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Unit-3 Rse
Unit-3 Rse
Signals
Road Safety Engineering UNIT-3
Contents
• Road Marking: Role of Road markings, Classification, visibility.
• Traffic Signals: Need, Signal face. Illumination and location of Signals,
Factors affecting signal design, pedestrians‘ safety, fixed and vehicle
actuated signals. Design of signals, Area Traffic control.
• Delineators, Traffic Impact Attenuators, Road side rest areas, Safety
Barriers, Traffic Aid Posts.
• Road Signs: Classification, Location of Signs, measures of sign
effectiveness, Types of visual perception, sign regulations, sign
visibility, sign variables, Text versus symbols.
Road Marking
• Lines, patterns, words set into applied or attached to the carriageway
or kerbs or objects within or adjacent to carriageway
To delineate traffic path and its lateral clearance from traffic hazards
Paint Material
• Ordinary road marking paint (Cold)
• Hot applied thermoplastic compound
• Reflectorized paint
Road Markings-Classification
Obstruction approaches
Markings for parking
Word messages
Object markings
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Continued…
• Overall traffic flow depends on the performance of the intersections. It also affects
the capacity of the road. Therefore, both from the accident perspective and the
capacity perspective, the study of intersections is very important for the traffic
engineers especially in the case of urban scenario
• Grade-separated intersections.
4
Conflicts at an Intersection
• Conflicts at an intersection are different for different types of intersection.
pedestrians.
5
Continued…
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At-grade Intersection
improvement studies
• At-grade intersections do not provide for the flow of traffic at different levels
and therefore there exist conflicts between intersecting streams of traffic
• Intersection Volume Studies, Delay studies and accidents studies play key
role in improving the intersections
• The choice between an at-grade and grade separated junctions at a
particular site depends upon various factors such as traffic volume, delay,
economy, safety, aesthetics etc.
• Grade separated intersections generally are more expensive initially and are justified in
certain situations such as
• Express ways, free ways, motor ways
• Maximum capacity reached
• Heavy traffic volume and prolonged intersection delays
• Bad history of accidents
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• Grade separated intersections generally are more expensive initially and are
justified in certain situations such as
• Express ways, free ways, motor ways
• Maximum capacity reached
• Heavy traffic volume and prolonged intersection delays
• Bad history of accidents
8
Grade separated Intersections
• Grade-separated intersections are provided to separate the traffic in the
vertical grade.
• Different types of grade-separators are flyovers and interchange. Flyovers
itself are subdivided into
• overpass and underpass. When two roads cross at a point, if the road
having major traffic is elevated to a higher grade for further movement
of traffic, then such structures are called overpass. Otherwise, if the
major road is depressed to a lower level to cross another by means of an
under bridge or tunnel, it is called under-pass.
9
Grade separated Intersections
• Interchange is a system where traffic between two or more roadways flows at
different levels in the grade separated junctions.
• Common types of interchange include
• Trumpet interchange,
• Diamond interchange , and
• Cloverleaf interchange.
10
Trumpet interchange
• Trumpet interchange is a popular form of three leg interchange. If one of the legs
of the interchange meets a highway at some angle but does not cross it, then the
interchange is called trumpet interchange
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Diamond Interchange
• Diamond interchange is a popular form of four-leg interchange found in the urban
locations where major and minor roads crosses.
• The important feature of this interchange is that it can be designed even if the
major road is relatively narrow
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Clover leaf Interchange
• It is also a four leg interchange and is used when two highways of high
volume and speed intersect each other with considerable turning
movements.
• The main advantage of cloverleaf intersection is that it provides complete
separation of traffic. In addition, high speed at intersections can be
achieved. However, the disadvantage is that large area of land is required.
Therefore, cloverleaf interchanges are provided mainly in rural areas
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Clover leaf Interchange
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Traffic signals
• The conflicts arising from movements of traffic in different
directions is solved by time sharing principle
• A traffic control signal is a signal , which through its
indications , directs the traffic to stop and permits it to proceed
alternatively
• Advantages of traffic signals
• It provides for an orderly traffic movement
• It increases the capacity of the intersection
• It will reduce the frequency of certain type of accidents
(right angled)
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Advantages
• It provides a means of interrupting heavy traffic to cross
• It promotes driver confidence by assuring the right of way
• It may afford considerable economy over manual control
• Disadvantages
• It may increase certain type of accidents (rear end collisions)
• larger stopped delays
• When improperly located/designed it promotes disrespect
• it may encourage drivers to prefer alternate routes (under designed roads)
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Classification of Signals
• Traffic control signals
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Signal systems
• Synchronized system/ Simultaneous system
• All signals along the given street always show same
indication at the same time
• The division of the cycle is the same at all signalized
intersection systems and only one controller is used to operate
a series of intersections
• Alternative system
• The alternate signals or group of signals along a given road
show opposite indications at the same time
• The system is operated with a single controller. This permits
vehicles to travel one block in half the cycle time
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Signal systems
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Concept of Signal Design: Definitions
Change interval is also called the yellow time indicates the interval between the green and red signal
indications for an approach.
Clearance interval is also called all red is included after each yellow interval indicating a period
during which all signal faces show red and is used for clearing off the vehicles in the intersection.
Clearance interval is optional in a signal design. It depends on the geometry of the intersection. If the
intersection is small, then there is no need of clearance interval whereas for very large
intersections, it may be provided
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Timing of signals
Timing an isolated signal
It should be determined on the following lines according to the traffic
requirements
Cycle time should normally be from 40 to 60 sec. (best timing would be
the shortest possible under the traffic conditions). Maximum cycle time
should be 120 sec.
Determine pedestrian crossing time of all approaches based upon pedestrian
walking speed generally taken as 1 m/s. These values will be minimum
green plus amber time for each phase
Based on these minimum, compute green plus amber time in proportion to
approach volumes per approach lane. No phase should be less than 15 sec.
Adjust cycle time (sum of all phases) to next higher 5 sec. interval and re-
compute phase values
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Timing of signals
Timing an isolated signal
Select amber periods based upon approach speeds. Table below is
recommended as a guide for selecting appropriate amber periods
Compute percentage value for all phases (total being 100%). It is necessary
to use % since controller settings are in % of signal cycle
Computed timing should be installed in the controller and the operation of
the intersection observed, especially during peak conditions
Field correction of the timing may be necessary to provide smooth flow
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Timing of signals
Timing a coordinated system
• The prerequisite of any coordinated system is that all signals in the system
must operate on the same cycle length. The division of the cycle may vary
with the individual intersection but the total cycle length must remain constant
• Usually the critical intersection is tuned according to the isolated signal
timing system and the resulting cycle length used throughout the system
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Timing of signals
Timing a coordinated system
Approach speed (KMPH) Amber period (seconds)
0-50 3
50-65 4
65-80 5
80 or more 5 (plus all red period)
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Concept of signal design
Phase design
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Concept of signal design
Phase design
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Four phase signals
• There are at least three possible phasing options. For example, figure shows
the most simple and trivial phase plan. where, flow from each approach is put
into a single phase avoiding all conflicts. This type of phase plan is ideally
suited in urban areas where the turning movements are comparable with
through movements and when through traffic and turning traffic need to share
same lane.
• This phase plan could be very inefficient when turning movements are
relatively low
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Four phase signals
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Concept of signal design
Determination of Optimum cycle length
C0=(1.5 L + 5)/(1-Y)
C0= optimum cycle time
L=total last time per cycle in secs
=n(k+a-g)+R
n=no.of phases
k=green time for the phase
a=amber time for the phase
g=effective green time
R=all red time
Y=y1+y2+…yn
y1,y2,….yn are the maximum ratios of flow to saturation flow (q/s)
for phase 1, 2, ..n
s= saturation flow = 525*w pcu/hr, w= width of approach in
meters
Effective green time
• Effective green time is the actual time available for the vehicles to cross the
intersection.
• It is the sum of actual green time (Gi) plus the yellow time minus the
applicable lost times.
• Lost time is the sum of start-up lost time (l 1) and clearance lost time (l2)
denoted as tL.
• Effective green time , gi = Gi + Yi – tL
gi
l1
l2
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Effective green time
• Lane capacity:
Capacity of a lane, ci = si*(gi/C)
where ci is the capacity of lane in vehicle/hr,
si = saturation flow rate in vehicle/hr/lane,
=3600/h, h is the saturation head way in seconds/vehicle
C = cycle time in secs
The ratio of effective green time to the cycle length ( gi/C) is defined as green
ratio.
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Road Delineators
• Any devise or treatment whose aim is to outline the roadway
• Ex. Painted lines, raised pavement markers, posts, post mounted reflectors,
contrast treatments of the pavement
• Role
• To provide visual assistance to drivers about alignment of road ahead
especially at night
• Particularly effective in the case of complex locations involving changes in
horizontal and or vertical geometry, and during sever weather conditions such
as heavy rain, fog or snow
• Normally reflectors are used for better night visibility
Road Delineators-Classification
Roadway Indicators
Hazard markers
Object markers
https://www.shutterstock.com/image-photo/road-bend-10886620
Road Delineators
-Hazard markers
• Provided wherever objects so close to the road as to constitute an
accident hazard
• To define obstructions like guard-rails and abutments adjacent to the
carriageway
• Culverts, bridges, guard rails ….
Road Delineators
-Object markers
• To indicate hazards and obstructions within the vehicle flow path
• Channelizing islands, face of the kerb
• Typical locations where object markers should be used
• Traffic islands at approaches to intersections
• Around periphery of rotary islands
• Median openings
• Approaching traffic at island forming infiltration lanes
• On medians/islands on far side of the intersections
• At points where traffic divides into different directions e.g down ramps of a
grade separated intersections and
• On far side of T-junction and street dead ends
Object markers-typical designs
https://beeldbank.rws.nl/MediaObject/Details/378969
Safety Barriers
Used for • Flexible systems (Wire rope)
• Bridge approaches
• Sharp curves
• High embankments