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19~5
GUIDELINES ON
DESIGN A1~~D
INSTALLATION
OF
ROAD TRAFFIC SIGNALS
<<
IRC 93498S
GUIDELINES ON
DESIGN AND INSTALLATION
OF
ROAD TRAFFIC SIGNALS
Published by
THE INDIAN ROADS CONGRESS
Jamnagar House, Shahjaban Road,
New Delhi-HO 011
1996
Price Rs. 2~$ 40
(Pius Packing & Postage)
<<
IRC : 934985
CONTENTS
Page
I. GENERAL
I. Introduction 2
2. Scope ... 2
3. Definitions Related to Road Traffic Signals ... 2
.
18. Maintenance of Traffic Signals 20
19. Painting ... 21
20. Auxiliary Signs .. 21
21. Removal of Confusing Advertising Lights ..~ 21
22. Determination of Cycle Lengths and
Green Period in Signal Phasing 21
HI. WARRANTS
LIST OF TABLES
Table
No. Page
1. Minimum Visibility Distances for Different
Approach Speeds ... 13
2. Minimum Vehicular Volume for
Warrant-I ... 25
3. Minimum Vehicular Volumc for
Warrant-2 .. 26
LIST OF FIGURES
Fig.
No.
1. 300 mm Signal Visors 12
2. Signal Ahead Sign 14
3. Transverse Location of Signal Supports .. 16
4. Typical Foundation Details of Signal Pole .., 17
5. Typical Cable Layout Diagram ... 18
6. Signal Phasing and Band Diagrams 31
7. Offset .. 32
8. Typical Time and Distance Diagram for
One-way Streets with Linked Signals ... 33
9. Typical Time and Distance Diagram for
a Two-way Street with Linked Signals 36
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IRC 93-1985
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
linalised jointly by Dr. K 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.
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IRC 93-1985
I. INTRODUCTION
2. SCOPE
These traffic control devices include traffic control signals,
beacons, lane-use control signals and emergency traffic control
signals.
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IRC 93-1985
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u~c 93-1985
3.14. Signal Support
The physical means whereby a signal head is supported in a
particular location,
3. 15. Signal Installation
All of the equipment and materials involved in the signal
control of traffic at an intersection.
3.16, Controllers
A complete electrical mechanism for controlling the opera-
tion of a traffic control signal.
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IRC 93-1985
3.22. Timer
The automatic timing me cha a ism in a controller including all
dials for adjusting or shutting intervals and offsets, switching and
4ng mechanism, signal circuit contacts, motors gears and cam-
flash
sha t, a: d a I so, in the master controller, the total time—cycle con—
I ml and re-synchronisation reset mechanism.
3.27. Interval
Any one of the several divisions of the time cycle during
which, the traffic control signal indication of any particular signal
face, does not change.
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IRC 93-1985
6
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IRC :93-1985
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IRC : 93-1985
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IRC 93-L985
5. PEDESTRIAN SIGNAL
5.1. Movements of pedestrians shall be controlled with
separate pedestrian signal heads.
5.2. Pedestrians facing a steady green with human figure in
readiness to move, may proceed across the roadway within the
marked cross-walk adjacent to the pedestrian signal.
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1RC 93-1985
6.3. Each arrow lens shall show only one arrow direction,
The arrow shall be the only illuminated part of the lens visible. in
special circumstances, the same lens may show two-arrow direc-
tions.
8. ILLUMINATION OF LENSES
8.1. Each signal lens shall be illuminated independently.
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,
l0
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IRC: 93-1985
9. VISiBILiTY AND SHiELDING OF SIGNAL FACES
9,1. Each signal face shall be so adjusted that its indications
will be of maximum effectiveness to the approaching traffic for
which they are intended.
Il
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1RC 93-1985
35 45
40 50
45 60
50 70
55 80
6t) 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.
(ii) Where physical cot. ditions prevent drivers having a continuous view
of atleast two signal indications as specified in (I) above a suitable
sign shall be erected in advance to warn the approaching traffic,
‘rhe specifications of the sign is shown in, Fig. 2. This may be
supplemented by a hazard identification beacon (Flashing amber).
(iii) Supplementary signal faces should be used, when an engineering
study has shown that they are needed to achieve both advance and
immediate intersection visibility. When used, they should be loca-
ted to provide optimum visibility for the movement to be controlled.
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IEC :93-1985
WHITE BACKGR)ijNo
~RED
AMBER
GREEN
BLACK COLOUR.
in
0
4-
<< 14
IRC 9i-1985
EDGE OF FOOTIWTH
NOT(5
I PRIMARY SIGNALS- - — - - -
7 SELONDARY SIGNALS - —
SIGNAL POLES ARE LQCA~EO EOCM FROM
EDGE OF FOOWATH
4 IN CASE OF SIRSEIS WN(RE CENTRAL
MEDIAN NOT PRORIOED SECONDARY MAY BE
LOCATED ON THE R10141 FOOTPATH
S DISTANCE EIETWEEN PRIMARY MID SECONDARY
SHOULD BE ION MINIMuM AND ]E U MATIMLIM
S PEDES1RIA1~CROSSING - — —
7 PEOESIRIAN SISNALS -
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1RC 9~-l985
MM
AL
Concrgt~5r0&
U-ZOO
I to)
300MM
SIDE EL5VA~3~.
FRONT ELEVATION
17
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IRC 93-198S
way. Typical foundations details and
cable layouts are indicated
in, Figs. 4 and 5 respectively.
NOTES
I ML CABLES ARE PA~ISEO THROUGH ROC OUCT
SOMU INIERNAL DIAMETER ----a~/2zr.~z
THE DUCTS ARE GENERALY LAID IOIIWMM
BELOW THE ROAD LEYEL
I pn.POIE Non
A
APPASAi-~E8
MARATME
MARG
a
Ix
z
U’
~1I4C P3-~—P2
——14COR~ CABLE
P1 12C P4~-~—P6 12 CORE CABLE
12C SC ____ 6 COF~E CABLE
SC ~ 12C
P1 14C p __p7
Fig. 5. Typical cable layout diagram
13.5. For overhead type traffic signals, the pit should be
1200 mm x 1200 mm x 1800 mm deep. The poles are to be
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IRC 93-1985
<< 19
IR,(’ : 93—1943
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IRC 93-1985
t9. 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
sign a Is.
19.2. To obtain the best possible contrast with the visual
back ground, it is desirable to paint the signal post, and signal
housing with traffic yellows.
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IRC 93-1985
22
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IRC 93-1985
ill. WARRANTS
23
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[RC:93-t985
(iti) 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.
1.3. Adequate roadway capacity at a signalised intersection
is desirable, Widening of both the main highway and intersecting
roadway may be warranted to reduce the delays caused by assign-
ment of right-of-way at intersections controlled by traffic signals.
Widening of intersecting roadway is often beneficial to operation
on the main highway because it reduces the signal time that must
be assigned to side-street traffic. In urban areas, the effect of
widening can be achieved by elimination of parking at intersec-
tional approaches. It is always desirable to have at least two
lanes for moving traffic on each approach to a signnlised inter-
section. Additional width may be necessary on the leaving side
of the intersection as well as on the approach side, in order to
clear traffic through the intersection effectively. Before an inter-
section is widened, the additional green time needed by pedest-
rians to cross the widened streets should be checked to ensure
that it will not exceed the grk ‘n time saved through improved
vehicular flow.
32. These major street and minor street vol ames are for
the same 8 hours. Each traffic lane marked at the intersection,
thai I be minimum 2.8 metre wide. Duritig the 8 hours mentioned
ahc,s e, the direction of higher vol unie on the minor street may be
on one approach during same hours and the opposite approach
d a ring other hours.
Number of lanes t’or moving traffic Motor vehicles per Motor vehicles per
on each approach hour on major hour on higher
.__~
street (total both
approaches) volume minor
street approach
Major Street Minor Street (one direction only)
1 650 200
2 or more 1 800 200
2 or more 2 or more 80(1 250
2 or more 650 250
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IRC : 93-1985
4. WARRANT 2 INTERRt1PHON 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.
TAaLE 3. MINIMUM VEHICULAR VOLUME FOR SYARRANT 2
Number ot~lanes~for moving traffic Motor vehicles per Motor vehicles per
on each approach hour on major hour on higher
— — —
street (total of both
approaches) volume minor
street approach
Major Street Minor Street (one direction only)
I 1000 100
2ormore 1 1200 100
2. or more 2 or more 1200 150
1 2 or more 1000 150
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ti~c 93-1985
(ii) l)uring the sante 8 hours as in para (i) above, ihere are 150 or more
pedestrains per hLIr on the highest votittm cross-walk crossing the major
street -
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!RC:93-I985
29
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tRC 9.3-1985
Appendix I
OFF-SET
i’he otT-set is defined as the difference between the starts of green time at
the successive upstream and downstream signals. This is an important conside
ration in planning a system ofco-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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IRC : 93-1985
44ASE 01AGPAt~tS
~ .4
PHASE TI
LEGEND
RED
~MBER
GREEN
Fig. 6. Signal phasing and hand diagrams
<< 31
IRC : 93-1985
3
0
-J
‘a- ujs SIGNAt
3
0 S SIGNAL
-J
p —
—I
—I
~OFFSET GREEN
TRAVEL TIME
OF PLATOON
Fig, 7. Offset
<< 32
IRC 93-1985
600
500
a
(4,
-4
LOU
El,
z
~ 300
m
-4
xl
‘Ii
(P
700
100
0 -
0 10 20 30 £0 50 60 70 80 90 WO
TIME INSECONDS
GREEN
S RED
Fig. 8. Typical time and distance diagram for one way streets with linked
signals
(ii) Alternate system, or limited progressive system
(iii) Simple progressive system
(iv) Flexible progressive system
SiMULTANEOUS SYSTEM
Under this system, all the signals along a given Street always display
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 emplo-
yed to keep the series of signals in step. The disadvantages ofa simultaneous
systems are
(i) It is not conducive to give continuous movement of all vehicles,
<<
33
IPX’: q3-l9~5
(ii) It encourages speeding of drivers between stops.
(til) [he overall speed is often reduced.
liv) Because the division of the cycle time is the same at all the intersections,
inefficiency is inevitable at some intersections.
(v) The simultaneous stoppage of a continuous line of traffic at all intersec-
tions often results in difficulty for the side street vehicles in turning into
or crossing the main stde street.
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IRC : 93-1985
Appendix 2
DESIGN OF SIGNAL TIMING
Data : Right angled intersection (turns prohibited)
Major street 12.0 metre wide ~4lane divided)
Minor street 6,0 metre vvide (2 lane)
Peak hour volumes on different approaches shown in sketch 2,
I
0.
6,Ot.t ci
ID
0-
I ~
St<E”t Cd—! SKCTCfl— 2
N Iinor
~reel 2 lB 2 38 = 61) seconds
Fig. 9, sit’ws the signal phasing and band diagrams for the designed signal
irning.
<< 35
IRC 93-1985
iL
TIME N SECONDS
GREEN
a RED
<< 36
IRC : 93-1985
Appendix 3
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.
<< 37
1R.C : 93-1985
for widths from 5.5 to iS metre for lesser widths the values may be obtained
from the table given below:
Width W in metres 3,0 3.5 4.0 4.5 5.0 5.5
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 pcujhour
Saturation flow for critical approach in phase 2 = 1850 (from table)
660/3150 0.21
= 180/1850 = 0.10
L5x 16+5 29
Optimum cycle length Co = ‘L~j~= ~ 42.02 seconds
Say 45 seconds, as the cycle time is expressed
in multiples of 5.
The cycle length may be distributed as green time to the two phases on the
basis of tilts = yi/ys =
Therefore g
1 = 30.48 seconds g~— 14.52 seconds
Eflective green after deducting initial and final amber time works out as
follows
30.48—2-2 = 26.48 seconds tt 14.52—2-2 = 10.52 seconds
But as per pedestrian requirements effective green for minor street to
accommodate crossing major street equals 17 seconds,
Therefore total gs including amber is equal to 17 + 2 + 2 = 21 seconds
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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