 V square waves, differential line driver.

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

One Lane

Cost of Delta DRS1000 Speed Sensor \$1,595.00

Cost of installation at \$100.00/hr labor \$100.00

TOTAL \$1,696.00\*

Four lanes

Cost of 4 Delta DRS1000 Speed Sensor \$6,380.00

Cost of installation at \$100.00/hr labor \$400.00

TOTAL \$6,780.00\*

\*Note: The above prices do not reflect any quantity discounts.

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

This is a new product, but it is being tested and is being used in quite
a few countries worldwide. Please contact us for references.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: April 1, 2000

Manufacturer name: Electronic Sales representative name(s):

Integrated Systems Inc. (EIS) Robert Bruce

Address: Address:

150 Bridgeland Avenue 150 Bridgeland Avenue

Toronto, Ontario, Canada M6A 1Z5 Toronto, Ontario, Canada

Phone number: (416) 785-9248 Phone number: (416) 785-9248

Fax number: (416) 785-9332 Fax number: (416) 785-9332

e-mail address: info@rtms-by-eis.com e-mail address:
robertbruce@rtms-by-eis.com

URL address: www.rtms-by-eis-com URL address: www.rtms-by-eis-com

**PRODUCT NAME/MODEL NUMBER:** EIS Remote Traffic Microwave Sensor
(RTMS)

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** The RTMS is a low-cost, all
weather, true RADAR (Radio Detection And Ranging) device, which provides
true presence, multiple zone, vehicle detection. Its ranging capability
is achieved by frequency Modulated Continuous Wave (FMCW) operation. The
RTMS is a versatile sensor, capable of detecting vehicles presence and
measuring traffic parameters in multiple zones.

**SENSOR TECHNOLOGY AND CONFIGURATION:** The sensor transmits a
microwave energy and receives energy reflected by vehicles and
stationary objects in its path. The nominal 10.525 GHz frequency is
varied continuously in a 45 MHz band. At any given time, there is a
difference between the frequencies of transmitted and received signals.
The difference in frequencies in proportional to the distance between
the RTMS and the vehicle. The RTMS detects and measures that difference
and computes range (distance) to the target. The range resolution if the
RTMS is 2m (7 feet). The RTMS can detect both stationary and moving
targets.

**MOUNTING CONFIGURATION:** The RTMS is an "out-of-pavement" or
non-intrusive sensor, which can be mounted, in the following
configurations.

[Side-Fired:]{.underline} One RTMS unit, mounted on a road-side pole,
aimed at the side of the vehicles, can monitor up to eight (8) lanes of
traffic by mapping detection zones to lanes.

[Forward-Looking:]{.underline} One RTMS unit, mounted on an overhead
structure, aimed at the front or rear of the vehicles, will monitor one
lane of traffic. This configuration provides greater per vehicle speed
measurements

**SENSOR INSTALLATION:** See installation requirements

**INSTALLATION TIME (Per Lane):** Per sensor basis -- 30 minutes
(approx.)

**INSTALLATION REQUIREMENTS:** The RTMS can be mounted on light standard
or poles (Side-Fired) or overhead structures (Forward-Looking). The
recommended mounting height is 5 meters (17 feet) above the road.
Side-fired requires a set-back from the first lane monitored. The
set-back varies with the number of lanes monitored.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** See MONITORING
CONFIGURATIONS

**PRODUCT CAPABILITIES/FUNCTIONS:**

-   Presence detection Contact closure

-   Traffic data accumulation during a programmed measurement period"

-   Volume Number of vehicles passing a detection zone

-   Occupancy % of time a vehicle was present in the detection zone

-   Speed Average speed of vehicles passing the detection zone

-   Vehicle class Number of long vehicles (i.e. semi-trailer trucks) or

> Average time between vehicles (multiples of 0.1 seconds)

-   Communication Serial port RS232

**RECOMMENDED APPLICATIONS:**

-   Multi-lane intersection control, stop-bar and advanced loop
    replacement

-   Freeway traffic management and incident detection systems

-   Ramp metering

-   Off ramp queue control and signal control actuation

-   Work zone and temporary intersection control

-   Permanent and Mobile Traffic Counting Stations

-   Enforcing of speed and red light violation

**POWER REQUIREMENTS (watts/amps)/OPTIONS:**

-   Standard -- 12-24 AC or DC derived from battery, solar, or
    controller

-   Commercial AC -- optional

-   Power Drain -- 6 watts

**CLASSIFICATION ALGORITHMS:** The RTMS statistically determines the
length of an average vehicles. The Long Vehicle Count is incremented by
vehicles deemed to be at least three times the average vehicle length.

**TELEMETRY:** Contact closures can be transmitted by optional
communication systems (e.g. wireless system).

**COMPUTER REQUIREMENTS:**

-   Sensor Set-up -- DOS 3.x

-   Data collection & Analysis -- Windows

**DATA OUTPUT:** Asynchronous Binary Data at 9600 BPS

**DATA OUTPUT FORMATS**: 54 byte data packet

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Optional data collection and
analysis program can format traffic data in Paradox or Dbase.

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/California TRAVINFO; Bay area

USA/Colorado I-25 Colorado Springs, Denver, Grand Junction

USA/Florida Various

USA/Indiana BORMAN

USA/Kentucky TRIMARC

USA/Louisiana Baton Rouge I-12

USA/Maryland CHART II

USA/New Jersey MAGIC 1 --80; NJ Turnpike; Garden City Parkway

USA/New York NY City (Intersections); Van Wyck Expressway, Long Island
Expressway

USA/North Carolina CARAT

USA/Missouri Interstate -- Metro St. Louis

USA/Nebraska Counting stations

USA/Ohio ARTIMIS: City of Jackson (Intersections)

USA/Pennsylvania TOP

USA/South Carolina Incident Detection System I 85, 77, and 26

USA/South Dakota Various

###### Continued on next page

USA/Virginia Hampton Roads Phases II and III

USA/Wisconsin MONITOR

USA/Washington State Various

## 

## Infrared Sensors 

*Active* and *passive* infrared sensors are manufactured for traffic
applications. The sensors are mounted overhead to view approaching or
departing traffic or traffic from a side-looking configuration. Infrared
sensors are used for signal control; volume, speed, and class
measurement, as well as detecting pedestrians in crosswalks. With
infrared sensors, the word detector takes on another meaning, namely the
light-sensitive element that converts the reflected or emitted energy
into electrical signals. Real-time signal processing is used to analyze
the received signals for the presence of a vehicle.

### Active Infrared Sensor

#### Principles of Operation

Active infrared sensors illuminate detection zones with low power
infrared energy supplied by laser diodes operating in the near infrared
region of the electromagnetic spectrum at 0.85 μm. The infrared energy
reflected from vehicles traveling through the detection zone is focused
by an optical system onto an infrared-sensitive material mounted at the
focal plane of the optics.

The active infrared laser sensor has two sets of optics. The
transmitting optics split the pulsed laser diode output into two beams
separated by several degrees as displayed in Figure 24. The receiving
optics has a wider field of view so that it can better receive the
energy scattered from the vehicles. By transmitting two or more beams,
the laser radars measure vehicle speed by recording the times at which
the vehicle enters the detection area of each beam

#### Application and Uses

Active infrared sensors provide vehicle presence at traffic signals,
volume, speed measurement, length assessment, queue measurement, and
classification. Multiple units can be installed at the same intersection
without interference from transmitted or received signals. Modern laser
sensors produce two- and three-dimensional images of vehicles suitable
for vehicle classification. The laser radar illustrated in Figure 25a
mounts 20 to 25 ft (6.1 to 7.6 m) above the road surface with an
incidence angle (i.e., forward tilt) of 5 deg. Its ability to classify
11 types of vehicles has found use on toll roads. Another laser radar
with similar capabilities is shown in Figure 25b. This device can
transmit 2 to 6 beams, which control the length of the scan over the
travel lane.

![](media/image33.wmf){width="2.5069444444444446in"
height="2.0965277777777778in"}

[]{#__RefHeading___Toc491241634 .anchor}Figure 24. Laser radar beam
geometry. (Drawing courtesy of Schwartz Electro-Optics, Orlando, FL).

![](media/image34.wmf){width="2.84375in" height="1.8423611111111111in"}

![](media/image35.jpeg){width="2.890972222222222in"
height="1.8527777777777779in"}

[]{#__RefHeading___Toc491241635 .anchor}Figure 25. Laser radar sensors.

### Passive Infrared Sensors

Passive sensors detect the energy that is emitted from vehicles, road
surfaces, other objects in their field of view, and from the atmosphere,
but they transmit no energy of their own. Non-imaging passive infrared
sensors used in traffic management applications contain one or several
(typically not more than five) energy-sensitive detector elements on the
focal plane that gather energy from the entire scene. The detector in a
non-imaging sensor generally has a large instantaneous field of view.
The instantaneous field of view is equal to the angle, e.g. in the x-y
plane, subtended by a pixel. Objects within the scene cannot be further
divided into sub-objects or pixels (picture elements) with this device.

Imaging sensors, such as modern charge-coupled device (CCD) cameras,
contain two-dimensional arrays of detectors, each detector having a
small instantaneous field of view. The two-dimensional array gathers
energy from the scene over an area corresponding to the field of view of
the entire array. Imaging sensors display the pixel-resolution details
found in the imaged area.

### 

#### Principles of Operation

Passive infrared sensors with a single-detection zone, measure volume,
lane occupancy, and passage. The source of the energy detected by
passive sensors is graybody emission due to the non-zero surface
temperature of emissive objects. Graybody emission occurs at all
frequencies by objects not at absolute zero (-273.15^o^C). If the
emissivity of the object is perfect, i.e., emissivity = 1, the object is
called a blackbody. Most objects have emissivities less than 1 and,
hence, are termed graybodies. Passive sensors can be designed to receive
emitted energy at any frequency. Cost considerations make the infrared
band a good choice for vehicle sensors with a limited number of pixels.
Some models, such as the one shown in Figure 26, operate in the
long-wavelength infrared band from 8 to 14 μm and thus, minimize the
effects of sun glint and changing light intensity from cloud movement.

![](media/image36.jpeg){width="4.201388888888889in"
height="2.2194444444444446in"}

[]{#__RefHeading___Toc491241636 .anchor}Figure 26. Eltec 842 passive
infrared sensor.

When a vehicle enters the sensor's field of view, the change in emitted
energy is used to detect the vehicle as illustrated in Figure 27. A
vehicle entering the sensor's field of view generates a signal that is
proportional to the product of an emissivity difference term and a
temperature difference term when the surface temperatures of the vehicle
and road are equal. The emissivity term is equal to the difference
between the road and the vehicle emissivities. The temperature term is
equal to the difference between the absolute temperature of the road
surface and the temperature contributed by atmospheric, cosmic, and
galactic emission. On overcast, high humidity, and rainy days, the sky
temperature is larger than on clear days and the signal produced by a
passing vehicle decreases. This, in itself, may not pose a problem to a
properly designed passive infrared sensor operating at the longer
wavelengths of the infrared spectrum, especially at the relatively short
operating ranges typical of traffic management applications (Klein,
2001).

![](media/image37.wmf){width="5.863194444444445in"
height="3.1909722222222223in"}

[]{#__RefHeading___Toc491241637 .anchor}Figure 27. Emission and
reflection of energy by vehicle and road surface.

#### Application and Uses

Multi-channel and multi-zone passive infrared sensors measure speed and
vehicle length as well as the more conventional volume and lane
occupancy. These models are designed with dynamic and static-thermal
energy detection zones that provide the functionality of two inductive
loops. Their footprint configuration is shown in Figure 28. The time
delays between the signals from the three dynamic zones are used to
measure speed. The vehicle presence time from the fourth zone gives the
occupancy of stationary and moving vehicles.

![](media/image38.jpeg){width="3.196527777777778in"
height="2.0618055555555554in"}

[]{#__RefHeading___Toc491241638 .anchor}Figure 28. Multiple detection
zone configuration in a passive infrared sensor.

### Advantages

Installation of infrared sensors does not require an invasive pavement
procedure. Some advantages of active infrared sensors are that they
transmit multiple beams for accurate measurement of vehicle position,
speed and class. Also, multi-zone passive infrared sensors measure
speed. Multiple lane presence detection is available in side-looking
models.

### Disadvantages

Several disadvantages of infrared sensors are sometimes cited. Glint
from sunlight may cause unwanted and confusing signals. Atmospheric
particulates and inclement weather can scatter or absorb energy that
would otherwise reach the focal plane. The scattering and absorption
effects are sensitive to water concentrations in fog, haze, rain, and
snow as well as to other obscurants such as smoke and dust. At the
relatively short operating ranges encountered by infrared sensors in
traffic management applications, these concerns may not be significant.
However, some performance degradation in rain, freezing rain, and snow
has been reported (Kranig, et al., 1997). A rule of thumb for gauging
when an infrared sensor may experience difficulty detecting a vehicle is
to note if a human observer can see the vehicle under the same
circumstances. If the observer can see the vehicle, there is a high
probability the infrared sensor will detect the vehicle.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Schwartz Electro Optics Norman Abramson

Address: 3404 N. Orange Blossom Trail Address:

Orlando, FL 32804

Phone number: (407) 298-1802 Phone number:

Fax number: (407) 298-0144 Fax number:

e-mail address: abramson@seo.com e-mail address:

URL address: seo.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Autosense IIA/19471300

**FIRMWARE VERSION/CHIP NO.:** 1.05.11

**SOFTWARE VERSION NO.:** N.A.

**GENERAL DESCRIPTION OF EQUIPMENT:** Scanning Laser Radar for counting
axles and classifying moving vehicles. Detects and classifies vehicles
and gives speed, direction, number of axles, camera trigger, distance
between axles, tow bar detection and height over axle

**SENSOR TECHNOLOGY AND CONFIGURATION:** Scanning infrared laser -- Two
beams with 10 degree separation. Scans 30 degrees with each beam.

**SENSOR INSTALLATION:** Mounts adjacent to the traffic lane at a height
of from 10 to 25 feet

**INSTALLATION TIME (Per Lane):** Approximately 20 minutes

**INSTALLATION REQUIREMENTS:** Need Autosense, mounting plate, power
cable and signal cable

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:**

Detection Accuracy: 99.9%

Axle Detection Accuracy 99.7%

Speed Accuracy: 1 mph @ 60 mph

**RECOMMENDED APPLICATIONS:** Electronic toll collection, traffic data
studies, flow measurement, traffic monitoring.

**POWER REQUIREMENTS (watts/amps):** 35 watts (140 watts with heater)

**POWER OPTIONS:** 115 or 230 VAC (50-60 Hz)

**CLASSIFICATION ALGORITHMS:** FHWA 13 Scheme F or customer specified

**TELEMETRY:** RS-422 (RS-232 optional) serial interface at 19.2, 38.4
or 57.6 K or 1 mbps raw range and intensity data

**COMPUTER REQUIREMENTS:** 166 MHz, 486 or better

**DATA OUTPUT:** Fire data messages in normal mode or range and
intensity in high-speed mode; data files each day -- same as
Trafficsense

**DATA OUTPUT FORMATS:** Binary data files

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Illinois Bruce Hedlund (603) 505-8266

USA/New York Jim Tate (518) 471-4349

USA/Florida Peter Zadarlik (407) 481-9994

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Schwartz Electro Optics Norman Abramson

Address: 3404 N. Orange Blossom Trail Address:

Orlando, FL 32804

Phone number: (407) 298-1802 Phone number:

Fax number: (407) 298-0144 Fax number:

e-mail address: abramson@seo.com e-mail address:

URL address: seo.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Autosense III/19401100

**FIRMWARE VERSION/CHIP NO.:** 1.04.08

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Active infrared overhead vehicle
imaging sensor. Detects and classifies vehicles and gives speed,
direction, lane position, left and right edge, camera trigger, length,
width, height.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Scanning infrared laser -- Two
beams with 10 degree separation. Scans 60 degrees for each beam.

**SENSOR INSTALLATION:** Mounts above multiple traffic lanes at heights
from 20 to 35 feet

**INSTALLATION TIME (Per Lane):** Approximately 1/2 hour

**INSTALLATION REQUIREMENTS:** Need Autosense, mounting plate, power
cable, signal cable

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Three

**PRODUCT CAPABILITIES/FUNCTIONS:**

Scan rate: 720 scans/sec

Field of regard: 80 degrees

Measures per scan: 90

Scanline separation: 10 degrees

Pixel resolution: 0.67 degrees

Detection Accuracy: 99.99%

Classification Accuracy 99%

Lane position accuracy: 0.67 degrees

**RECOMMENDED APPLICATIONS:** Multi-lane toll collection, traffic flow
measurement, routing studies, traffic monitoring

**POWER REQUIREMENTS (watts/amps):** 40 watts (160 watts with heaters
on)

**POWER OPTIONS:** 115 VAC or 230 VAC (50 -- 60 Hz)

**CLASSIFICATION ALGORITHMS:** Based on length, width, height and
vehicle shape

**TELEMETRY:** RS-422 (RS 232 optional) serial interface at 19.2, 38.4,
or 57.6 K band or 1Mbps

**COMPUTER REQUIREMENTS:** 166 MHz, 486 or better

**DATA OUTPUT:** Five data messages in normal mode or range and
intensity in high speed mode

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Florida Haitham Al-Deck (407) 823-2988

The Netherlands Rune Lende 011-47-905-59-406

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Schwartz Electro Optics Norman Abramson

Address: 3404 N. Orange Blossom Trail Address:

Orlando, FL 32804

Phone number: (407) 298-1802 Phone number:

Fax number: (407) 298-0144 Fax number:

e-mail address: abramson@seo.com e-mail address:

URL address: seo.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Autosense II/1947100

**FIRMWARE VERSION/CHIP NO.:** 1.01.XX (Depends on application)

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Active infrared overhead vehicle
imaging sensor. Detects and classifies vehicles and gives speed,
direction, lane position, left and right edge, camera trigger, length,
width, height.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Scanning infrared laser-two
beams with 10 degree separation. Scans 30 degrees for each beam.

**SENSOR INSTALLATION:** Mounts above center of traffic lane at heights
ranging from 20 to 25 feet.

**INSTALLATION TIME (Per Lane):** Approximately 1 hour

**INSTALLATION REQUIREMENTS:** Need Autosense, mounting plate, power
cable, and signal cable

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:**

Scan rate: 720 scans/sec; Field of Regard: 30 degrees;
Measurements/scan: 30

Scanline separation: 10 degrees; Pixel resolution: 1 degree; Range
Accuracy: 3"

Detection Accuracy 99.99%

Classification Accuracy: 99%

Lane Position Accuracy: 1 degree

**RECOMMENDED APPLICATIONS:** Electronic toll collection, traffic
management, bridge/tunnel clearance, traffic studies, traffic mounting

**POWER REQUIREMENTS (watts/amps):** 35 watts (140 watts with heater on)

**POWER OPTIONS:** 115 VAC or 230 VAC, 50-60 Hz

**CLASSIFICATION ALGORITHMS:** Based on vehicle length, width, height,
and shape.

**TELEMETRY:** RS-422 (RS 232 optional) serial interface at 129.2, 38.4
or 57.6 K or 1 Mbps raw range and intensity data

**COMPUTER REQUIREMENTS:** 116 MHz, 486 or better

**DATA OUTPUT:** Five data messages in normal mode or range and
intensity in high-speed mode.

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

Canada/Ontario A.J. Mohenred (905) 265-1733

USA/Florida Doug Martin (805) 488-5687

USA/Colorado Amos Pace (609) 235-5252

USA/New York Joe Lipari (732) 287-8585

USA/California Sialele Malope (658) 646-4200

South Korea Yang-Jong Park 011-02-531-8704

Italy Stefano Zoppi 011-39-55-420-2322

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Schwartz Electro Optics Norman Abramson

Address: 3404 N. Orange Blossom Trail Address:

Orlando, FL 32804

Phone number: (407) 298-1802 Phone number:

Fax number: (407) 298-0144 Fax number:

e-mail address: abramson@seo.com e-mail address:

URL address: seo.com URL address:

**PRODUCT NAME/MODEL NUMBER:** Trafficsense

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Advanced traffic data collection
system. Collects traffic data on single and multi-lane highways. Data
includes number of vehicles, vehicle class, speed, lane occupancy,
headway.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Scanning infrared laser
sensors, data logging computer with wireless modem that connects to the
internet

**SENSOR INSTALLATION:** Sensors mount above traffic lanes at heights
from 20 to 35 feet. Computer and modem mount beside traffic lanes in a
NEMA enclosure

**INSTALLATION TIME (Per Lane):** Approximately 2 hours

**INSTALLATION REQUIREMENTS:** Need Autosense sensors, mounting plates,
signal cables, power cables, computer, wireless modem, NEMA enclosure

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Three

**PRODUCT CAPABILITIES/FUNCTIONS:**

Vehicle Detection Accuracy: 99.9%

Vehicle Classification Accuracy: 99%

Speed Accurcacy: 1 mph at 60 mph

**RECOMMENDED APPLICATIONS:** Traffic management, traffic monitoring,
traffic studies

**POWER REQUIREMENTS (watts/amps):**

Sensors: 40 watts ead (180 watts with heaters)

Computer and modem: 150 watts

**POWER OPTIONS:** 115 VAC (230 VAC optional) 50-60 Hz

**CLASSIFICATION ALGORITHMS:** Eleven vehicle classes based on vehicle
length, width, height shape

**TELEMETRY:** RS-422 from sensors to computers. Web browsing software
with access

**COMPUTER REQUIREMENTS:** 166 MHz, Pentium or better

**DATA OUTPUT:** Data files for each day. Data summarized at 30 second
intervals. Files can be down loaded over internet. Real time traffic
data display

**DATA OUTPUT FORMATS:** Binary data files

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** Excel spreadsheet for
display and graphing of data

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Florida Haitham Al-Deek (407) 823-2988

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 20 March 2000

Manufacturer name: Sales representative name(s):

Infrared Technologies Carlos Ghigliotty

Address: Address:

608 Washington Blvd., Suite 304 608 Washington Blvd., Suite 304

Laurel, MD 20707 Laurel, MD 20707

Phone number: (301) 470-4055 Phone number: (301) 470-4055

Fax number: Fax number: (301) 470-4055

e-mail address: e-mail address

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Video mapping system

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:**

**SENSOR TECHNOLOGY AND CONFIGURATION:** Infrared/visible low light
cameras integrated into a mapping system

**SENSOR INSTALLATION:** Inside the light bar or inside the car

**INSTALLATION TIME (Per Lane):** N/A

**INSTALLATION REQUIREMENTS:**.N/A

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Two

**PRODUCT CAPABILITIES/FUNCTIONS:** See literature

**RECOMMENDED APPLICATIONS:**

**POWER REQUIREMENTS (watts/amps):** 12V 20 watts

**POWER OPTIONS:** N/A

**CLASSIFICATION ALGORITHMS:** N/A

**TELEMETRY:** Available

**COMPUTER REQUIREMENTS:** P2 450

**DATA OUTPUT:** Video RS170 GPS Data

**DATA OUTPUT FORMATS:** 66A + TV6

RS120 or NTSC

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):** N/A

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT INFRARED TECHNOLOGIES FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: February 2000

Manufacturer name: Sales representative name(s):

Eltec Instruments Inc.

Address: P.O. Box 9610 Address:

Daytona Beach, FL 32120-9610

Phone number: 800 874-7780 Phone number

Fax number (904) 258-3791 Fax number:

URL address:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Model 862-61 Long Range Passive Infrared
Telescope.

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Long range vehicle or personnel
detection (500 ft.)

**SENSOR TECHNOLOGY AND CONFIGURATION:** Thermal infrared weatherproof
tube.

**SENSOR INSTALLATION:** Overhead pole, mastarm, bridge, building wall.

**INSTALLATION TIME (Per Lane):** Install bracket and run wire, point to
aim

**INSTALLATION REQUIREMENTS:** Table (non-swaying) structure

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:**

**PRODUCT CAPABILITIES/FUNCTIONS:** Upstream vehicle detection for
traffic signal stretch. Range greater than 500 ft. for vehicles.
Primarily designed for intrusion detection or signaling alert if vehicle
enters forbidden zone (e.g. prior to blasting).

**RECOMMENDED APPLICATIONS:** Signal control at temporary construction
sites, temporary replacement of failed lop detectors, side street demand
only signal control.

**POWER REQUIREMENTS (watts/amps):** 10.5 to 28 VDC @ 75 MA max

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:** Presence

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

> DEA, FBI, Secret Service, Border Patrol (US and Canada both), US Army,
> Private Roadway Alarm, Foreign Countries from Norway to Korea,
> especially the Middle East.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: January 2000

Manufacturer name: Sales representative name(s):

Eltec Instruments Inc.

Address: P.O. Box 9610 Address:

Daytona Beach, FL 32120-9610

Phone number: 800 874-7780 Phone number

Fax number (904) 258-3791 Fax number:

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Model 833 Passive Infrared Traffic
Monitor

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Small optical vehicle detector

**SENSOR TECHNOLOGY AND CONFIGURATION:** Thermal infrared moving vehicle
detector in weatherproof aluminum case.

**SENSOR INSTALLATION:** Overhead/pole or mast arm mount or bridge.

**INSTALLATION TIME (Per Lane):** Attach bracket and run wire

**INSTALLATION REQUIREMENTS:** Pole or mastarm

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One

**PRODUCT CAPABILITIES/FUNCTIONS:** Traffic counting at highway or city
speeds. Will not interfere with any other equipment (totally passive).

**RECOMMENDED APPLICATIONS:** Highway vehicle counting

**POWER REQUIREMENTS (watts/amps):** 115 VAC @ 2W max

**POWER OPTIONS:** 230 VAC @ 2W or 12VDC @ 22 MA max

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:** Presence

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

CONTACT ELTEC INSTRUMENTS FOR CURRENT LIST OF REFERENCES.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: January 2000

Manufacturer name: Sales representative name(s):

Eltec Instruments Inc.

Address: P.O. Box 9610 Address:

Daytona Beach, FL 32120-9610

Phone number: 800 874-7780 Phone number

Fax number (904) 258-3791 Fax number:

e-mail address: e-mail address

URL address: URL address:

**PRODUCT NAME/MODEL NUMBER:** Model 842 Overhead Vehicle Presence
Sensor

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:**

**GENERAL DESCRIPTION OF EQUIPMENT:** Small, self-contained optical
(mount and aim) sensor with relay output for vehicle presence detection.

**SENSOR TECHNOLOGY AND CONFIGURATION:** Passive thermal infrared sensor
technology, overhead mount (pole/mast arm) configuration.

**SENSOR INSTALLATION:** Overhead/pole or mast arm mount, aimed at lane
to be monitored.

**INSTALLATION TIME (Per Lane):** Attach bracket and run wire

**INSTALLATION REQUIREMENTS:** Pole or mastarm

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One lane (ideal)

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle presence sensor with relay
output. (Multiple units at installation will not interfere with each
other; device operation cannot interfere with radios or other electronic
equipment).

**RECOMMENDED APPLICATIONS:** Signal control at temporary construction
sites, temporary replacement of failed lop detectors, side street demand
only signal control.

**POWER REQUIREMENTS (watts/amps):** 10.0 watts max. \@120 VAC

**POWER OPTIONS:** 240 VAC, optional

**CLASSIFICATION ALGORITHMS:** N/A

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** N/A

**DATA OUTPUT:**

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Florida

USA/California

USA/North Carolina

## Ultrasonic Sensors

### Principles of Operation

Ultrasonic sensors transmit pressure waves of sound energy at a
frequency between 25 and 50 KHz, which are above the human audible
range. Most ultrasonic sensors, such as the model shown in Figure 29,
operate with pulse waveforms and provide vehicle count, presence, and
occupancy information. Pulse waveforms measure distances to the road
surface and vehicle surface by detecting the portion of the transmitted
energy that is reflected towards the sensor from an area defined by the
transmitter's beamwidth. When a distance other than that to the
background road surface is measured, the sensor interprets that
measurement as the presence of a vehicle. The received ultrasonic energy
is converted into electrical energy that is analyzed by signal
processing electronics that is either collocated with the transducer or
placed in a roadside controller.

![](media/image39.jpeg){width="3.1166666666666667in"
height="2.1972222222222224in"}

[]{#__RefHeading___Toc491241639 .anchor}Figure 29. TC-30C ultrasonic
range-measuring sensor. (Photograph courtesy of Microwave Sensors, Ann
Arbor, MI).

### Application and Uses

Pulse energy transmitted at two known and closely spaced incident angles
allows vehicular speed to be calculated by recording the time at which
the vehicle crosses each beam. Since the beams are a known distance
apart, the speed is given by Eq. (6). Constant frequency ultrasonic
sensors that measure speed using the Doppler principle are also
manufactured. However, these are more expensive than pulse models.

The preferred mounting configurations for range-measuring, pulsed
ultrasonic sensors are downward looking and side viewing as shown in
Figure 30. The range-measuring ultrasonic sensor transmits a series of
pulses of width *T~p~* (typical values are between 0.02 and 2.5 ms) and
repetition period *T*~0~ (time between bursts of pulses), typically 33
to 170 ms. The sensor measures the time it takes for the pulse to arrive
at the vehicle and return to the transmitter. The receiver is gated on
and off with a user-adjustable interval that helps to differentiate
between pulses reflected from the road surface and those reflected from
vehicles. The detection gate is adjusted to detect an object at a
distance greater than approximately 0.5 m above the road surface.

Automatic pulse-repetition frequency control reduces effects of multiple
reflections and improves the detection of high-speed vehicles. This
control is implemented by making the pulse repetition period as short as
possible by transmitting the next pulse immediately after the reflected
signal from the road is received (Kumagai, et al., 1992). A hold time
*T~h~* (composite values from manufacturers range from 115 ms to 10 s)
is built into the sensors to enhance presence detection.

### 

### Advantages

Installation of ultrasonic sensors does not require an invasive pavement
procedure. Also, some models feature multiple lane operation.

![](media/image40.jpeg){width="6.263888888888889in"
height="4.0993055555555555in"}

[]{#__RefHeading___Toc491241640 .anchor}Figure 30. Mounting of
ultrasonic range-measuring sensors. (Courtesy of Microwave Sensors, Ann
Arbor, MI).

### Disadvantages

Temperature change and extreme air turbulence may affect the performance
of ultrasonic sensors. Temperature compensation is built into some
models. Large pulse repetition periods may degrade occupancy measurement
on freeways with vehicles traveling at moderate to high speeds.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: 2/29/00

Manufacturer name: Sales representative name(s):

Sumitomo Electric. Takehiko Barada

Address: 1-1-3 Shimaya Address: 3235 Kifer Road

Konohana-ku, Osaka 554-0024 Suite 150

Japan Santa Clara, CA 95051

Phone number: +81 6-6461-1031 Phone number: (408) 737-8517

Fax number: +81 6-6466-3305 Fax number: (408) 737-0134

e-mail address: www@prs.sei.co.jp e-mail address: barada@sumitomo.com

URL address: www.sel.co.jp URL address:
[www.sumitomo.com/its/](http://www.sumitomo.com/its/)

**PRODUCT NAME/MODEL NUMBER:** SDU-420

**FIRMWARE VERSION/CHIP NO.:** N/A

**SOFTWARE VERSION NO.:** N/A

**GENERAL DESCRIPTION OF EQUIPMENT:** Ultrasonic Vehicle Detector

**SENSOR TECHNOLOGY AND CONFIGURATION:** Ultrasound

**SENSOR INSTALLATION:** Overhead

**INSTALLATION TIME (Per Lane):**

**INSTALLATION REQUIREMENTS:** Pole arm

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** One lane/head

**PRODUCT CAPABILITIES/FUNCTIONS:** Presence, occupancy, classification
(two)

**RECOMMENDED APPLICATIONS:** Advanced traffic signal control, freeway
monitoring,

**POWER REQUIREMENTS (watts/amps):** 160 va

**POWER OPTIONS:** N/A

**CLASSIFICATION ALGORITHMS:** Vehicle height

**TELEMETRY:** N/A

**COMPUTER REQUIREMENTS:** NO

**DATA OUTPUT:** NEMA TS1, custom

**DATA OUTPUT FORMATS:** N/A

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** N/A

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

Approx. \$1,900/one lane & installation cost

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

Japan

### 

## Passive Acoustic Array Sensors

Acoustic sensors measure vehicle passage, presence, and speed by
detecting acoustic energy or audible sounds produced by vehicular
traffic from a variety of sources within each vehicle and from the
interaction of a vehicle's tires with the road. When a vehicle passes
through the detection zone, an increase in sound energy is recognized by
the signal-processing algorithm and a vehicle presence signal is
generated. When the vehicle leaves the detection zone, the sound energy
level drops below the detection threshold and the vehicle presence
signal is terminated. Sounds from locations outside the detection zone
are attenuated.

### Principles of Operation

Two models of acoustic sensors are marketed. Both detect the sounds
produced by approaching vehicles with a two-dimensional array of
microphones. The SmartSonic acoustic sensor shown on the left in Figure
31 detects vehicles by measuring the time delay between the arrival of
sound at the upper and lower microphones, which are arranged in a
vertical and horizontal line through the center of the aperture. The
time delay changes as the vehicle approaches the array. When the vehicle
is inside the detection zone, the sound arrives almost instantaneously
at the upper and lower microphones. When the vehicle is outside the
detection zone, sound reception at the upper microphone is delayed by
the intermicrophone distance. The size and shape of the detection zone
are determined by the aperture size, processing frequency band, and
installation geometry of the acoustic array. The SmartSonic sensor is
tuned to a center frequency of 9 KHz with a 2 KHz bandwidth. Preferred
mounting is at 10 to 30 degrees from nadir with a detection range of 20
to 35 ft (6 to 11 m).

### Application and Uses

The speed of a detected vehicle is determined with an algorithm that
assumes an average vehicle length. Vehicle presence detection is through
an optically isolated semiconductor. When the optional acoustic sensor
controller board is installed in a NEMA or 170 cardfile, two detection
zones can be used in a speed trap mode to measure vehicle speed. The
speed trap activates relay outputs that simulate two inductive loops
connected to a NEMA or 170 controller. The SmartSonic is recommended for
data collection applications on bridges and other roads where
non-intrusive sensors are required and where slow moving vehicles in
stop and go traffic flow are not present.

The SAS-1 acoustic sensor on the right in Figure 31 uses a fully
populated microphone array and adaptive spatial processing to form
multiple zones that receive the acoustic energy from up to 6 to 7 lanes
when the sensor is mounted over the center of the roadway. Five lanes
are the practical limit for the side-mounting configuration. During
setup, the detection zones are steered to positions that correspond to
the monitored traffic lanes. The detection zones are self normalized and
polled for vehicles every 8 minutes. The detection zone is equivalent to
that of a 6-ft inductive loop in the direction of traffic flow and is
user selectable in the cross-lane direction.

![](media/image41.jpeg){width="3.125in"
height="2.5409722222222224in"}![](media/image42.png){width="2.775in"
height="2.6368055555555556in"}

[]{#__RefHeading___Toc491241641 .anchor}Figure 31. Acoustic array
sensors.

Acoustic frequencies between 8 and 15 KHz are processed by this sensor,
which accommodates mounting heights between 20 and 40 ft (6 to 12 m).
The output data are volume, lane occupancy, and average speed for each
monitored lane over a user-specified period (e.g., 20s, 30s, 1 min).
Vehicle presence is provided by an optional relay interface.

### Advantages

Installation of passive acoustic array sensors does not require and
invasive pavement procedure. Acoustic sensors are insensitive to
precipitation and multiple lane operation is available in some models.

### Disadvantages

Cold temperatures have been reported as affecting the accuracy of the
data from acoustic sensors. Also, specific models are not recommended
with slow moving vehicles in stop and go traffic.

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date:March 22, 2000

Manufacturer name: International Road Sales representative name(s): Rod
Klashinsky

Dynamics, Inc.

Address: 702 43^rd^ Street East Address:

Saskatoon SK, S7K 3T9 Canada

Phone number: 306-653-6600 Phone number:

Fax number: 306-242-5599 Fax number:

e-mail address: info@irdinc.com e-mail address:

URL address: www.irdinc.com URL address:

**PRODUCT NAME/MODEL NUMBER:** IRD SmartSonic™ Vehicle Detection System

**FIRMWARE VERSION/CHIP NO.:** NA

**SOFTWARE VERSION NO.:** NA

**GENERAL DESCRIPTION OF EQUIPMENT:** The IRD Smartsonic™ Vehicle
Detection System is based on acoustic-sensing and signal processing
technologies. The SmartSonic™ sensors are mounted non-intrusively above
or beside roadways on existing structures such as bridges, overhead
traffic signs or light poles. Structures may be installed specifically
to mount the sensors if required. IRD SmartSonic™ Vehicle Detection
Systems are ideal for detection of vehicles on roadways where lane
closure is not an option.

**SENSOR TECHNOLOGY AND CONFIGURATION:** SmartSonic™ detectors are
acoustic-sensing technology for vehicle detection. A single detector
provides vehicle detection per lane.

**SENSOR INSTALLATION:** Sensors may be installed above or beside
roadways using existing structures or specifically installed structures.

**INSTALLATION TIME (Per Lane):** Typically 4 hours.

**INSTALLATION REQUIREMENTS:** Please see attached product information
for details.

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Four (4)
SmartSonic™ sensors can interface to a single SmartSonic™ controller to
monitor 4 lanes.

**PRODUCT CAPABILITIES/FUNCTIONS:** Vehicle detection, Traffic counting,
Occupancy Counts per lane of Traffic.

**RECOMMENDED APPLICATIONS:** Vehicle detection, Traffic counting,
Occupancy Counts per lane of traffic in free-flow traffic at speeds of
more than 30 MPH.

**POWER REQUIREMENTS (watts/amps):** 12-24 VDC

**POWER OPTIONS:** DC or solar.

**CLASSIFICATION ALGORITHMS:** Up to 3 classes.

**TELEMETRY:** Yes

**COMPUTER REQUIREMENTS:** A laptop computer may be used for information
retrieval with serial communication software such as HyperTerminal.

**DATA OUTPUT:** Serial or contact closure.

**DATA OUTPUT FORMATS:** ASCII

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:** NA

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

1-lane: \$ 4,000 US

4-lane: \$ 12,000 US

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Massachusetts

USA/Texas

USA/Arizona

**MANUFACTURER AND VENDOR INFORMATION**

Effective Date: August 1, 2000

Manufacturer name: SmarTek Systems Sales representative name(s):

Greg Pieper

Address: 14710 Kogan Drive Address: 295 Waycross Way

Woodbridge, VA 22193 Arnold, MD 21072

Phone number: (703) 680-6554 Phone number: (410) 315-9727

Fax number: Fax number: (410) 384-9264

e-mail address: e-mail address: sales@smarteksys.com

URL address: URL address: www.smarteksys.com

**PRODUCT NAME/MODEL NUMBER:** SAS-1

**FIRMWARE VERSION/CHIP NO.:**

**SOFTWARE VERSION NO.:** Revision 20

**GENERAL DESCRIPTION OF EQUIPMENT:** A passive acoustic, multilane,
side fire vehicle detector/counter

**SENSOR TECHNOLOGY AND CONFIGURATION:** Passive acoustic

**SENSOR INSTALLATION:** Side Fire

**INSTALLATION TIME (Per Lane):** 5 minutes

**INSTALLATION REQUIREMENTS:** Pole mount; bucket truck

**MAXIMUM NUMBER OF LANES MONITORED SIMULTANEOUSLY:** Five

**PRODUCT CAPABILITIES/FUNCTIONS:** True presence, traffic count
(volume), speed (average and per vehicle), lane occupancy, 15 -- 60 day
data storage (dependent on memory version)

**RECOMMENDED APPLICATIONS:** Traffic monitoring of highways, etc

**POWER REQUIREMENTS (watts/amps):**

**POWER OPTIONS:**

**CLASSIFICATION ALGORITHMS:**

**TELEMETRY:**

**COMPUTER REQUIREMENTS:**

**DATA OUTPUT:** See capabilities/functions

**DATA OUTPUT FORMATS:**

**SUPPORTING DATA BASE MANAGEMENT SYSTEM:**

**EQUIPMENT AND INSTALLATION COSTS (One-lane and four-lane):**

**STATES CURRENTLY USING THIS EQUIPMENT:**

**[Country/State]{.underline} [Contact name]{.underline} [Telephone
number]{.underline}**

USA/Arizona Tim Wolf (602) 712-6622

USA/Arizona Glenn Jonas (602) 712-6587

USA/California Edward Fok (213) 485-8609

USA/Idaho Jim Larsen (208) 387-6197

USA/Virginia Cyndi Ward (804) 692-0390

USA/Virginia Mr. Stephany Hanshaw (757) 464-9907

USA/New York Bill Platt (607) 324-8412

# Chapter 6 - References

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Caldera, R., *Long-Term Stable Quartz WIM Sensors, Proceedings --
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Dept., Santa Fe, NM.

Castle Rock Consultants*, Automated Traffic/Truck Weight Monitoring
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Chang, E. C-P and H. Kunhuang, "Incident Detection Using Advanced
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Fowler, D. W., *Selection of Bonding Materials for Piezoelectric
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and Transportation Dept., Santa Fe, NM.

Gordon, R.L., R.A. Reiss, H. Haenel, E.R. Case, R.L. French, A.
Mohaddes, and R. Wolcott, *Traffic Control Systems Handbook*,
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Transportation, Washington, D.C., Feb. 1996.

Halvorsen, Don, *Finger on the Pulse -- Piezos on the Rise*, Traffic
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JAMAR Technologies, Inc., *Catalog Number 7*, Horsham, PA.

Kell, J.H. and I.J. Fullerton, *Traffic Detector Handbook*, Second
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Kistler Instrumente AG, *Weigh In Motion: The First System for
Monitoring at Any Speed*, Winterthur, Switzerland, October 1997.

Klein L. A. and M.R. Kelley, *Detection Technology for IVHS*, *Vol. I*:
*Final Report*, FHWA-RD-95-100, Federal Highway Administration, U.S.
Department of Transportation, Washington, D.C., Dec. 1996.

Klein, L. A., *Millimeter-Wave and Infrared Multisensor Design and
Signal Processing*, Artech House, Norwood, MA, 1997.

Klein, L. A*., Final Report*: *Mobile Surveillance and Wireless
Communication Systems Field Operational Test - Vol. 1*: *Executive
Summary*, California PATH Res. Rpt. UCB-ITS-PRR-99-6, University of
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Organization, System Design, Results, Conclusions, and Recommendations*,
California PATH Res. Rpt. UCB-ITS-PRR-99-7, University of California,
Berkeley, Richmond, CA, Mar. 1999.

Klein, L. A., *Data Requirements and Sensor Technologies for ITS*,
Norwood, MA, Artech House, 2001.

Kranig J., E. Minge, and C. Jones, *Field Test of Monitoring of Urban
Vehicle Operations Using Non-Intrusive Technologies*, FHWA-PL-97-018,
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Kumagai, Y., T. Yamamoto, M. Deguchi, and S. Yamaoka, *Ultrasonic
Detector and New Type Sensors for Urban Traffic Control System*s,
Sumitomo Electric Industries, 1992.

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> News, Oct. 6, 1999, p.4.

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# APPENDIX A :

Vendor/Manufacturer Database

Vendor Survey (Blank)

Vendor Form Letter

#