Installation Instructions. Canoga Vehicle Detection System Model 702 Non-invasive Microloop

Transcription

1 Installation Instructions Canoga Vehicle Detection System Model 702 Non-invasive Microloop

2 Model 702 Microloop Installation Instructions Table of Contents Section 1 About This Installation Instruction 1.1 Purpose Conventions Related Publications Installation Instruction Organization...1 Section 2 Safety Messages and Safety Labels 2.1 Safety Message Formats Damage Prevention Messages Safety Label Formats Safety Label Locations...4 Section 3 Safety 3.1 Safety Messages in this Installation Instruction Safety Labels on these Devices Electric Shock and Electrocution Work Zone Traffic Control Personal Safety Equipment and Clothing Excavation Disposal of Material...5 Section 4 Description Section 5 Features Section 6 Planning Section 7 Conduit Installation 7.1 Installed Conduit Recommendations Handholes Conduit Type Conduit Installation Specifications...10 Section 8 Microloop Installation Section 9 Installation Completion and Checkout 9.1 Installation Completion Splicing Lead-in Cables Installation Checkout...16 Section 10 Troubleshooting

3 Table of Contents Model 702 Microloop Installation Instructions (Blank Page)

4 Installation 1 1 About This Installation Instruction 1.1 Purpose This installation instruction provides step-by-step instructions for installing and setting-up the 3M Canoga Vehicle Detection System Model 702 Non-invasive Microloop. It is intended for use by maintenance personnel and others who are responsible for installation of the Canoga system. 1.2 Conventions The conventions in Table 1-1 help to make this installation instruction easier to use by presenting a uniform approach to the descriptions, phrases and nomenclature. 1.3 Related Publications The Canoga Vehicle Detection System Operation Manual, Canoga Model 800 Series Installation Instructions, Canoga 800IS Interface and Data Acquisition Software and Canoga Vehicle Detection Systems Model 701 Microloop Operation Manual. 1.4 Installation Instruction Organization This installation instruction is divided into 10 sections. Section 1. About This Installation Instruction This section describes the purpose of the installation instruction, identifies the audience, defines the writing conventions, lists the related publications, and summarizes the organization of the installation instruction. Section 2. Safety Messages and Safety Labels This section contains important information about the safety messages in this installation instruction. This section also contains important information about safety precautions and procedures for installation of this device and sources for other safety information. This section also contains a compilation of all the safety messages and warning labels that appear in the instructions or on the devices. Section 3. Safety This section contains important information for you to consider before beginning the installation. Table 1-1. Conventions Model Names Model Name First or formal reference: initial caps Subsequent use or informal reference: Initial caps for model, lowercase for remainder 3M Canoga Vehicle Detection System Model 702 Non-invasive Microloop Model 702 Microloop probes, or the Microloop probe(s) set(s) System Conditioners and Signal Names System mode or phase Initial caps Enable Microloop mode System status Initial caps The Status output or indication Signal name Initial caps the Reset signal

5 2 Installation Section 4. Description This section describes the function of the device, the theory of operation and depicts the physical configuration of the device. Section 5. Features This section contains a list of the features of the device. Section 6. Planning This section contains instructions about preparing for installing the conduit and Microloop. Section 7. Conduit Installation This section contains step-by-step instructions for preparing and installing the conduit. Section 8. Microloop Installation This section contains step-by-step instructions for preparing and installing the Microloop components. Section 9. Installation Checkout and Completion This section contains information and procedures on how to checkout and test the installed system. Section 10. Troubleshooting This section contains information on how to identify and correct problems.

6 Installation 3 2 Safety Messages and Safety Labels Your safety and the safety of others is very important. We provide important safety messages in this installation instruction and on the device. Please read the safety messages and safety labels carefully before beginning the work. We also provide important damage prevention messages in this installation instruction. 2.1 Safety Message Formats A safety message alerts you to potential hazards that can cause personal injury to you and others, or property damage. Each safety message includes a safety alert symbol ( ) and one of three words: DANGER, WARNING, or CAUTION to describe the relative level of hazard. The words and symbols and their meanings are shown below:! DANGER The safety message is in this box. DANGER means you and/or someone else WILL be KILLED or SERIOUSLY HURT if you do not follow these instructions. 2.2 Damage Prevention Messages We provide important safety messages in this manual to help you prevent damage to the devices. Each damage prevention message includes the word NOTICE. This word and its meaning are shown below: NOTICE The damage prevention message is in this box. NOTICE means that this device, or another device, may be damaged if you do not follow the instructions. These messages are to help you prevent damage to the device, other devices, and to the environment. 2.3 Safety Label Formats A safety label alerts you to potential hazards that can cause personal injury to you and others, or property damage. Each safety label includes a symbol or pictogram, a word to describe the relative level of the hazard and explanatory text. The words and symbols or pictograms and their meanings are shown below:! WARNING The safety message is in this box. WARNING means you and/or someone else MAY be KILLED or SERIOUSLY HURT if you do not follow these instructions.! CAUTION The safety message is in this box. CAUTION means you and/or someone else MAY be HURT or property damage may result if you do not follow these instructions. Each safety message explains what the hazard is, what can happen to you or others, and what you can and should do to avoid the risk of exposure to the hazard. Please read the safety messages and safety labels carefully before beginning the work. DANGER means you WILL be KILLED or SERIOUSLY HURT if you do not follow the instructions. WARNING means you MAY be KILLED or SERIOUSLY HURT if you do not follow the instructions.

7 4 Installation CAUTION means you MAY be HURT or property damage may result if you do not follow the instructions. Please read the safety messages and safety labels carefully before beginning the work. 2.4 Safety Label Locations We put safety labels on the devices where you will see them before you may be exposed to a hazard. Please read the safety labels. They contain important safety information. We consider safety labels to be an important part of the device and they should be replaced if they are damaged or they become hard to read. If any of the safety labels on this device are missing or cannot be read please contact your dealer or 3M Intelligent Transportation Systems Technical Service for a replacement.

8 Installation 5 3 Safety Below are some of the common hazards associated with the installation traffic control devices. Although we have included many of the hazards in this list it does not contain all of the possible hazards and this list should not be a substitute for your judgment and experience. Included below is a compilation of all of the safety messages contained in this installation instruction and a compilation of all of the safety labels on the device(s). 3.1 Safety Messages in this Installation Instruction There are no safety messages in this installation instruction: 3.2 Safety Labels on these Devices There are no safety labels on any of the Model 702 devices. 3.3 Electric Shock and Electrocution As a trained installer of electrical equipment you are aware of the dangers associated with installation of electrical devices. Always be sure that the power to the equipment, and all associated equipment, is off before beginning any procedure. Use the equipment, techniques and procedures that you learned during your training or apprenticeship or other electrical industry recognized safety procedures. 3.5 Personal Safety Equipment and Clothing Personal safety equipment includes high visibility vests, hard hats, gloves, electrical shock or electrocution protection clothing and equipment, safety shoes, and safety glasses. These are just some of the items available to you. Choose the right equipment for the job. If you are unsure of which safety equipment is recommended or appropriate for the job ask your supervisor or foreman. 3.6 Excavation Excavation in areas where buried utilities and services may be present is dangerous. The excavation, or piercing or boring equipment may come in contact with these and you could be exposed to the risk of injury or death. Please take appropriate steps to identify and locate buried utilities and services before you begin the work. Contact the appropriate agencies for information about the utilities or services. Contact your supervisor if you are unsure. Do not proceed. 3.7 Disposal of Material Please dispose of material or devices in accordance with local, state and federal laws and regulations. 3.4 Work Zone Traffic Control Proper control of vehicle traffic is important during many procedures. When you switch the traffic controller to and from the flash mode we recommend that you have people trained in manual traffic control, such as police officers, assist you. When you install devices that require you to position vehicles, equipment, or people in or near the roadway it is important that you use appropriate work zone traffic control techniques, equipment and procedures. Sometimes you may have to work on or near the roadway and these same techniques, equipment and procedures should be used for your protection. If you are unsure of which procedure is recommended or appropriate for the job ask your supervisor or foreman.

9 6 Installation 4 Description The following section contains general information concerning the installation and use of the system. The 3M Canoga Vehicle Detection System Model 702 Non-invasive Microloop is intended to replace conventional 6-foot by 6-foot loops for advance detection and traffic survey applications. The components of the Model 702 are the Microloop assembly and the carrier system which includes a conduit end cap, an end cap carrier with pull rope, carrier sections, cable ties with labels, conduit coupler, carrier cradle, cradle lock, landscape fabric and re-usable cable tie clamps. The system allows the Microloop to be installed under the roadway without cutting or sawing of the road surface. This is implemented by use of soil piercing or soil boring technology to install conduit under the roadway. Trenching methods may also be used as appropriate. Conduit can be installed prior to roadway paving on new construction projects. Each component is designed for quick assembly and insertion into the conduit. Installation preparation is made easy by marking on the pull rope the intended locations of the probes. Then, as the sections are assembled and pushed into the conduit, along with the pull rope, you can insert the probe(s) into the carrier when you reach a mark on the pull rope. The carrier sections are twelve inches long They are designed with probe placement openings on six-inch centers when the carriers are assembled. Each carrier section is secured to the previous section by a stainless steel clip. We recommend that the final section be secured to the cradle with the cradle carrier lock and screws provided. This step insures that final assembly is held securely in position. Note In a typical installation consisting of two probes per lane, the Model 702 Microloop probes are positioned four feet apart across the lane (two feet on each side of the center of each travel lane). Figure 4-1 shows cross sections of a roadway and of the conduit used under the roadway in a typical advance detection installation. Figure 4-1. Typical Microloop Installation

10 Installation 7 Figure 4-2 shows the location of the conduits, handholes, and probes in a typical traffic survey installation. Figure 4-2. Typical Model 702 Non-invasive Microloop Installation Speed Measuring Layout

11 8 Installation 5 Features Easily installed in three inch Schedule 80 PVC or seamless polyethylene conduit Easily modified to remove, relocate or add sensor probes as travel lanes are reconfigured or restriped Model 702 probes can be installed within three inches of desired position in the lane location Minimal interruption of traffic during installation Preserves pavement integrity - no cutting or drilling of road pavement Maintenance can be performed from side of roadway - no need to close lanes Road can be resurfaced without disturbing the underground sensors Sensors not affected by pavement deterioration Can be used under gravel or dirt roads Conduits can be installed prior to paving on new roadway construction projects Can detect closely spaced vehicles and reject most adjacent lane vehicles Five year warranty

12 Installation 9 6 Planning We recommend that you visit the site to allow you to plan the installation with accurate information and knowledge of the site. If you have a plan of the site, take it with you to record pertinent measurements and notes. You should determine the best location(s) for the probe(s) and the handhole(s). Mark the location(s) on the plan. Figure 6-5 shows a worksheet on which you can record measurements and notes. Next, determine the number of probe sets, probe set configuration(s) and the number of carriers required for the installation. For the probe configuration consider the number of Microloop probes per probe set, the desired spacing of the probes and the length of lead-in cable required to reach the handhole or control cabinet. Record the details of each probe set and cross-reference them to the plan. Figure 6-5. Site Plan Worksheet Discuss the locations and the installed conduit specifications with the piercing contractor to ensure that you both have a clear understanding of the requirements (be sure to ask for a copy of the piercing depth log). During installation you may find that a conduit run or a handhole must be relocated to suit the site, e.g. avoid previously buried utilities. Plan to revisit the site after conduit and pullbox/handhole installation to mark your diagram and revise your installation plans as required. Make accurate measurements of the location and length of the conduit run(s) and the location(s) of the handhole(s). Measure from the first probe location to the end of the conduit in the pullbox/handhole. Schedule the installation of the conduit. After the conduit is installed, plan to review the piercing depth log for each conduit.

13 10 Installation 7 Conduit Installation These instructions include recommendations for the installation of the conduit. 7.1 Installed Conduit Recommendations The installed conduit must meet or exceed the following recommendations to provide a useable installation of the 3M Canoga Vehicle Detection System Model 702 Non-invasive Microloop System Handholes The handholes must be a minimum of 24 inches, in diameter for round type or length of the side for rectangular type to allow space to install the conduit coupler and cradle to the conduit in the handhole Conduit Type We recommend rigid 3-inch PVC Schedule 80 conduit. The dimensions must comply with those shown in the Table 7-1. Table 7-1. Conduit Dimensions Inside Diameter Outside Diameter 2.9 inches 3.5 inches Mechanical joints are allowed if the carrier sections can slide freely over the joints. Seamless Polyethylene, PE Schedule 80, may also be used as an alternate. Polyethylene conduit must be free from welds or joints to allow free passage of the carrier sections along the length of the conduit Conduit Installation Specification The following specification must be met to provide a useable installation. 1. The conduit must be installed at a depth of 21 inches, +/- 3 inches, from the road surface to the conduit centerline. If the surface is crowned the conduit installation depth shall conform to the shape of the crown. (See Figure 7-1.) 2. We recommend that you leave 2 to 3.5 inches of conduit extending into the handhole to allow for connection of the coupler and the cradle (as shown in Figure 7-1). Figure 7-1. Graphical Representation of the Installed Conduit Depth Specification

14 Installation As it follows the surface contour, the conduit must consistently maintain its depth from the road surface to avoid vertical dips and horizontal deviations. The conduit should not deviate from a straight line direction by more than 0.25 inches per foot either horizontally or vertically. (See Figure 7-2.) Figure 7-2. Graphical Representation of the Installed Conduit Directional Truing Specification 4. We recommend that you check, and record, the depth of the conduit every two feet during the process of installing the conduit to ensure that the specified depth is maintained. 5. As the conduit extends beneath the surface from the roadway edge to the handhole/pullbox, it should taper slightly downward to help drain any moisture that has seeped in. (See Figure 7-3.) 6. Cap the end of the conduit opposite the handhole to prevent water flow that could introduce soil into the conduit. Large deposits of soil in the conduit will make system removal difficult or impossible without cleaning the soil out of the conduit. Drill a 3/16 inch diameter weep hole in the end cap. Position the weep hole at the bottom of the end cap to drain water from the conduit. To allow for service flexibility, we recommend that the end cap be pressfit, not glued, on the conduit. (See Figure 7-4.) Figure 7-3. Tapering Conduit for Drainage Figure 7-4. Positioning End Cap for Drainage

15 12 Installation 8 Microloop Installation The following steps detail the preparation and installation of the 3M Canoga Vehicle Detection System Model 702 Non-invasive Microloop Probes and Carrier System. Please read the safety messages and safety labels in Section 2 carefully before beginning the work. 1. Review the site plan you prepared earlier. It is assumed that the actual installation has differences from the plan. 2. Measure the distance from the end of the conduit in the handhole to the desired position that the first (furthest away) probe of each probe set to be inserted. Record these dimensions and the space between each probe of a multi-probe probe set on the plan. 3. Identify each probe set and check the continuity of each set with an ohmmeter. The ohmmeter reading should be within ±20% of the sum of 2.0 ohms per probe plus 3.0 ohms/100 feet of lead-in wire. 4. Lay the end cap carrier with pull rope attached out along the ground. 5. Using the site plan you updated and a suitable tape measure, mark the location of each probe on the pull rope using your own tape or using tie wraps provided. 6. Make a knot in the pull rope so that it will be at the end of the cradle when you have inserted all carriers necessary to properly position all probes. Remember to start measuring from the second hole in the end cap carrier. (The pull rope passes through the first hole in the end cap carrier.) 7. If cable ties with labels were used to mark the pull rope, write the plan designation probe set ID on each cable tie using a permanent ink marker. 8. Verify your measurements along the pull rope. Figure 8-1 shows a layout plan for single (one probe per lane), double (two probes per lane), and triple (three probes per lane) probe applications. On East-West roads the probes should be shifted one foot North from the locations shown in Figure 8-1. Figure 8-1. Probe Layout Plan

16 Installation Glue the cradle coupler (connector) onto the conduit stub in the handhole. 10. Pre-position the carrier cradle into the coupler and check for ability to rotate and position the cradle with open side up. See Figure 8-2 for details. 11. Remove cradle and then glue and install the cradle into the conduit coupler. Important: Quickly level the cradle using a torpedo level resting on the cradle lock attachment area to (+ or - 2 ) from level. This must be completed before the glue hardens. 12. Insert the end cap carrier into the cradle with the open side up and the probe insertion holes plumb (at a 90 angle, + or 2, from horizontal). See Figure 8-2 for details. Figure 8-2 Carrier Section Plumb in the Cradle 13. Locate the probe set that is to be installed in the farthest lane from the handhole. Place a cable tie about one foot from the end of the lead-in. Using permanent ink marker, write the plan designation ID for this probe set on the cable tie. 14. Place a second cable tie, labeled with the same information, at the probe of this probe set that is the furthest away (first probe of the probe set). 15. Carefully uncoil the lead-in and lay it out straight to simplify dressing of the cable into the carrier sections as those sections are inserted into the conduit. 16. Repeat Steps for each probe set that is to be inserted in this conduit. 17. Place the first probe of the first probe set (the farthest from the handhole) into the second hole of the end cap carrier. (The pull rope passes through the first hole.) Install the probe by pressing it firmly into the hole until it snaps into place. (Refer to Figure 8-1.) 18. Install another carrier onto the first and secure it with the attached clip. Dress the rope and the cable neatly inside the carrier. Make certain there is no slack in the rope. Push the carrier sections into the conduit. Check to ensure that probe installation holes are vertical. If necessary, rotate the carrier until it is vertical. 19. Continue clipping carriers together and inserting them into the conduit, until you reach the cable tie or tape marking the position for the next probe. 20. Install the next probe in the probe installation hole nearest the cable tie or tape marker. The cable between individual probes of a multiple probe set contains an extra six inches to allow for installation flexibility. 21. Dress this extra six inches of interconnecting cable into the carrier by making an S-fold and placing it into the cable holding area of the carrier. Also, carefully dress the pull rope into the carrier making certain there is no slack. 22. Continue installing carriers and probe sets as required to get to the knot that marks the end of the cradle, (indicating that all carriers necessary to position the Model 702 Microloop probes have been inserted). 23. Secure the last carrier by doing the following: a) Lower the wide end of the slotted holes in the cradle carrier lock over the screws provided. b) Slide the cradle carrier lock so the narrow end of the slotted holes are adjacent to the screws. c) Tighten the screws provided. See Figure 8-3. Figure 8-3 Securing the Cradle Carrier Lock 24. Cut off the excess pull rope.

17 14 Installation 9 Installation Completion and Checkout 9.1 Installation Completion This section explains how to prevent sediment from entering and accumulating inside the conduit. 1. Make sure that the carrier assembly is securely fastened in the carrier lock. 2. Make sure that the cables and pull rope are positioned in the carrier. 3. Check the continuity of the probe cables with an ohmmeter. 4. Wrap the landscape fabric material (provided in the installation kit) around the conduit coupler and cradle assembly. 5. Make sure the probe set identification tags are outside of the landscape fabric material. 6. Use the re-enterable tie wraps provided to secure one end of the landscape fabric material around the cradle connector, and the other end around the probe cables and pullrope. See Figure Drill a 3/16 inch weep hole in the end cap to let trapped water drain out. Position the weep hole downward and pressfit the end cap over the far end of the conduit. Do not glue on the end cap. See Figure 9-2. Figure 9-1. Installation Detail Figure 9-2. Positioning End Cap for Drainage

18 Installation Splicing Lead-in Cables This section explains how to make reliable splices. We recommend that all splices be soldered, insulated and waterproofed. The cable jacket ends must be sealed against moisture entry at the points the cables were cut to perform the splicing. 1. Obtain underground rated splice kits to provide the required protection (such as the 3M Scotchcast 3832 Buried Service Wire Encapsulation Kit). Read the instruction for using the splicing kits. 2. Prepare splice end cap ports to fit snugly over cable jackets, slide end caps over cables and down out of the way. Move cable ID markers, as required, to ensure that they will be visible after the splicing operation is complete. 3. Prepare the lead-in and home-run cables and wires for splicing. Remove 2 to 3.75 inches of cable jacket from each cable taking care not to damage the insulation on interior conductors. 4. If 3M Model Lead-in Cable is being used, it is necessary to heat the jacket with a heat gun or other safe heat source to slide the jacket off the interior shield and conductors. 5. Remove about 0.5 inches of insulation on each conductor that will be used. As instructed by the splicing kit instructions, scuff and clean surfaces that will come in contact with the encapsulating compound. 6. If shrink tubing is being used to insulate the splice, slide a piece of shrink tubing at least 1.5 inches long over the wires to be spliced. Twist the wires to be spliced as shown in Figure 9-3. Solder the twisted wires together. Insulate the soldered connection by shrinking the tubing or by wrapping with at least two layers of electrical tape. 7. Carefully dress all wires and cable jacket ends into the splice kit encapsulation area to prepare the splice kit for adding the encapsulation compound. 8. Complete the splice by adding the encapsulation compound if required. Figure 9-3 shows a typical splicing application. Figure 9-3. Typical Splicing Application

19 16 Installation Figure 9-4 shows how to splice probes or probe sets in series. Figure 9-4. Splicing Probes in Series 9.3 Installation Checkout Final checkout requires connection of the probes to an ohmmeter, a Megohmmeter and then to an inductive loop detector. These instructions assume a 3M Canoga C800 Series Loop Detector, for measurement of operating results. 1. At the cabinet where the loop detectors are located, measure the DC resistance of the sensor. Make certain the sensor is not connected to a loop detector. Touch the meter probes to terminal block contacts where the home-run cable for the sensor being checked is attached. Record the reading. Calculate the expected resistance using the information in Table 9-1. Table 9-1. Resistance Checks Resistance Checks Measuring Point Item Resistance Between Sensor M702 Probe 2.0 ohms/probe Leads Lead-in 3.0 ohms/ Home-run 1.7 ohms/100 Either Lead to Earth Test at 500 VDC >100 megohms 2. Using a Megohmmeter, measure the insulation resistance from each sensor terminal to Earth ground at 500 volts. Be certain the loop is not connected to a loop detector or transient suppresser during this test. The resistance should be greater than 100 megohms. 3. Connect the sensor (probe set) being tested to a C800 series loop detector. Connect a PC to the C800 and start the C800 user interface. Using the activity screen, observe the L that the C800 measures, record it, and compare it to the expected inductance calculated using the information in Table 9-2. The measured inductance should be within ±20% of the calculated inductance (usually within ±10%). Table 9-2 Inductance Checks Inductance Checks Measuring Point Item Inductance Between Sensor Leads Model 702 Probe 50 µh to 63 µh per probe Lead-in Cable 16.5 µh per 100 feet Home-run Cable 23 µh per 100 feet 4. Using the same set-up as described in Step 3, observe the change of inductance (DL) shown on the screen when different types of vehicles pass over the sensor (probe set) being checked. The DL values measured should be similar to those listed in Table 9-3. Record typical DL values for each type of vehicle. Then compare the values measured to those shown in the table.

20 Installation 17 Table 9-3. Typical DL Values Typical L Values: Vehicles Traveling Directly Over Model 702 Probe Sets Installed at a Depth of 24 Inches Vehicle Type Single Probe Double Probe (4 spacing) Triple Probe (3 spacing) Bicycle 130 nh 130 nh 130 nh Small Motorcycle 105 nh 105 nh 105 nh Intermediate Auto 475 nh 950 nh 1400 nh Van Truck 800 nh 1600 nh 2200 nh Tractor-Trailer 955 nh 1900 nh 3700 nh 5. Using the set-up in Step 3, record the value of the Reference Frequency. Also observe the Loop Frequency. It should return to the same value as the Reference Frequency, within one Hertz, after each vehicle has passed over the Microloop. 6. Set the sensitivity for the channel to which the Model 702 Microloop probe is attached to detect 1/8 to 1/16 of the peak auto L change. A ratio of 1/8 gives the most consistent occupancy readings, while 1/16 will detect nearly all vehicles, including small motorcycles. 7. Set the Bridge Time for this channel in the C800 to cover about 16 feet of vehicle travel for a vehicle traveling at the typical speed at this location. Assuming the typical speed is 55 mph: Bridge time = 16 feet / [55 mph * feet/(sec*mph)] = second or.2 seconds A Bridge time of.2 sec. to.4 sec. will give good results in this location, e.g. 27 mph. 8. Leave the Setback Time for this channel in the C800 set to the factory default setting.

21 18 Installation 10 Troubleshooting This section provides guidance on areas to examine, if any tests during installation check-out failed. Table 10-1 shows the symptoms of Model 702 Microloop installation problems. The table also shows the possible causes of the those problems and suggests actions to correct them. Many of the actions check L, L, Loop Frequency, Reference Frequency, fault indications require use of a Canoga 800 series vehicle detector, a personal computer (PC) and 3M Canoga 800IS Interface and Data Acquisition Software. Consult 3M Canoga 800 series Installation Instructions and Canoga 800IS on-line help for directions on using these products. Table Troubleshooting Symptoms, Possible Causes, and Actions Symptom Possible Cause Solution DC resistance too high. Home-run/lead-in may be connected to a different sensor than specified. Home-run/lead-in is longer than anticipated. Home-run/lead-in wire gauge is smaller than anticipated. Probe set contains more probes than anticipated. Confirm that the detector channel is connected to the proper sensor by inserting the Canoga 800 series detector into its rack slot and monitoring the Call indicator LED for this channel. You should see a Call only when a vehicle passes over the Model 702 to which the tested channel should be connected. If the vehicles and calls don t correlate, determine which Model 702 the channel is connected to and correct the wiring. Determine actual routing of home-run/leadin cable and that routing is acceptable. Correct as required. Determine AWG of home-run/lead-in wire. It is normally OK if the size of the wire is 22 AWG or larger for lengths of less than 1000 feet. Connect a Canoga 800 series detector to the sensor being checked. First check that vehicles are being sensed (calls occur). Using the Activity screen, check the channel L. If it is one or more increments of 56 µh more than expected, it is likely that the probe set contains additional probes. Then monitor the L caused by autos and compare it to that given in Table 9-3. Each additional probe will add approximately the L of a single probe. Correct as required.

22 Installation 19 Table Troubleshooting Symptoms, Possible Causes, and Actions (Cont.) Symptom Possible Cause Solution DC resistance too high. (Cont.) Poor wiring connection. 1. Flex, jar or otherwise manipulate each connection point, one connection point at a time. If the resistance changes, the connection is faulty. Repair it. 2. Connect a Canoga 800 series detector to the sensor being checked. Using the Activity screen, check the channel Loop Frequency. If the Loop Frequency does not return to the Reference Frequency after each vehicle or it strays several Hertz from the Reference Frequency when no vehicles are near, there is still a possibility that there is a poor connection that is being manipulated by vehicle induced vibrations. Recheck all splices and connections. Repair if required. DC resistance too low. Home-run/lead-in may be connected to a different sensor than specified. Home-run/lead-in is shorter than anticipated. Home-run/lead-in wire gauge is larger than anticipated. Probe set contains fewer probes than anticipated or probes are connected in parallel. Confirm that the detector channel is connected to the proper sensor by inserting the Canoga 800 series detector into its rack slot and monitoring the Call indicator LED for this channel. You should see a Call only when a vehicle passes over the Model 702 to which the tested channel should be connected. If the vehicles and calls don t correlate, determine which Model 702 the channel is connected to and correct the wiring. Determine actual routing of home-run/leadin cable and that routing is acceptable. Correct as required. Determine AWG of home-run/lead-in wire. It is normally OK if the size of the wire is larger than specified. Connect a Canoga 800 series detector to the sensor being checked. Using the Activity screen, check the channel L. If it is one or more increments of 56 µh less than expected, it is likely that the probe set contains fewer probes than anticipated. Then monitor the L caused by autos and compare it to that given in Table 9-3. Each missing probe will cause a reduction in L of approximately the L of a single probe. Correct as required. If the L is about ½ of that expected and the L is about ¼ of that expected, probe sets are likely connected in parallel. Correct by splicing in series.

23 20 Installation Table Troubleshooting Symptoms, Possible Causes, and Actions (Cont.) Symptom Possible Cause Solution DC resistance too low. (Cont.) Megohmmeter resistance too low. Short circuit in system. One of the following: Lead-in cable insulation damaged. Home-Run cable insulation damaged. Home-Run cable water-logged. Splice poorly insulated or waterlogged. Dirty terminal\block-home-run cable connections. Vehicle detector connected to the sensor. Model 702 probe(s) failed. Connect a Canoga 800 series detector to the Model 702 probe set being checked. First check that vehicles are being sensed. If vehicles are being sensed, it is unlikely that there is a short in the wiring. Most shorts will be directly indicated by the Canoga detector fault indicators or on the Activity screen. Test to determine the causes. Readings above 10 megohm indicate operation may continue temporarily, but that failure will occur in the future. Closely examine readings under 10 megohm. 1. Ensure that a detector is not attached to the home-run cable. Retest. If the results are OK, the problem is likely that the detector was plugged in. 2. Determine whether the sensor is working properly (e.g. inductance is OK, L caused by vehicles is OK, and the oscillation frequency is stable). If all functional parameters are as expected, decide whether to fix the low resistance problem. If one or more functional parameters are unacceptable, most likely oscillator stability, the problem must be fixed. 3. Determine whether the problem is in the cabinet or external to the cabinet by detaching the lead-in wires from the terminal block. Retest the lead-in. If the results are OK, the problem is in the cabinet and vice-versa. 4. If testing indicates the problem is not in the cabinet containing the vehicle detector, go to the first splice to the Model 702 lead-in, remove the splice, and retest the Model 702 and the homerun cable. 5. Correct the problem indicated by testing by replacing the Model 702 probe set, the home-run cable, or the splice.

24 Installation 21 Table Troubleshooting Symptoms, Possible Causes, and Actions (Cont.) Symptom Possible Cause Solution L is too high or too low. Lead-in and/or home-run cables longer than anticipated. If the inductance and the resistance are greater than expected, the lead-in and/or home-run may be longer than anticipated. Ensure that cable routing is acceptable. Verify that desired functionality is occurring, e.g. Ls caused by vehicles are OK and that the Loop Frequency is stable and returns to the same value after each vehicle. If there is a very long cable to the Model 702, e.g feet, the oscillator may be very unstable. Lead-in and/or home-run cables shorter than anticipated. Lead-in and/or home-run cable open. Probe count different than expected. Probe failed. If the inductance and the resistance are less than expected, the lead-in and/or home-run cable is shorter than anticipated. Shorter cable runs are not a problem. Use a Canoga 800 series detector. If there is an open in the cable to the sensor, the detector will indicate an open unless the lead-in/home-run cable length is very long, e.g. >2500 feet. An ohmmeter should have found this problem. If there are fewer probes than expected, probe L will be low by 56 µh per probe and probe L readings for vehicles will be much lower than expected. The reverse is true, if there are extra probes. Check the splicing and the probe set. Defective probes can fail in two ways. If a probe is defective via one failure mode, the L will be 500 µh larger than expected. While the failed probe will not detect, if it is one probe of a multi-probe set, detection will still occur at a lower than expected L. In the other failure mode the detector should indicate an open connection. This may be confirmed by measuring a very large resistance with an ohmmeter when the detector is not attached to the sensor. The open may be somewhere in the homerun or in the probe set. To determine that the open is in the probe set requires a resistance reading taken with the probe set lead-in disconnected from the home-run cable. If a defective probe set is indicated, replace it and retest.

25 22 Installation Table Troubleshooting Symptoms, Possible Causes, and Actions (Cont.) Symptom Possible Cause Solution L is too high or too low. (Cont.) L is too high or too low. Probes wired in parallel rather than in series. Incorrect probe depth. Probes not vertically aligned. Probes spliced in parallel rather than in series. Incorrect probe count. If a probe is connected in parallel in a probe set, L readings for vehicles, as well as the L reading, will be much lower, one-quarter or less, than expected. Check the splicing and the probe set. L readings increase as probe depth decreases and vice versa. Review the conduit depth plot. The installation contractor can check conduit depth using his depth measuring equipment. Have the contractor correct problems as required. The L readings will be lower than expected if the probes are not vertical. Remove the landscape fabric conduit cover and cradle lock. While holding the end carrier section vertical, push the carrier sections in and out of the conduit a few times to help the system rotate to vertical. Significantly more force is required than normal if the conduit is constricted by tight radius bends (a probable cause for probes not being vertical). Retest. If L readings are acceptable, reinstall the Cradle Lock and landscape fabric conduit end cover. If sharp lateral bends are suspected, remove all Model 702 pieces from the conduit and have the contractor replot the depth and position of the conduit. Have the contractor correct problems as required. L readings may be about ½ that expected and L readings may be about ¼ of that expected. Examine the splice. Fix as required. The L readings will increase if there are more probes than expected and L readings will decrease if there are fewer probes than expected. Check the number of probes in a probe set by removing all probes and carrier sections from the conduit. Carefully record the number of carrier sections from the conduit end and each probe in each probe set. Correct any problems found.

26 Installation 23 Table Troubleshooting Symptoms, Possible Causes, and Actions (Cont.) Symptom Possible Cause Solution L is too high or too low. (Cont.) Loop Frequency (F) and/or Reference Frequency (Fref) is unstable, e.g. false calls or missed calls or Loop Frequency doesn t return to same value between vehicles. Probes installed near pavement reinforcement rod (or other ferromagnetic structure). Incorrect probe-to-lane location. Probe or probe set failed. The L readings may be smaller than expected, if the probe is in a very high or very low magnetic field. Measure the magnetic field directly above the probe location using a magnetometer, such as 3M Model MM-9 or Meda Model µmag. If the magnetic field strength measured is significantly above or below the vertical component of Earth magnetic field at that general location, a problem may exist. Move the measuring probe 6 inches to the left and right (across the traffic lane). If the measured field is constant over this 1-foot distance, there is probably not a problem. If it varies significantly, look for a position to the left or right of the specified probe location (in the direction of the conduit) that has a constant magnetic field. Change the specified probe to this constant field location. (Proper fields must be between 200 millioerstads or gauss and 800 millioerstads or gauss.) The L may be smaller than expected or adjacent lane calls may occur, if the probe(s) are at the wrong location. Check the lane position of all probes by removing all probes and carrier sections from the conduit. Correct any problems found. Test by replacing the Model 702 probe set. Loop cross-talk. 1. Attach the loop and the Model 702 probe set to the same Canoga 800 series detector. 2. Ensure that the frequency at which a different detector is driving the loop is separated by more than 6000 Hz from the frequency at which the detector is driving the Model 702 Probe set.

27 24 Installation Table Troubleshooting Symptoms, Possible Causes, and Actions (Cont.) Symptom Possible Cause Solution Loop Frequency (F) and/or Reference Frequency (Fref) is unstable, e.g. false calls or missed calls or Loop Frequency doesn t return to same value between vehicles. (Cont.) Line frequency magnetic interference. Poor connection to sensor. Inconsistent resistance to Earth. Sensor physical rotational movement. Incorrect sensor location. Probes spliced in parallel rather than in series. Incorrect probe count. Turn on 60 Hz or 50 Hz filtering. If the calls disappear, they were caused by line frequency magnetic interference. Turning on line filtering is a method of distinguishing crosstalk from line frequency magnetic interference. NOTE: Detection tasks that require rapid measurement response, such as speed measurement, vehicle travel direction detection and occupancy measurement of high speed vehicles, are adversely affected when line filtering is on. 1. Flex, jar or otherwise manipulate each connection point, one connection point at a time. Changing resistance will cause calls, just like inductance changes. If the resistance changes, the connection is faulty. Repair it. 2. If the Loop Frequency does not return to the same value after each vehicle, there is still a possibility that there is a poor connection that is being manipulated by vehicle induced vibrations. Recheck each connection. See Megohmmeter resistance too low on Page 20. Check conduits mounted underneath bridges or other structures for movement and stabilize as required. To help prevent calls from tall tractors or trucks to a probe set in an adjacent lane, install probe sets on East-West roads with an offset reference one (1) foot north of lane center. Correct probe position as required. Examine the splice. Fix as required. Check the number of probes in a probe set by removing all probes and carrier sections from the conduit. Carefully record the number of carrier sections from the conduit end and each probe in each probe set. Correct any problems found.

28 Important Notice to the Purchaser THE FOLLOWING IS MADE IN LIEU OF ALL WARRANTIES, EXPRESSED OR IMPLIED, INCLUDING THE IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE. 3M will, at its option, repair or replace any Canoga Vehicle Detection System component or components found to be defective in materials and/or workmanship within five (5) years from date of purchase provided the component has been installed, maintained, and used as instructed. This warranty does not apply to components that have been subjected to misuse, neglect, or accident or that have been damaged by extreme atmospheric or weather-related conditions, including chemical corrosion, hail, windstorm, lightning, or flooding. In no event shall 3M be liable for any injury, loss, or damage, whether direct, indirect, incidental, special or consequential, arising out of the use or inability to use the Canoga system or any component thereof. THE REMEDIES SET FORTH HEREIN ARE EXCLUSIVE. 3M has designed, developed and tested each Canoga Vehicle Detection System component as a part of a matched component system. 3M makes no assurance or representation whatsoever concerning the reliability or safety of Canoga system components when used with non-canoga system products. 3M shall not repair, replace or otherwise be responsible for any Canoga Vehicle Detection System component that 3M determines has been damaged in whole or in part by its use with a non-canoga system product. Intelligent Transportation Systems 3M Canada 3M Safety and Security Systems Division P.O. Box M Center, Bldg N-14 London, Ontario, Canada St. Paul, Minnesota N6A 4T MHELPS Printed in U.S.A (FAX)