HomeMy WebLinkAbout1985-01-29; City Council; 8042; Explanation of OpticomCirQ)F CARLSBAD — AGENDOILL
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TITLE:
EXPLANATION OF "OPTICOM"
EMERGENCY VEHICLES CONTROL TRAFFIC SIGNAL
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RECOMMENDED ACTION:
Authorize the implementation of the "Opticom" traffic signal control
system.
Direct staff to budget funds in the Capital Improvement Plan to
retro-fit existing traffic signals on a multi-year program.
ITEM EXPLANATION:
This emergency preemption system for traffic signals allows emergency
fire equipment to control the traffic signals. The system overrides
the normal signal control and provides "green lights" to fire equip-
ment and ambulances.
With cotnrol of the intersection lights, it allows traffic to flow
ahead of the emergency vehicles and not jam up an intersection on
a red light.
Emergency vehicles able to control traffic signals will provide a
greater degree of safety to motorists, pedestrians, and emergency
personnel.
Response times is a critical factor in minimizing fire damage and
the saving of lives. When a fire vehicle has to stop for a red
light or because the intersection is jammed up, we lose precious
time in responding to life threatening emergencies. A study by the
City of Denver Fire Department indicates a reduced response time
of up to 23 percent. Their study shows reduction in response time
increases with the number of controlled signalized intersections.
A Before-After study by response times by Jacksonville, Florida
shows a reduction of 12.7 percent to 25 percent in response times.
We don't believe we can say or predict with any degree of validity
how many accidents we might avoid with the installation of "Opticom."
The City of St. Paul did a study of accidents for a seven year period
before and after the installation of "Opticom." During the seven
year period after installation of "Opticom" the accident frequency
rate dropped from 0.788 per 1,000 alarms to 0.230 for a reduction
of 70.8 percent.
FISCAL IMPACTS:
1.
2.
3.
Approximately $30,000 per year over a six year period to retro-
fit all existing traffic signals.
Approximately $1,300 per vehicle to equip emergency fire
department apparatus. Six vehicles to be equipped in first
year; six to be equipped in second year.
Annual maintenance cost: Not determined at this time,
contacted indicated maintenance was negligible.
Users
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AB #
Page 2
EXHIBITS:
A. Letter of endorsement to Chief of San Diego Fire Department,
1978.
B. Study by City and County of Denver, 1978.
C. Study by Jacksonville, Florida.
D. Accident Frequency Study by St. Paul, Minnesota.
E. P.T.I, information on Louisville, Kentucky study.
F. Partial list of California users of "Opticom."
C (ttiig of Jigracusc
NEW YORK
LEE ALEXANDER. MAYOR
DEPARTMENT OF FIRE
THO-A. F. H*NLON B07 PUBLIC SAFETY BUILDING W.L.U«LH.ii
CHIC* Bit BOUTH STATE STREET rmrr OCPUTV CNIlf
March 15, 1978
Dee J. Rogers
Chief of Fi re
City of San Diego
1222 First Avenue
San Diego, California 92101
Dear Chief Rogers:
The Syracuse Fire Department is pleased to respond to your request
concerning our purchase and usage of the OPTICOM system. We have,
to date, installed this system at approximately two hundred ninety
(290) signalized intersections with a future installation of an
additional twenty (20) iater this year.
We purchased the OPTICOM system for two (2) basic reasons: to
minimize the probability of an apparatus/private vehicle accident,
and to reduce, as much as possible, our response time. According to
all data on hand, we have achieved both goals with OPTICOM.
Like all otner cities, the accident problem in Syracuse is due to
the fact that motorists do not see or hear an emergency vehicle
until it is too late. Blind intersections, motorists not paying
attention, "quieter" cars, etc., increase the possibility of an
accident. Syracuse, unfortunately, has had two (2) very serious
accidents which, we believe, could have been avoided if a traffic
control system was operational at those intersections. Sadly, one
collision resulted in two (2) firefighters being killed. The other
ended with four (4) citizens injure-d with ona -1} cf thsce being
permanently disabled. Obviously, the human and dollar loss due to
apparatus/private vehicle confrontations is needless.
The second reason we purchased OPTICOM was to reduce response time.
We have recently completed a reorganization and consolidation of the
fire department in which, among other things, we reduced the number
of fi re stati ons.
EXHIBIT A
Page 1 of 2
3
O o
In order to achieve and maintain the "best" possible response time
city-wide, OPTICOM has played a vital role. Not having to come to
complete stop at red lights, having a cleared direction of travel,
etc., has drastically reduced our arrival time.
In sum, Chief Rogers, we are quite pleased with the OPTICOM system.
We firmly believe that we have effectively reduced the accidental
potential while at the same time getting our men to the emergency
scene as fast as possible.
If I can be of any
in contacting me.
help to you in the future, please do not hesitate
Si ncerely,
Thomas F. nanlon,
Chief of Fire
TFH/sk
EXHIBIT A
Page 2 of 2
\
LD-CSY-4/79 |A
CITY AND COUNTY OF DENVER
Mi Ml HOI .-> JR
Mci, ui
DEPARTMENT OF SAFETY
FIRE • POLICE • SHERIFF
OFFICE OF M AN AliFK
KOOM;H)2
i:»3l CHEKOKKKS'l'hlM- i
DENVER, COl.oKAI «i.-..,•
T1MI. SrilDV ()l: l-.l-l I-.CT1 VI.NIiSS
01- Till- OPTICOM TRAIM 1C
CONTROL SVS'II.M
N\ I:R , ( ill ORA|in
', , li)78
BEST
ORIGINAL
EXHIBIT B
Page 1 of 9
C 3
CONCLUSIONS
The Denver Fire Department conducted a study to determine
the effect that the installation of the OPTICOM brand Traffic
Control System had on response times. The OPTICOM System is
an electronic safety system that changes traffic signals to
green or holds the green, allowing the fire trucks to pass through
signalized intersections with the green light in its favor.
The study showed that:
1. The OPTICOM System reduced response times of the
Denver Fire Department up to twenty-three percent.
2. With the OPTICOM System, response time decreased
as the number of signalized intersections increased.
PURPOSE OF THE STUDY
The purpos.e of the study was to determine if the OPTICOM System
could reduce the response time of the Denver Fire Department
while increasing the safety to motorists and fire department
personnel.
Response time, the time required for the arrival of emergency
help, is a critical factor in minimizing fire damage and saving
lives. Ninety-eight out of 100 heart attack victims survive if
emergency help arrives in one minute or less. As the response
time increases, the survival rate of heart attack victims
EXHIBIT B
Page 2 of 9
-2-
decreases, until only fifty out of 100 heart attack victims
survive if help arrives in four minutes.
Rapid response time is also crucial for smoke inhalation
victims. Seconds can mean the difference between life and
death. If a fire victim is without oxygen for four to six
minutes, irreparable brain damage occurs.
Fire increases at the rate of ten times per minute. Lengthy
response times mean larger, more dangerous fires and increased
need for men, water and equipment.
A major cause of accidents involving fire trucks is that
motorists enter an intersection on a green light, unaware
of the fire truck entering on a red light. No longer are
the sirens and flashing lights sufficient warnings Air
conditioners, heaters, radios and tapes make it virtually
impossible for a motorist to hear oncoming fire trucks.
Consequently, for the safety of motorists and fire department
personnel, Denver fire regulations require that firemen
responding to an emergency enter signalized intersections
"only at a speed that will allow a complete stop if
necessary."
METHOD OF STUDY
This study encompassed a ninety-day period in late fall of
1977 and a ninety-day period in early spring of 1978. The
EXHIBIT B
Page 3 of 9
geographical area of the study included three fire stations
and seventy-five signalized intersections.
During the first phase of the study, the signalized intersections
did not have the OPTICOM System. The last phase of the study
occurred after the Denver Fire Department installed the OPTICOM
System.
The routes on which the Denver Fire Department conducted this
study were the routes most commonly used when responding to a
call. All apparatus within the three stations had the OPTICOM
System. One fireman on each apparatus measured the time required
to travel a controlled section of the route. As the apparatus
\
cleared the station door, he started a stop watch. When he
reached the end of the control section, he stopped the stop
watch. He -recorded the elapsed time, the weather conditions and
the time of day when he returned to the fire station.
EXHIBIT B
Page 4 of 9
TABLE
RUN
BEFORE
DATE TINE OF DAY
10/12
10/12
10/17
10/17
10/18
10/25
10/26
10/28
11/1
11/1
11/7
11/22
11/28
11/28
12/14
12/19
12/19
12/26
12/26
12/29
12/29
12/29
1/14
0555
0930
1044
1415
1236
0000
1818
1229
0939
1437
0804
1308
1056
1550
0025
0902
0945
0105
1155
0031
0036
1456
1637
107
101
78
78
86
71
70
67
76
71
72
70
74
76
89
102
74
70
81
88
84
75
74
AFTER
DATE TIME OF DAY EIAPSHD TTMR
69
65
67
64
63
65
69
73
72
70
75
4/9
4/9
4/9
4/16
4/20
5/15
5/30
5/30
6/5
6/8
6/10
0730
0921
1111
1650
17]0
2010
1847
1952
0847
1001
1456
AVERAGE ELAPSED TIME
79. 8
AVERAGE ELAPSED TIME
68.4
REDUCTION
14.31
EXHIBIT B
Page 5 of 9
W
TABLE #2
RUN #2
BEFORE
DATE TINE OF DAY ELAPSED TIME
AVERAGE ELAPSED TIME
77.06
DATE
AFFER
TIME OF DAY ELAPSED TIM).
10/12
10/12
10/15
10/15
10/16
10/17
10/18
10/18
10/19
10/22
10/25
10/26
10/28
10/29
11/6
11/6
11/19
11/22
2010
2156
1540
1540
1415
'2014
1319
1621
1514
1155
1245
1641
1744
1618
1815
0830
1149
2129
88
92
83
78
65
85
87
84
65
65
75
75
69
63
80
77
79
77
3/28
3/28
4/10
4/14
5/24
5/25
6/7
6/11
6/11
6/18
6/29
1401 79
1401 77
0851 62
1515 56
1624 66
1824 66
1650 60
0640 55
1910 75
3108 65
1445 40
AVERAGF. HLAPSH1) TIME
64.6
REDUCTION
16. 2S
EXHIBIT B
Page 6 of 9
/O
o
TABLE »3
RUN #3
BEFORE
n\TE TINE OF DAY EIJVPSED TIME DATE
AITER
TIME OF DAY EIAPSfiU TIMH
10/19/77
10/19/77
10/21/77
10/25/77
10/27/77
11/6/77
11/11/77
11/12/77
11/18/77
11/23/77
11/25/77
0351
1744
1949
0245
0715
1645
1655
0046
1531 '
1415
2130
79
67
80
75
74
70
75
72
70
75
70
5/26/78
6/1/78
6/3/78
6/4/78
6/8/78
6/11/78
6/11/78
6/13/78
6/15/78
7/1/78
1323
1044
3650
0835
0740
1425
2101
2200
0851
]432
60
55
58
50
55
78
80
50
45
41
AVERAGE ELAPSED TIME
73.4
AVERAGE ELAPSED TIME
57.2
REDUCTION
22.11
EXHIBIT B
Page 7 of 9 \\
TABLE #4
RUN £4
DATE
10/14
10/17
10/17
10/17
10/23
10/28
10/28
11/1
11/1
11/1
11/2
11/2
11/7
11/28
12/1
BEFORE
TIME OF DAY
1722
1007
1044
1549
1817
0743
0743
0939
1139
1207
1126
1126
0804
1056
1355
ELAPSED TIME
62
90
87
77
95
80
85
94
107
70
95
78
115
76
71
DATE
3/7
3/15
5/24
5/24
5/24
5/24
5/29
5/30
5/30
5/30
5/30
6/6
6/6
6/23
6/29
AFTER
TIME OF DAY
1926
1603
0836
0836
0948
0948
1753
1903
1310
1940
1940
0052
0052
1935
1510
ELAPSED
70
54
7]
62
68
68
48
67
62
77
60
67
70
70
67
AVERAGE ELAPSED TIME
85. 5
AVERAGE ELAPSED TIME
65.4
REDUCTION
23.5°;
EXHIBIT B
Page 8 of 9
TABU- #5
SUMMARY
RUN #
1
2
3
4
NUMBER OF
SIGNALIZED
INTERSECTIONS
3
4
5
6
REDUCTION IN
RESPONSE TIMIi
14.3%
J6.2%
22. 1%
23.51
Reductions in response time increase with the number of signalized
intersections.
Poprintou by Remission of City and Countv of Donvnr
Oct-.ober r», 1978
EXHIBIT B
Page 9 of 9
,.«•«*.
"OPTICOM" BRAND TRAFFIC CONTROL SYSTEM
BEFORE-AFTER STUDY OF RESPONSE TIME - JACKSONVILLE, FLORIDA
SUMMARY OF RESULTS
RUN #1:
Involved Rescue #2 (ambulance) on emergency runs from the
hospital which proceeded north on University through the
intersection of University and Beach.
RUN #2:
Involved Squad #21 on emergency runs from station #21 which
proceeded east on University through the intersection of
University and Phillips.
RUN #3:
Involved Engine #2 on emergency runs from station #2 which
proceeded north on Main through the intersection of Main and
8th Street.
RUN #1
RUN *2
RUN #3
^seconds
BEFORE
No. of
Runs
57
20
21
Avg.
Time*
39.1
84.8
45.24
AFTER
No. of
Runs
26
15
20
Avg.
Time*
29.3
66.4
39.5
%
Reduct ion
25.1?,
21.7%
12.7%
/
EXHIBIT C
Page 1 of 1
/***,w
CITY OF ST. PAUL
EMERGENCY VEHICLE ACCIDENT STUDY
PURPOSE
A detailed investigation of all fire apparatus accidents occurring
at signalized intersections from 1962 through 1977 has been under-
taken. The objective was to determine accident frequency and
severity, accident cause, and determine solutions to the problem.
BACKGROUND
In the last 17 years in the City of St. Paul, the number of alarms
for fire and emergency have increased fivefold from 4434 in 1962
to 20,668 in 1976. It would be anticipated that with such a
significant increase in the number of alarms and responses, that
the added number of exposures to possible conflicts at intersections
would increase accident rates.
Although specific information is not included in this report on the
increases in traffic volumes of private vehicles, it is safe to
assume that there have also been significant increases in the
number of motor vehicles traveling the streets of the City of St.
Paul, which further increases the possible conflicts with emergency
vehicles at signalized intersections.
The addition of emergency medical service in 1970 also has added
substantially to the number of emergency runs made each year. By
1976, EMT units were making almost 13,000 responses per year.
CONCLUSIONS
1. During the seven year period after the installation of "OPTICOM"
Brand Traffic Control System, the accident frequency rate
dropped from 0.788 to 0.230 for a reduction of 70.8%.
2. Although signalized intersection accidents account for less
than half of the accidents each year, they generally are
more severe, with higher property damage and injury rates.
3. 19 out of 23 accidents since 1970 have occurred where emergency
vehicles were on a green light.
EXHIBIT D
Page 1 of 2
R. L. Smith
9/2/77
o
ACCIDENT FREQUENCY - ACCIDENT RATE
1962
1963
1964
1965
1966
1967
1968
TOTAL
AVERAGE
ALARMS
4434
5096
5226
5321
6669
7495
7594
41,835
5976
ACCIDENTS
5
1
4
2
6
8
7
RATE PER 1000 ALARMS
33
127
196
765
375
899
067
921
4.714 0.788
1970
1971
1972
1973
1974
1975
1976
TOTAL
AVERAGE
8363
8989
9152
13109
19564
20061
20668
99,906
14,272
3
4
3
2
4
5
2
23
0
0
0
0
0
0
0
358
445
327
153
204
249
096
3.28 0.230
R.
9/2/77
Smith
EXHIBIT D
Page 2 of 2
EXHIBIT E
Page 1 of 1
URBAN CORRIDOR DEMONSTRATION PROGRAM, TRANSIT IMPROVEMENT PROGRAM
EVALUATION, LOUISVILLE, KENTUCKY
Kentuckiana Reg Planning & Development Agency, Inc; .315 Illinois Avenue;
Jeffersonvi1le; Indiana; 4713®
Jun 1973 Final Rpt. 104 pp 1973
AVAILABLE FROM: National Technical Information Service 5£85 Port Royal
Road Springfield Virginia ££151
REPORT NO.s FH-ll-79£8; PB-£33998/AS
CONTRACT NO.: FH-ll-79£8; Contract
SUBFILE: HRIS
This report documents a part of the Urban Corridor Demonstration Program
wholly funded by the U.S. Department of Transportation under the
supervision of the Falls of the Ohio Metropolitan Council of Governments.
The objective of the Program is to demonstrate whether transportation
problems in an intensely developed corridor of an urban area can be
effectively alleviated through implementation of innovative solutions. The
report documents the evaluation of the transit improvement program for
Louisville's South Corridor. The reverse direction, exclusive lane express
bus service operating in the Corridor began in October 1971 and averaged
approximately 12,508 riders per month with all but the first £ months not
diviating 10 percent from this average. ' During the same period the
metropolitan-wide system experienced a £0 percent decline. Eight critical
intersections in the southern part of the Corridor were equipped with
Qpticom, a traffic signal preemptive device. The express buses were\
equipped with ernrniters to control the signals at the eight intersections.
The express bus with Opt icon) experienced a 9 to 19 percent time saving over
express buses without Opticom and a 17 to £6 percent time saving over the
local buses operating in the Corridor. The Opt i corn equipment did not
significantly interfere with the traffic flow at the intersections.
Forty-seven bus shelters were installed at 43 locations in the Corridor.
The shelters were well received by the public; however, no significant
change in loading patterns was measured.
NEW TRAFFIC CONTROL SYSTEM STUDY IS UNDERWAY IN THE CITY OF ST. PAUL,
MINNESOTA
Ameter, HE
IMSA Signal Magazine Mar 1970 Vol 6, No £, PP 14 - 15, 4 PHOT
SUBFILE: HRIS
THE OPTICOM EMERGENCY CONTROL SYSTEM IS A DEVICE THAT WILL REMOTLY
CONTROL TRAFFIC SIGNAL CONTROLLED INTERSECTIONS TO PERMIT EMERGENCY
VEHICLES TO ENTER THE SIGNALIZED INTERSECTION ON A GREEN LIGHT. THE
DETECTOR ASSEMBLY CONSISTS OF A PHOTO-ELECTRIC DEVICE CONNECTED TO A
PREAMPLIFIER. THE DETECTOR IS SENSITIVE TO . THE RED AND INFRA RED SPECTRUM
DEVELOPED BY THE PULSING LIGHT OF THE EMERGENCY VEHICLE. THE PREAMPLIFIER
IS DESIGNED TO RECOGNIZE THE PULSE RATE EMITTED BY THE LIGHT SOURCE ON THE
EMERGENCY VEHICLE. AFTER THE DETECTION HAS PICKED UP THE LIGHT SOURCE IN
THE AMPLIFIER, THE SIGNAL IS' DELIVERED TO THE PHASE SELECTOR WHICH IS
MOUNTED ON THE TRAFFIC SIGNAL CONTROLLER. ONCE A DECISION IS MADE THAT THE
ON-COMING SIGNAL IS AN EMERGENCY VEHICLE, A VOLTAGE IS DEVELOPED WHICH
CLOSES A RELAY IN THE PHASE SELECTOR. THE PHASE SELECTOR THEN DETERMINES
THE CONDITION OF THE TRAFFIC SIGNAL. THE PHASE SELECTOR MONITORS THE GREEN
AND AMBER FOR EACH PHASE AND INITIATES APPROPRIATE ACTIONS TO CAUSE THE i'?
I CYCLE INTO GREEN IN FAVOR OF THE APPROACHING VEHICLE AND HOLD '
w
Partial List of California Users
"OPTICOM"
City of San Diego
City of San Marcos
Encinitas Fire Protection District
City of Buena Park
City of Gardena
City of Escondido (funds appropriated)
City of Beverly Hills
City of Stanton
City of La Mesa
City of El Cajon
City of Redondo Beach
City of Sunnyvale
City of San Jose (partial)
Yuba City
San Marcos
Orinda
Moraga
Poway
Indio
EXHIBIT F
Page"! of 1