Led Workshop Notes

WORKSHOP NOTESStakeholder Workshop to Solicit Feedback on LED Issues and

Potential Solutions with Ice and Snow Build-Up on LED Traffic Signal Lenses

December 14-15, 2010Institute of Transportation Engineers Conference Room

Washington, DC

Topic 1: INTRODUCTION

AGENDA A copy of the Workshop Agenda is included as Attachment 1.

PARTICIPANTS A sign-in sheet was provided to participants. The sign-in form includes a conflict of interest statement that indicates the participants’ are agreeing to by their signature. The participant list, including interested, individuals in the subject matter are included in Attachment 2.

WELCOME (BRAHMS) Thomas Brahms, ITE Executive Director, welcomed the Workshop participants. LED traffic signal usage has increased dramatically over the past decade resulting in significant reductions in energy consumption. With increased usage the industry discovers issues that need to be addressed. One such issue is weather related in that in certain conditions ice and snow build up on the signals obscuring the indications.

The Institute’s LED related standards continue to be reviewed and when appropriate revised to address arising needs. The Institute in cooperation with the FHWA has scheduled this workshop to determine the nature of the problem and what if any changes to our standards needs to be made. We have assembled representatives from public agencies and industry.

Also present for the duration of the workshop is a representative from the Institute’s legal counsel to bring to our attention and to curtail any conversation with respect to antitrust issues.

WELCOME (ARNOLD) Robert Arnold welcomed the Workshop participants from the perspective of USDOT and FHWA. Bob indicated being able to clearly see traffic signals and save energy is very important to stakeholders. DOT is concerned from a safety and motoring public perspective.

Participants introduced themselves and made a brief statement regarding what they were expecting to learn through the workshop.

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Stakeholder Workshop to Solicit Feedback on LED Issues and Potential Solutions with Ice and Snow Build-Up on LED Traffic Signal LensesWorkshop Dates: December 14-15, 2010

Draft Meeting Notes as of:: February 23, 2011

WORKSHOP PRESENTATIONS The Following Workshop presentations are available as attachments to the Workshop Proceedings on the ITE Website. (Each presentation will be provided once the Proceedings are finalized.)

Attachment 4Scope of Workshop, Goal of Workshop and ITE’s Task with USDOT, Edward R. StollofAgenda Item 5Date: December 14, 2010

Attachment 5Geographic, Environmental and LED Surface Conditions

Based on Literature Review, Edward R. Stollof

Institute of Transportation EngineersAgenda Item 6Date: December 14, 2010

Attachment 6Combating the Effects of Snow and Ice on LED Traffic Signals: The City of Green Bay Response, David J.A. Hansen, P.E., PTOECity Traffic Engineer, City of Green Bay, Wisconsin, Department of Public Works, Traffic Division Agenda Item 8Date: December 14, 2010

Attachment 7Experience with Snow Build-Up on LED Traffic Signal LensesJoanna Bush, P.E., State Traffic Signal Systems Engineer, Wisconsin DOTAgenda Item 9Date: December 14, 2010

Attachment 8LED Snow Pack, Guillermo Ramos, New York State Department of Transportation December 14, 2010 Agenda Item 10Date: December 14, 2010

Attachment 9ITE LED Traffic Signal Workshop on Snow and Ice Buildup: Crash, Risk, and Liability Issues, Daren E. Marceau, PE, MS, Forensic Traffic Specialists, PLLCAgenda Item 11Date: December 14, 2010

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Attachment 10SNOW SENTRY™, Fortran Traffic Systems, Marty Gedhu, Agenda Item 15Date: December 14, 2010

Attachment 11McCain’s Snow Scoop Visor™, Matt KellyAgenda Item 16Date: December 14, 2010

Attachment 12Green Light Deicers, LLC, Thomas StroudAgenda Item 17Date: December 14, 2010

Topic 2: Scope of ITE Workshop and ITE Task with USDOT• Formally address the snow and ice build up on-LED traffic signal modules within the

range of meteorological conditions under which the problem takes place.• Based on the problem definition, it is anticipated that revisions to the standards may need

to be made and solutions evaluated against prospective standards and testing procedures. • Tasks

o Survey of Agencies and Practice to Develop a Problem Definition o Conduct Stakeholder Workshop o (December 14-15)o Workshop Follow-upo Preparation of Informational Report

Topic 3: Environmental / Geographic Issues

Definition of the Problem

Scaleo Dakota County, MN: Experienced three events in 10 years. This is primarily a

spring event that occurs around the freezing in the morning and then, melts in the afternoons when the problem resolves itself.

o MNDOT: A few storms per year primarily an issue in northern-part of Minnesota (e.g. Bemedji). Problems occur in late fall and early spring.

o City of Minneapolis: Two events in six years that caused snow/ice build-up. o Do we know how many times the set of “unique factors” have come together to

produce “Perfect Storms” in the USA and Canada?

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Geographyo Northern tier states predominantlyo Midwesto Canadao Check out the most recent “blizzard”

Factorso Precipitationo Type (rain, drizzle, sleet, snow, hail)o Example: City of Minneapolis: This has consisted of a wet, 4-6 inch snow with

wind-driven from north/northwest followed by freezing temperatures leaving a frozen layer between snow and LED traffic signal. Need crews to deal with it.

o In the York Region (Canada) they have found the key is the wet snow right at the freezing and about 5 cm accumulation, plus sudden temperature drop.

o Colorado lows with counter rotating snows. Low areas impacted mosto The amount of snow was not a significant impact on the snow and ice build-up.

Combinations thereof:o Is freezing rain in combination with snow also a concern? It appears that in many

situations the perfect storm starts with a freezing rain to provide snow surface to stick on signal head -- just below freezing

Wind Direction / Gusts Wind Speed Temperature (including post-storm) Temperature drop Humidity / Moisture Sky Conditions (including post-storm) (Air temperature?) Temperature of signal lens and housing? Cloudy conditions Longevity (duration of snow/ice event) Lenses materials and coatings? Type of lenses did not matter, build-up still occurred.

Predictability In southern Virginia, certain intersections more likely to accumulate snow and ice. In Green Bay, WI certain corridors are more susceptible. Military Avenue, for example

is an arterial with wide open areas. Downtown areas can cause snow/ice build-up with swirling winds.

MNDOT: Open areas are more of an issue (Hehman) In Delaware, don’t predict locations, just react to calls. See a lot of fluctuation

above/below freezing line – raises as many issue with freezing rain / sleet.

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(Bush)Don’t predict locations and respond to calls. Twice a year have this type of event in December or late in April / March. Appears to be wet snow that we struggle with in Wisconsin.

Have any agencies begun to develop procedures to formalize the analysis of the problem?o Collecting data (amount of snow, etc.)? o Any ad-hoc efforts to help quantify the problem?

The scale of this issue may change as we get more into active traffic management with lane use signs or reversible lane signs.

o Contacted Paul Pisano (FHWA) with regard to the integration into weather decision systems.

The ability to be able to actively monitor weather systems would be helpful. Traffic engineers could change signal timing to all-red based on weather patterns.

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Topic 4: Three Case Studies

Case StudiesCITY OF GREEN BAY WISDOT NYSDOT

Solutions Used to Mitigate LED Snow/Ice

Use swivel scrub on a telescoping pole

Installed both vented visors and clear covers

Chemical Deicer Goal in these condition

is to have two displays per approach clear with overheads the first priority

Test bed completed in response to April 2010 storm

WisDOT currently owns/maintains approximately 950 signalized intersections. All intersections were upgraded to LEDs by 2006.

In Wisconsin we historically have experienced approx. 2 snow events per year where conditions are just right to obscure signal heads

Winter 2008/2009: A handful of Fortran’s Snow Sentry’s were purchased in 2008 and installed at isolated intersections around the state.

Winter 2010: WisDOT purchased and installed a handful of McCain’s Scoop Tunnel Visors and has installed them at the same intersections as the Snow Sentry installations so that we can do side by side comparison.

Also purchased Intelight’s Automatic Lens Defrosters. Intellilight lens defroster. Had issues with how to wire with Leotek lenses.

Something that draws electricity not high on the list especially with only 2 events per year event.

• Intersection is placed into ALL RED (we use the stop timing switch, catching a all red timing interval)

• Traffic Signal Maintenance vehicles are pulled into the intersection to block traffic.

• Personnel quickly remove packed snow with long paint roller extensions equipped with a brush.

• This process takes less than 2 minutes.

Snow Scoop Tunnel Visors. These devices provided no noticeable benefits, and in some cases resulted in additional snow stack on top of the hoods.

Pressurized windshield washer fluid. This was useful to remove packed snow but it didn’t prevent snow from sticking on lenses.

Use of Rain-X?

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Case StudiesCITY OF GREEN BAY WISDOT NYSDOT

How much is defroster and its energy consumptions? Wattage consumption of Intellilight is 34 watts each

What is time and cost for your staff to clean off heads?

The State’s model is to clean the LED heads where they receive calls. The state will not pull crews from away knock downs. They do not have the quantification of time or money.

Is Intellilight on all the time? It is listed as 41-degree F creep

thermostat from product sheet.

Participant Comments

Locations evenly split between post and mast arm mounted

What is the effectiveness of using a deicing compound?

Does stacking in vertical array affect clearing?

Any experience with egg crate (or honeycomb) visors vs. other types of visors seen more in southern US?

No. These just act as a snow accumulator in snow.

Results • Treatments yield small but different results

• Visor performed slightly better than cover in overhead north-facing horizontal signals

• Need to evaluate vertical signal visor vs. cover

• De-Icer Chemical worked good…but for how long?

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Topic 6: Maintenance/Resource IssuesThe following is a summary of maintenance/resources issues:

In Green Bay, there are four laborers as part of the electrical shop. All are union employees subject to 1.5 times or double time depending on their call-in status. There are also 16 plow drivers, including the publics’ eyes to determine the issue for the motoring public. If unsafe conditions observed/reported to the operations manager, then who is on call, in order, would go out to clean two indications for each approach. Their work is built into all of the city’s maintenance and overtime activities and each activity is evaluated on case-by-case basis to determine if it can be assigned from other work.

Jurisdictions have a fixed set of resources. Some jurisdictions may have proactively addressed the snow and ice build-up issue by adding a snow shield, but it may be an equivalent cost to an LED lens. Due to the opportunity cost involved, some cities may only partially install LED traffic signals.

NYSDOT approach is reactionary because resources are not available to be proactive. The environmental and budgetary conditions in New York State do not allow the DOT to be proactive.

NYSDOT: In maintenance budgets everything is getting squeezed. More maintenance is getting done with fewer people. NYSDOT has a maintenance crew of 110 for 6,000 signals including ITS; we now have fewer people then when we were maintaining 3,000 signals.

City of Green Bay: The concern is that any monetary savings from reduced consumption of energy of LED traffic signals are not transferred back into the maintenance budget.

Typically, the utility costs under are a different budget and cannot be transferred to maintenance activities.

Topic 7: LED Energy IssuesThe following is a summary of discussion points on LED energy issues:

Department of Energy requirements establish maximum allowable power consumption of the technology.

There could be a recommendation to amend the Energy Policy Act of 2005, Section 135, to provide location-based exemptions.

Any active system (e.g. defrosting) would need to be dynamically monitored by sensors and turned on when necessary and not on all of the time.

See Energy Policy Act, Section 42 U.S.C. S. 6295 (does not include yellow traffic signals).

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o ATTACHMENT __ 42 U.S.C. § 6295: Energy Conservation Standards Could a heater element be considered as a separate maintenance system.? One item that restricts technology that increases power consumption is the energy star

ratings. Some are capped in terms of wattage (by color) and heating will require power. o Will Energy Star® provide peaks to allow peak moments to remove the snow or

is it a secondary system that will not fall under the requirement? Is there a work around for the additional wattage requirements since the heater element may not be considered part of the signal ball?

An option would be to ask for change to permit the use of heaters, if heaters are the desirable solution.

A reduction in the amount of time needed to use the heaters to use the heaters could be requested. The amount of time to use the heater would be based on the conditions to prevent ice and snow build-up.

Even with heaters, we may have conditions when lenses will get snow-packed. *ITE should serve as an initiator to write a letter to the Department of Energy to further

modification to US code NYSDOT is concerned with the scale of application (6,000 three color heads or 150,000

LED indications). They are very concerned about a requirement that could be imposed by a national standard and the associated cost to implement the standard. The cost would include the energy cost to power and generate enough heat to clear the lens.

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Topic 8: MANUFACTURERS PRESENTATIONS AND COMMENTSMANUFACTURER PRODUCT Description of Product Participant Comments PHOTO (if available)McCain Snow Scoop

Visor™ Louvered vent on an industry

standard tunnel visor Funnels wind across the signal

face

On market for 2 years. DelDOT, NYSDOT and PennDOT all

testing product Still need to more testing under multiple

different scenarios like the horizontal applications mentioned from Green Bay (although the new MUTCD moves toward vertically mounted design of signal heads)

Snow Scoop visor intended to be a replacement for tunnel visor

Snow Scoop visor in a vertical installation not very effective.

OK for top of array but not bottom Green indication will be cleaner in that

case. City of Green Bay conducted limited

testing Snow Scoops did appear to provide less obstruction as well.

Fortran Traffic Systems, Ltd.

Snow Sentry™ A clear geometrically designed shield would guard the LED module from snow and ice

Impact Resistant Acrylic UV Stabilized Improves visibility Zero Power Low Maintenance Installation Friendly (Retrofit

& New) Lightweight Patent Pending Design

Have any coatings such as Rain-X or other materials been used to make the product more slippery? Answer. There is only acrylic on this product; no coatings.

What is effect of different types of mountings? Answer. This product is not designed originally for a tunnel visor application but for cut-off visors

Comment. Since this product is acrylic and not polycarbonate, one of the requirements in the ITE standard is a scratch test since acrylics tend to abrade and scratch, was this performed?

There are two ways to meet the ITE test 1) use of a polycarbonate and 2) to apply

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MANUFACTURER PRODUCT Description of Product Participant Comments PHOTO (if available)a hard coating on a surface to support scratch/resistance test.

City of Green Bay conducted limited testing of Snow Sentry: Accumulated in storm on center. Less obstruction with overhead signals. Poles had more build up – not sure if conclusion can be made yet.

Cover designed for cut away visors not tunnel visor – so part of the explanation for lower performance

Green Light Deicers Mobile anti / deicing device

• It would not require retrofitting every intersection

• It could be flexibly deployed to meet changing weather and road conditions including construction projects

• It could provide an interim solution while retrofitting was slotted into the normal PM schedule

• It can draw upon aircraft anti/deicing experience

Minnesota has a lot of small cities around state that are several hours away from a maintenance base. This application maybe good for a concentrated application like cities.

It was the consensus of the participants that the cost of this type of application would render it infeasible for the scale of the problem.

Econolite Not Applicable Any experience with overseas international solutions?

Excel Opto Not Applicable As a manufacturer have not had specific feedback from customers. We have learned about different options but will need to consider cost and resources.

Dialight TraStar, Inc. A lot of investigation on passive slot studies – need to be longer term studies.

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MANUFACTURER PRODUCT Description of Product Participant Comments PHOTO (if available)Looking at an active solution…it does tie up resources. For a 20 to30 watt heater, do you want to activation by temp or by temp and optics coverage? We will need some guidance from end users for the direction for manufacturers to go. Manufacturers don’t want to pour money into products that are prohibitive to use.

Leotek Electroniks TraStar, Inc. Agree with comments from Dialight. We do hear comments often and have seen McCain product when provided to Erie, PA. It does tie up resources and do the states and municipalities have the resources to allocate to this.

Regarding glycol or other de-icer solution spraying on LEDs: Does it have any corrosive effect on LED and what would the effect be on ITE standard?

Glycol on polycarbonate may be an issue. There is an epoxy hard coat on lens for shipping. It is applied now on aircraft but we would need to do research on the proper PSI for application.

GE Lighting Solutions

Agree with Dialight and Leotek. We need input from cities. Is it possible to do? Yes.

The real question is what is any agency willing to pay for a solution? This runs contrary to price decline in LED modules. Suggest a survey of DOTs as input so manufacturers can react accordingly. Manufacturers need feedback but until then our hand are tied.

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MANUFACTURER PRODUCT Description of Product Participant Comments PHOTO (if available)TraStar, Inc. Now there is not a permanent solution.

We as manufacturers need to hear what the customers want.

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Topic 9: Solutions

See Sample Solution Activity Matrix. A matrix has been developed that looks at four combinations of solutions:

Reactive and Active Reactive and Passive Proactive and Active Proactive and Passive

ACTIVE PASSIVEREACTIVE Maintenance crews respond to telephone

calls; clear LEDs.

Crews apply application of lens cleaning system annually as preventative measure.

Maintenance crews respond to telephone calls; clear LEDs.

Visors or Hoods are purchased for LED signal heads; they do not require maintenance crew activity.

PROACTIVE Jurisdiction/agency tracks weather/LED signal data and predict specific signals, corridors where snow and ice build-up occur; Based on weather forecast and location data or active traffic management, maintenance crews’ systematically clear specific LED signal heads.

Application of lens cleaning system annually as preventative measure. Maintenance crews may spray de-icer on signals as well.

Jurisdiction/agency tracks weather/LED signal data and predict specific signals, corridors where snow and ice build-up occur; Based on weather forecast and location data or active traffic management, maintenance crews’ systematically clear specific LED signal heads.

Visors or Hoods are purchased for LED signal heads; they do not require maintenance crew activity.

Reactive Solutions1. Maintenance crews responding to telephone calls; clearing LED signals with

brushes/broom as required.

Proactive Solutions2. Prediction of specific LED signals/corridors where LED signal heads are likely to

experience snow and ice build-up based on the “Perfect Storm” factors. Once predictions are made, maintenance crews can be dispatched in accordance with a specific plan within a jurisdiction. (Maintenance Crews responding with low-tech brushes and brooms as required.)

Passive Solution3. The McCain™ Snow Scoop Visor is a louvered vent that funnels wind across the signal face.

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4. The Fortran Traffic Systems Snow Sentry™ is a clear geometrically designed shield would guard the LED module from snow and ice

These are the two passive solutions that were presented at the Workshop. The participants were asked if they knew of other solutions that were in the marketplace. ITE will continue to request information from all stakeholders concern potential solutions that may be available nationally and internationally regarding the snow and ice build-up issue on LED signal heads.

Active Solution5. Maintenance of lenses on an annual basis; the application of lens cleaning system

including a coating or solution to prevent snow from sticking on the lenses.

New Solutions

Electrical and Other Heating Elements (See Energy discussion) Heated visors Thermal or electric treatment of LED lens

o Issue: Are the jurisdictions willing to pay additional, higher cost per unit for heating? Would these costs be considered an operating or maintenance cost?

Topic 10: MUTCD (Regulatory/Guidance Solutions)

What type of signaling is absolutely necessary during a storm? What is the minimum signaling requiring so that the issues can be resolved from two regulatory/guidance/alternate control standpoints?

As a policy, the State of Wisconsin seeks to have two signal displays per movement to be available at all times.

There was concurrence that clearing fewer signal heads is easier and less delay on the motoring public.

*It was suggested to include a minimum requirement for cleared signals in the MUTCD.

It was noted that issues worthy of discussion with NCUTCD.

Topic 11: Data Collection Is there a database that would allow us to log and track environmental conditions (e.g.

humidity, wind direction)

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We need to make sure we gather good data before trying to come up with a solution. There is no such database today. *An action item is noted to investigate how much of the data is accessible, where it might

be located and whether it’s useful. Bob Arnold indicated that FHWA’s weather group interfaces with road weather data. It

is through what is called CLARUS. What is missing is any data regarding when the signals are blocked. If this is known, we could go out and match up the weather data with the blocked signal location data.

o CLARUS is both a system as well as architecture that collects and disseminates data from road conditions. Has a web site: www.clarusinitiative.org . It contains American roads only at present. Arnold was uncertain whether Canadian agencies could be able to participate.

o Through the CLARUS initiative FHWA has relationship with FAA. Most of cold states are in CLARUS system. Trying to define micro-predictable solutions.

WisDOT tracks all phone calls reporting the location of signal blockages; so this agency can report that information in relation to weather data.

David Noyce indicated that schools of meteorology could be a source of assistance. Michael Morgan, professor at the University of Wisconsin collects weather data. This data could be correlated with conditions that lead to signal blockages. Perhaps the meteorology community could work with engineers especially if there are grant opportunities.

The military has weather stations all around the world where data is also collected that may assist in trying to predict the location of blocked LED signal heads.

Topic 12: Research Needs

TOPIC 12 (A): TESTING Data collection: two options. Field data collection, have a current group of participants to

provide data and data collection in a laboratory environment (cold weather labs). Virginia Tech has a test lab roadway that can produce weather conditions including snow. Bob Arnold indicated that testing should come first based on data; standards should not

be revised at this time. There is a need to specifically define the meteorological conditions that lead to the snow

and ice build-up on LED traffic signals. Unless these conditions are known, we as an industry cannot provide solutions.

If the industry is to develop amendments to the national LEDS standard, we cannot do it guidelines. Test labs must know what they can and cannot do.

It was agreed that if we developed a new standard now, we could exclude potential solutions.

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http://www.clarusinitiative.org/

There is a strong consensus to developing a guideline, but the problem needs to be identified first and we need to have a proper way to create a guideline that is testable, test specification that can be validated, to formalize a testable and practical guide.

We as an industry need to look at the problem carefully to recreate it in a way that is stable and predictable.

Have not seen wide or long term testing due to recent nature of problems and recent adoption LEDs

Extensive testing of the solutions have not been tried out across the nation to test any given solution or approach to the solution

Users needs need to be established based on the development of testing guidelines using uniform criteria against field conditions/controlled conditions.

TOPIC 12 (B): STANDARDS For all signal indications by developing more standards we will be placing unreasonable

demands on maintenance crews and agencies since there are not enough resources. We do not want to create more regulations for ourselves; solutions are welcomed that do not involve a lot of crews.

Last thought there is not a lot of historic data. We need to continue collecting data and start a testing process so that better predictions can be made to determine when agencies must declare a state of emergency.

Perhaps general guidelines and/or a policy could be developed for snow states. Perhaps funding or grants could be secured for manufacturers to develop general standards for innovative solutions once testing is completed.

A revised standard might be in the future however, studies need to be completed first. For example, if an ultra-smooth surface prevents snow from sticking – this could be included in a standard but research is required to provide that it is true.

We need to establish test procedures and concepts that can be used for testing facilities. (e.g. testing for water ingress)

NYSDOT encourages guidelines, but discourages the use of protocol standards. Any performance standard should include a low tech solution to the problem. Remember to keep in mind the scope of the problem.

o In New York, this condition happens 10-20 times a year and affects a small number of signals.

o More cities need to quantify the problem and conditions should be identified. o Performance standards should developed and include rigorous standards. o Low tech solutions are a preference. o NYSDOT discourages the industry from developing standards that require high

tech solutions due to cost.

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o The majority of the agencies are low-tech solutions.

Have we conducted research on the LED snow and ice build-up issue from an international perspective?

o If anyone is aware of any results, bring it to our attention and will coordinate with everyone on the specifics.

**Regarding the existing LED standard, we should review it, to make sure that there is nothing within it that would keep us from solving the snow and ice build-up problem.

TOPIC 12 ( C ): CASE STUDIES: IDEAS FOR TWO CASE STUDIES TO BE INCORPORATED IN THE ITE INFORMATION REPORT.

As part of the information report that ITE is to develop for FHWA, two detailed case studies is included as part of the effort. The case studies would include interviews with two jurisdictions that implemented solutions for different snow events.

o Is this of value to the group? o Are we ready for a case study, or whether studying a problem would be helpful? o We are open for suggestions/ideas to the group.

The more data that is obtained through case studies, the more evident solutions will be. Case studies are a big part of it. Getting data from state DOT’s would lead us to understanding the problem better.

Can we do a comparison study? How can we better understand what creates the [meteorological] events?

The City of Green Bay will [in the development of a case study] given the flexibility that comes as a local municipality. It is easy to conduct a study. The limitation is that there are not many snow events that meet the condition within a two-year period.

MNDOT has difficulty getting responses on weather conditions. If there is a test site on the Internet, they could observe it.

MNDOT could request their Districts to keep a log of calls and track weather for blocked LED signals.

Dave Hansen indicated that tracking calls is good; however, it may not “catch everything;” it would be better to track a particular site.

Bob Arnold stated that many states are being proactive with advance treatment; however variations are large.

Joanna Bush (WisDOT) stated that her agency could install fisheye cameras for a 360-degree intersection view from which we can constantly monitor conditions.

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How can we define meteorological conditions for case studies?

** Action Item: City of Green Bay, MN DOT, and WI DOT at ITE’s future request could begin to develop case study information.

TOPIC 12 (D): ADDITIONAL RESEARCH NEEDS Are we dealing with snow and ice sticking to the lens? And is volume is so heavy that the

lens is being blocked by the snow build-up around the lens. Therefore need to research two different problems.

Is a battery back-up system smart enough system to determine the direction of the wind?

Topic 13: Need to Define User Needs: LED Snow/Ice Accumulation Problem

1. Users need to maintain signal indications free of snow accumulation as part of safe and effective operation of signal systems in all weather conditions including snow and ice.

2. Snow accumulation on LED signal indications seems to wary widely based on environmental factors which needs to studied further to help public agencies isolate the frequency of occurrence and the problem locations. An approach that stands up to scientific analysis and review needs to be undertaken to defining the problem and its variance across the nation and environmental conditions..

a. Snow and ice accumulation varies widely across the US

b. Wet sticky snow seems to cause more accumulation on lenses than the dry powder

c. Snow accumulation on lenses also seems to depend on the location and direction of signal in relation to snow fall and the surrounding terrain (open fields versus downtown)

d. Snow accumulation also seems to depend on wind speed and direction

e. Underlying ice accumulation sometimes precedes snow accumulation causing snow to stick to the lens

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3. Users need solutions to be passive and impose a minimal burden on maintenance personnel and cost of maintenance. Requirements and design criteria need to define this user need and the solutions should support the same.

4. Users need to be able to test solutions using uniform criteria (or a standard) against filed conditions prior to extensive rollout

5. Users need to solve the snow accumulation problem for currently operating LED signal indications as well as future installations

a. Solutions are needed for both new systems and retrofitting current LED signal indications. The solutions need not be the same for both situations.

Topic 14: SUMMARY

1. It is too early to develop a standard. We need to understand what may and may not work. Since the snow and ice build-up on LED traffic signal lenses is a very infrequent event, as long as there is something in place to mitigate these effects, some solutions are in place at this time as we go forth in the conduct of future analysis and studies.

2. A more formal analysis of the snow/ice LED build-up problem is warranted.3. The participants were leaning towards a low-tech, low-cost solution based on the

scale of the problem.4. An action item is noted to investigate how much meteorological data is

accessible, where it might be located and whether it’s useful in trying to correlate the data with blocked snow/ice LED traffic signal lenses. There does not appear to be a database today.

5. ITE should serve as an initiator to write a letter and/or meet with the Department of Energy to discuss the issue and determine if modification to the US code.

6. It was suggested to include a minimum requirement for cleared signals in the MUTCD and to take the issue of blocked LED signal lenses to the NCUTCD for consideration.

7. The City of Green Bay, MN DOT, and WI DOT at ITE’s future request could begin to develop case study information.

8. Regarding the existing LED standard, we should review it, to make sure that there is nothing within it that would keep us from solving the snow and ice build-up problem.

9. The transportation industry need analyze the problem carefully, recreate in a controlled condition, in a way that is stable and predictable and develop testing guidelines.

10. ITE should develop a formal statement of user needs on the LED snow/ice accumulation problem.

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Topic 15: CLOSING REMARKS

• Bob Arnold: “If we knew solutions in advance, this workshop would not have been productive.”

• Tom Brahms: “This workshop has been an open and candid dialogue. It is important that we continue this approach. As we gather additional information, we will make all information available to both the private and public sectors and continue the dialogue to expand our knowledge base. We will seek to see what may have been done in other countries. We would like to open up this dialogue to the broader community. If you know of individuals or organizations that should be part of it, please let us know. “

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ATTACHMENT 1: FINAL AGENDA

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ATTACHMENT 2: ATTENDANCE AND INTERESTED PERSON LIST

Last NameFirst Name Organization Email

Day 1 In-Person

Day 1-Web

Day 2 In-Person

Day 2 Web

Interested Person

Addair Lenny City of Indianapolis [email protected] • • Alston Darrell City of Thornton. CO [email protected] • • Andersen Carl FHWA [email protected] • Arnold Robert FHWA Office of Operations [email protected] ◊ ◊ Auger Chris GE [email protected] • • Bogart Matt Kopp Glass [email protected] □Brahms Tom ITE [email protected] ◊ ◊ Bruggeman John WisDOT [email protected] • Bush Joanna Wisconsin DOT [email protected] • • Cantor Michael City of Winnipeg Canada [email protected] • • Carr Robert City of Jenks, OK [email protected] • • Chen Hank EOI [email protected] ◊ ◊ Corlett Paula Michigan DOT [email protected] • • D’Amico Andrew Econolite AD'[email protected] • • Doss Mike GE [email protected] • • Escobar Luis City of Winnipeg Canada [email protected] • • Farley Eammon Traffic Planning and Design, Inc [email protected] □Filler Phil Adams County, CO [email protected] • • Foord Jonathon City of Winnipeg Canada [email protected] • • Gehdu Marty Fortran Traffic [email protected] ◊ ◊ Ham Paul Municipality of York, Ontario, [email protected] • •

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Day 1 In-Person

Day 1-Web

Day 2 In-Person

Day 2 Web

Interested Person

Canada

Hanrahan Suzanne Dakota County, [email protected] •

Hansen Dave City of Green Bay [email protected] ◊ ◊ Harman Brian E. THE PIDCOCK COMPANY [email protected] □Hehman Denny DelDOT [email protected] • • Heydt Scott Horizon Signal Technologies [email protected] • • Hofer Dallas City of Sioux Falls, SD [email protected] • Hoftiezer Heath City of Sioux Falls, SD [email protected] • • Hopkins Raphael Unknown Unknown • James Deanna Fortran Traffic [email protected] • Kashani Hamid Leotek [email protected] • Kelly Matt McCain [email protected] ◊ ◊

Kindsvater Brent Wyoming [email protected] • •

Kotzenmacher Jerry MnDOT [email protected] ◊ ◊ Lachmann John TEC Engineering [email protected] • • Lee San Colorado DOT • Legg Bill Washington State DOT [email protected] □Lin Allen EOI [email protected] • Litteer John New York State DOT [email protected] • Logan Russell Fortran Traffic [email protected] •

Mackprang Peter City of Medford, [email protected] • •

Mahmoudi Jina ITE [email protected] ◊ ◊

24




Day 1 In-Person

Day 1-Web

Day 2 In-Person

Day 2 Web

Interested Person

Marceau Daren Forensic Traffic Specialists, PLLC

[email protected] ◊ ◊

Montoya Larry Utah DOT [email protected] • •

Moorman Kent City of Thornton. [email protected] • •

Morgan Jody City of Winnipeg Canada [email protected] • • Narla Siva R.K. ITE [email protected] ◊ ◊

NobleDouglas E. ITE [email protected] ◊

Northam Frank Webster, Chamberlain & Beau ◊ ◊ Noyce David University of Wisconsin [email protected] • • Plascendcia Toni TraStar [email protected] •

RamosGuillermo New York State DOT [email protected] • •

Richey Tatiana ITE [email protected] ◊ ◊ Robertson Steve Leotek [email protected] • Sauter Jeff Wyoming DOT [email protected] • • Schopp Bruce NEMA [email protected] ◊

Sebastian Kristi Dakota County, [email protected] • •

Semones Tim City of Thornton. CO [email protected] • •

Shebeeb ShebeebMinistry of Transportation, Ontario [email protected] □

Sobania Donald City of [email protected] •

Stollof Edward ITE [email protected] • •

25




Day 1 In-Person

Day 1-Web

Day 2 In-Person

Day 2 Web

Interested Person

R.Stroud Thomas Green Light Deicers, Inc. [email protected] • • Swansegar Ted Kentucky Transportation Cabinet [email protected] □Swenka David Colorado DOT [email protected] • Tavares Nicola ITE [email protected] ◊ ◊ Tebow Lonnie IMSA [email protected] ◊ ◊ Tian Peter TraStar [email protected] ◊ ◊ Vines John Dialight [email protected] ◊ ◊ Vinzenz Mike Econolite [email protected] • • Vlasov Natalia ITE [email protected] ◊ Watkins Ted Fortran Traffic [email protected] • Whitelock Ron HDR [email protected] •

YongChristopher GE [email protected] ◊ ◊

26



ATTACHMENT 3: 42 U.S.C. § 6295: Energy Conservation Standards(a) Purposes

The purposes of this section are to - (1) provide Federal energy conservation standards applicable to covered products; and(2) authorize the Secretary to prescribe amended or new energy conservation standards for

each type (or class) of covered product.

(b) through (ff) establish standards for named products

(z) Traffic signal modules and pedestrian modulesAny traffic signal module or pedestrian module manufactured on or after January 1, 2006, shall - (1) meet the performance requirements used under the Energy Star program of the

Environmental Protection Agency for traffic signals, as in effect on August 8, 2005; and(2) be installed with compatible, electrically connected signal control interface devices and

conflict monitoring systems.

(gg) Application dateSection 6295 of this title applies – (1)(2) to products for which energy conservation standards are established under subsections

(w) through (ff) of this section on August 8, 2005, except that any State or local standard prescribed or enacted before August 8, 2005, shall not be preempted until the energy conservation standards established under subsections (w) through (ff) of this section take effect.

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Led Workshop Notes

Documents

Transcript of Led Workshop Notes