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GUIDELINES ON
DESIGN AND INSTALLATION
OF
ROAD TRAFFIC SIGNALS
https://archive.org/details/govlawircy1985sp93_0
IRC : 93-1985
GUIDELINES ON
DESIGN AND INSTALLATION
OF
ROAD TRAFFIC SIGNALS
Published by
CONTENTS
Page
I. GENERAL
1. Introduction ... 2
2. Scope ... 2
5. Pedestiran Signal 9
Page
16. Continuity of Operation 19
III. WARRANTS
1. Advance Traffic and Engineering
Data Required ... 23
4. Warrant 2— Interruption of
Continuous Traffic 26
LIST OF TABLES
Table
No. Page
LIST OF FIGURES
Fig.
No.
1. 300 mm Signal Visors ... 12
7. Offset ... 32
I. GENERAL
The Traffic Engineering Committee constituted a Sub-
committee for formulating guidelines on design and installation of
road traffic signals. Initial draft on the subject was prepared by
Shri S. M. Parulkar. The Subcommittee held several meetings
and the final meeting was held at Bombay on the 7th September,
1983 where the draft guidelines were examined critically and
finalised jointly by Dr. N. S. Srinivasan and Shri S. M. Parulkar.
These guidelines were considered by the Traffic Engineering
Committee (personnel given below) in their meeting held at
Nagpur on the 10th January, 1984. The Committee authorised
Dr. N. S. Srinivasan and Shri S. M. Parulkar to finalise the guide-
lines on the basis of comments of the members.
1. INTRODUCTION
The purpose of this publication is to give general guidelines
for design and installation of road traffic signals for control of
traffic.
2. SCOPE
These traffic control devices include traffic control signals,
beacons, lane-use control signals and emergency traffic control
signals.
A
type of road traffic signal whether manually, electrically
or mechanically operated by which traffic is alternately directed to
stop and proceed in a specified direction,
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3.16. Controllers
A complete electrical mechanism for controlling the opera-
tion of a traffic control signal.
An
automatic controller for supervising the operation of
control signals in accordance with a predetermined fixed
traffic
time cycle and division thereof.
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3.22. Timer
The automatic timing mechanism in a controller including all
dials for adjusting or shutting intervals and offsets, switching and
flashing mechanism, signal circuit contacts, motors gears and cam-
shaft, and also, in the master controller, the total time-cycle con-
trol and re-synchronisation reset mechanism.
3.27. Interval
The time from the end of the green period of the phase losing
right-of-way to the beginning of the green period of the phase
gaining right-of-way.
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A
relay or other device installed in a controller which, ener-
gized from a remote point or by an automatic time switch, discon-
tinues normal signal operation and causes the flashing of any
predetermined combination of signal lights.
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4. FLASHING SIGNAL
4.1. Flashing Red (Stop Signal)
When
a red lens is illuminated with rapid intermittent flashes,
drivers of vehicles shall stop at a clearly marked stop line, but
if none, then before the cross-walk on the near side of the inte-
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5. PEDESTRIAN SIGNAL
5.1. Movements of pedestrians shall be controlled with
separate pedestrian signal heads.
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7.2. In each signal face, red lens shall be located above all
other lenses. A circular amber lens shall be located below the
red lens. Green lens with straight arrow shall be placed below
the circular amber lens. On either side of this green lens, other
green lenses, with directional arrows shall be placed in a horizon-
tal straight line, in logical order of the directional indications. If
turns are prohibited at a particular intersection, illuminated signs
showing turn prohibitions shall be displayed in that position where
the lens with the green arrow would have been placed, if that dire-
ctional movement were allowed.
8. ILLUMINATION OF LENSES
Each signal lens shall be illuminated independently.
8.1.
When a signal lens except in a pedestrian signal is illuminated and
the view of such an indication is not otherwise physically obstruc-
ted, it shall be clearly visible (to drivers it controls) from a dist-
ance of at least 400 metre under normal atmospheric conditions.
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9.2. A
visor shall be fitted to each of the optical system and
unless otherwise specified shall be as per IS: 7537-1974. The vis-
ors should be dipped at an angle of 5 degree ±
3 degree to the
horizontal so as to aid in directing the signal indication, specifically
<:
to approaching traffic as well as to reduce Sun phantoms" resul-
ting from external light entering the lens. The visors for primary
signals and secondary signals may be different as shown in, Fig 1.
1 1
b) SECONOARY SIGNAL
GEOMETRIC AXIS
22 5
c) PEDESTRIAN SIGNAL
Note : All dimensions in millimetres
Fig. 1. 300 mm signal visors
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(i) A minimum of two signal faces for through traffic shall be provided
and should be continuously visible from a point at least the distances
given in Table 1, in advance of and upto the stop line, unless physical
obstruction to their visibility exists.
jj tj
40 50
45 60
50 70
55 80
60 90
65 100
70 110
75 120
80 135
85 145
90 160
95 170
100 185
One of the above mentioned signal faces shall be erected on the near side
of the intersection (called the primary) and the other on the far side
(called the secondary). The primary shall be on the near side of the
intersection at the stop line on the left side of the approaching traffic and
the secondary shall be not less than 12 metre nor greater than 36 metre
on the far side of the intersection but to the right on the footpath or at
the median island, if available.
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RED BORDER.
WHITE BACKGROUND
RED
AMBER
GREEN
WHITE COLOUR
BLACK COLOUR
FOOT PATH
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NOTES
1 PRIMARY SIGNALS- - - - - »
2 SECONDARY SIGNALS -
3 SIGNAL POLES ARE LOCATED 60CM FROM
EDGE OF FOOTPATH
(. IN CASE OF STREETS WHERE CENTRAL
MEDIAN NOT PROVIDED SECONDARY MAY BE
LOCATED ON THE RIGHT FOOTPATH
5 01STANCE BETWEEN PRIMARY ANO SECONDARY
SHOULO BE 12 M MINIMUM ANO 36 M MAXIMUM
6 PEDESTRIAN CROSSING
7 PEDESTRIAN SIGNALS - -
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NOTES
I AIL CABLES ARE PASSEO THROUGH RCC OUCT
150MM INTERNAL OIA METER 7/Zt2Zr£.
i THE DUCTS ARE GENERALY LAID 10<HFMM
BELOW THE ROAO LEVEL
I PnapOLE Non
Q
a.
P1
uc p3 ^-p2 — — UCORE CABLE
p6 12C _ 12 CORE CABLE
P1
P! Jl^_ p8
p4>
_6C_ p5 _ 6 C0 £ E CABLE
J2C_ p7
p 1 JAC_ P8
Fig. 5. Typical cable layout diagram
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19. PAINTING
19.1. The insides of visors (hoods) and the entire surface
of louvers and fins and the front surface of back plates shall have
dull black finish to minimise light reflection to the side of the
signals.
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III. WARRANTS
J . ADVANCE TRAFFIC AND ENGINEERING
DATA REQUIRED
1.1. A comprehensive investigation of traffic conditions
and physical characteristics of the location is required to deter-
mine the necessity for a signal installation and to furnish necessary
data for the proper design and operation of a signal that is warran-
ted. Such data desirable should include :
(ii) Vehicular volumes for each traffic movement from each approach
for at least 2 hours morning and 2 hours evening peak periods
classified by vehicle type (trucks, buses, passenger cars, taxis, jeeps,
tempos, motor cycles and scooters). Non-motorised vehicles such
as (hand carts, bullock carts, victorias, rickshaws, pedel cycles, etc.).
For convenience, the classification may be heavy vehicles, light
vehicles, motor cycles and scooters and non-motorised vehicles.
(iii) Pedestrian volume counts on each cross walk during the same
periods as vehicular counts in para (ii) above and also during hours
of highest pedestrian volumes.
(iv) The 85th percentile speed of all vehicles on the uncontrolled appro-
aches to the location. If not, at least an average speed of approach
must be recorded.
(v) A condition diagram showing details of the physical layout including
such features as intersectional geometries, channelisation, grades,
sight distance restrictions, bus stops and routings, parking condi-
tions, pavement markings, street lighting, drive ways, location of
nearby rail-road crossings distance to nearest signals, utility poles
and fixtures, and adjacent land use, etc.
(vi) A collision diagram showing accident experienced by type, location
direction of movement, severity, time of day, date and day of
week for at least one year.
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(iii) Pedestrian delay time for at least two 30 minute peak pedestrian
delay periods of an average week-day or like periods of a Sunday or
Saturday.
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3.2. These major street and minor street volumes are for
the same 8 hours. Each traffic lane marked at the intersection,
shall be minimum 2.8 metre wide. During the 8 hours mentioned
above, the direction of higher volume on the minor street may be
on one approach during same hours and the opposite approach
during other hours.
Number of lanes for moving traffic Motor vehicles per Motor vehicles per
on each approach hour on major hour on higher
street (total both volume minor
approaches) street approach
Major Street Minor Street (one direction only)
1 1 650 200
2 or more 1 800 200
2 or more 2 or more 800 250
1 2 or more 650 250
25
:
4. WARRANT 2 — INTERRUPTION OF
CONTINUOUS TRAFFIC
4.1. The
interruption of continuous traffic warrant applied
to operating conditions where the traffic volume on a major street
is so heavy that traffic on a minor intersecting street suffers exces-
sive delay or hazard in entering or crossing the major street. The
warrant is satisfied when, for each of any 8 hours of an average
day, the traffic volume given in Table 3 exist on the major street
and on the higher volume minor street approaching the intersec-
tion, and the signal installation will not seriously disrupt progressive
traffic flow.
Number of lanes* for moving traffic Motor vehicles per Motor vehicles per
on each approach hour on major hour on higher
street (total of both volume minor
approaches) street approach
Major Street Minor Street (one direction only)
1 1000 100
2 or more 1200 100
2 or more more
2 or 1200 150
1 2 or more 1000 150
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(ii) During the same 8 hours as in para (i) above, there are 150 or more
pedestrains per hour on the highest volume cross-walk crossing the major
street.
5.3. A
signal installed under this warrant at an isolated inter-
section or mid-block, should be of the traffic actuated type with
push buttons for pedestrains crossing the main street. If experi-
ence proves that it is being tampered with or misuse anticipated,
they can be of the usual fixed time cycle and phases. If such a
signal is installed at an intersection, it should be equipped and
operated with control devices which provide proper co-ordination
with other signals in the system.
(iii) The signal installation will not seriously disrupt traffic flow.
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Appendix 1
Need
for co-ordinated control of signals arises on a main traffic route
when desirable to reduce delays and avoid main traffic from having to stop
it is
at every junction. Wh^n a signal indicates a stop aspect at a junction, a queue
of vehicles is formed behind the stop line. When the signal changes to green,
the vehicles start moving in a platoon If this platoon is made to meet a green
aspect at the next junction, no delay is caused to the vehicles. This principle
of linking adjacent signals o as to secure maximum benefits to the flow of traffic
is called co-ordinated cont ol of signals.
(iii) To prevent the queue of vehicles at one intersection from extending and
reaching to the next intersection.
OFF-SET
The off-set is between the starts of green time at
defined as the difference
the successive upstream and downstream signals. This is an important conside
ration in planning a system of co-ordination. If the start of green at the down-
stream signal is off-set at a particular value such that the platoon, which starts
at the upstream signal upon a green indication there, arrives at the down-
stream signal just in time for the green signal, the platoon has an unhindered
movement, Fig. 6.
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»HASE DIAGRAMS
t
1
PHASE I
PH AS* II
___ LEGEN D
HHI R£ °
^^AMBER
! 1 GREEN
Fig. 6. Signal phasing and band diagrams
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2
o
U|S SIGN At
I^GREEN*^ RED
H — CYCLE —
2
o d/ s signal
OFFSET GREEN
TRAVEL TIME
OF PLATOON
Fig. 7. Offset
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*0 10 20 30 £.0 SO 60 ?0 80 90 100
TIME IN SECONDS
CD GREEN
Fig.
m RED
8. Typical time and distance diagram for one way streets with
linked
signals
SIMULTANEOUS SYSTEM
Under this system, all the signals along a given street always
disnlav
the same indication to the same traffic stream at the same time.
The division of
the cycle time is the same at all intersections. A master
controller is emnlo
yed to keep the series of signals instep. The disadvantages
*
of a simultaneous
systems are
(i) It is not conducive to give continuous movement of all vehicles,
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(ii) In situations where the block lengths are unequal, the system is not well
suited.
(ii) It is possible to vary the offset, thus enabling two or more completely
different plans.
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Appendix 2
DESIGN OF SIGNAL TIMING
Data : Right angled intersection (turns prohibited)
Major street 12.0 metre wide (4 lane divided)
Minor street 6.0 metre wide (2 lane)
Peak hour volumes on different approaches shown in sketch 2.
! I
! 6.0 y
T
12. C M GO VPH
iiOD VPH
SKETCH
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CD GREEN
mm red
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Appendix 3
It is assumed that the first vehicle on each approach lane will take six
seconds reaction time to start after stop and subsequent vehicular in the platoon
will follow at a constant headway of 2 seconds each.
It is to be ensured that the minimum time for any vehicular phase is not
kept less than 16 seconds so as to provide for built in safety.
In the above example, the vehicle volume on the major street lv\ o lane
is equal to 660 vehicles per hour.
Therefore green time required on the basis of the above assumption for
minor street approach =1 6 + 2 x 2 = 10 seconds
Where
Co = Optimum cycle length in seconds
L = Total lost time per cycl^
Y = Volume/Saturation flow for critical approach in each phase.
In the above example, total lest time per cycle is equal to total amber
time per cycle i.e. 8 seconds plus 4 seconds reaction time for first vehicle in phase
1 plus 4 seconds reaction time for first vehicle in phase 2 i.e. equal to total 16
seconds. Saturation flow 525 = W
p.c.u.s per hour where is the width of the W
approach in metre measured from kerb to the inside of the central median or
mentioned centre line of the approach. Though above mentioned formula is valid
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IRC : 93-1985
for widthsfrom 5.5 to 18 metre for lesser widths the values may be obtained
from the table given below :
Saturation flow
(p.c.u's) per hour 1850 1890 1950 2250 2550 2990
Saturation flow for critical approach in phase 1 = 525 x 6
-3150 pcu/hour
Saturation flow for critical approach in phase 2 = 1850 (from table)
yi = 660/3150 = 0.21
y2 = 180/1850 = 0.10
The cycle length may be distributed as green time to the two phases on the
0 21
basis of g x \g % = ytfrt =
Therefore £ X = 30.48 seconds g2 — 14.52 seconds
Effective green after deducting initial and final amber time works out as
follows :
The green for the major street is already kept as 34 seconds which is
greater than effective green of 26.48 seconds. As such the signal timings
initially worked out are safe.
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