Sultanate of Oman.

Highway Design Standards 2010

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Traffic Signalled Junctions

8.1 Traffic Signalled Junctions 8-1

8.1.1 Introduction 8-1
8.1.2 Site Suitability 8-1
8.1.3 Equipment and Operation 8-1
8.1.4 Intergreen Period Calculation 8-6
8.1.5 Urban Traffic control (UTC) 8-7
8.1.6 Layout of Traffic Signal Controlled Junctions 8-7
8.1.7 Detection for Vehicle Actuation 8-7

8.2 Providing for Pedestrians 8-8

8.2.1 Design Options and Justifications 8-8
8.2.2 Design Guidelines 8-8

8.3 Signalized roundabouts 8-9

8.3.1 Applications 8-9
8.3.2 Design Principles 8-10

8.4 References 8-11

List of Figures
Figure 8.1.3.4: Phase / Stage / Intergreen / Cycle Time 8-2
Figure 8.1.3.1: Traffic Light Controlled Junctions (1 of 3) 8-3
Figure 8.1.3.2: Traffic Light Controlled Junctions (2 of 3) 8-4
Figure 8.1.3.3: Traffic Light Controlled Junctions (3 of 3) 8-5
Figure 8.1.3.5: Intergreen Definition 8-6
Figure 8.1.4.1: Intergreen Conflict Points 8-6
Figure 8.3.1.1: Typical Layout of Signals at a
Roundabout Entry 8-9

List of Tables
Table 8.1.2.1: Minimum Visibility Distance to
Primary Signals 8-1
Table 8.1.4.1: Calculating Intergreen Values 8-6
Table 8.1.4.2: Calculating Pedestrian Intergreen Values 8-7
Table 8.2.2.1: Invitation Green Man 8-8
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8.1 TRAFFIC SIGNALLED JUNCTIONS excess of 100km/h are expected. Reference 1 gives advice on this aspect. Table 8.1.2.1 shows the minimum
visibility distance to the primary signal for various approach speeds (Reference 4).
8.1.1 Introduction
Design Speed (km/h) (new roads)
Visibility Distance (m)
85th Percentile Speed (km/h) (existing roads)
8.1.1.1 The section of the Oman Highways Design Standards covers the use of traffic light signals for the
50 70
control of vehicles and pedestrians.
60 90
70 120
8.1.2 Site Suitability
80 160
8.1.2.1 Justification for the installation of traffic signals is based on a number of factors: 100 215

n The expected traffic and pedestrian flows 120 295

Table 8.1.2.1 Minimum Visibility Distance to Primary Signals
n The feasibility of alternative solutions (i.e. priority, roundabout, grade separated)
n The expected traffic speeds 8.1.2.6 Duplicate primary signals are recommended on all high speed approaches. At some sites, signal
n Accident records, if it is an existing junction visibility may be improved by installing additional heads on tall posts, above the standard signal head, or on
n Whether there is a desire to introduce controls on the junction mast arm brackets above the carriageway. If intending to use mast arm signals, the designer should check Route
n Whether the junction is within a UTC area, and how close it is to other junctions (see clause 8.1.5) Classification and associated vertical clearance. When drawing up the signal head arrangement, two issues
should be addressed:
8.1.2.2 Using light signals to control traffic at junctions has potential for four major benefits:
n Possible maintenance problems
n Improvement of road safety by separating conflicting traffic by time n Signal visibility as drivers travel towards the stop line.
n Reduction in congestion
8.1.2.7 With a signal head mounted at a height of, say, 6 meters, and aligned as recommended, the optical
n Introduction of pedestrian crossing facilities
performance will begin to reduce rapidly at approximately 75 meters from the stop line, which could well be
n Control of traffic volumes on secondary routes
within the dilemma zone. It is therefore essential that standard height signals are also visible to all drivers on the
8.1.2.3 A number of additional benefits result from carefully designed traffic light controlled systems: approach. Two types of collision are common at high-speed sites:

n Selective vehicle priority (e.g. buses, emergency vehicles) n A rear-end shunt, where one driver stops and a following one does not.
n Flexibility to assist particular streams of traffic or respond to changing traffic conditions n A side impact, where a driver enters the junction after the start of red and collides with conflicting
n Generally low cost: capital costs are usually less than for roundabouts and substantially less than for traffic.
grade separated junctions.
8.1.3 Equipment And Operation
8.1.2.4 A number of dis-benefits of traffic signal controlled junctions need to be considered:
8.1.3.1 All new installations must include at least the following equipment:
n Additional delays and operating costs to vehicles at times of low traffic flow e.g. overnight or during
off-peak periods. (The impact of this may be reduced by use of appropriate detection or by turning n A traffic signal controller
signals off during low flow periods). n Signal poles
n Potential loss of U-turn facility if a roundabout is replaced (consider signalising roundabout rather n Signal displays
than replacement). U-turns may still be possible if adequate space exists and conflicts with other n Warning signs on approaches (not always necessary in urban areas, dependant on speed of
traffic or pedestrian routes can be avoided. approaching traffic and visibility of signal junction)
n Drivers approaching a traffic signal set to green do not have to control their speed to negotiate n Vehicle detection
the junction if going straight ahead. Hence, accident rates and severity can be higher than those at
roundabouts of similar capacity.
8.1.3.2 Pedestrian push buttons and pedestrian aspects may be required in urban areas where pedestrian
flows justify provision (see sub-section 8.2).
n On-going maintenance cost of traffic signal equipment, and the need to monitor continuously the
signal operations (unless incorporated within a UTC adaptive system – see clause 8.1.5) 8.1.3.3 New controllers should have the flexibility to function in the following ways:
n On-going power cost for the traffic signal equipment
n By manual control
8.1.2.5 Particular care needs to be taken when siting traffic signals on high speed roads. “High speed” for n To pre-determined fixed timings
signal-controlled intersections is taken to mean a road where the 85th percentile approach speed at the junction n By vehicle actuation
are 55km/h or greater. Traffic signals are not recommended in rural areas, especially where vehicle speeds in n As part of an urban traffic control (UTC) system (clause 8.1.5)
n Part-time

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Traffic Signalled Junctions

n To co-ordinate with a neighbouring junction or pedestrian crossing through the use of either a link 8.1.3.15 Existing direction signing for the junction should be reviewed and modified when a junction is
cable or by the use of a cableless linking facility (CLF) signalized. It may be appropriate to provide lane use signing to improve lane discipline and reduce the associated
n To respond to a hurry call, i.e. where priority is given to a particular stage to ensure that a green accident potential.
signal is given rapidly to certain vehicles e.g. emergency vehicles
8.1.3.16 Figures 8.1.3.1 to 8.1.3.3 show typical layouts for road markings, for further advice please refer to
n Selective vehicle priority, to minimise delays to public services, e.g. buses.
Section 19 of these Design Standards covering the use of road signs and road markings.
8.1.3.4 The standard signal head is mounted on a post. The lowest part of the signal head or bracket must be
8.1.3.17 Signal controlled installations work at their most efficient when drivers have a clear understanding of
mounted at a minimum of 2.1 meters above the ground. The height of the center of the amber aspect must not
the operation. This can be an issue during the hours of darkness. When introducing signal control, the updating
exceed 4.0 meters except where mounted on a tall pole or mast arm. Where signal heads are provided on both
of the street lighting should be considered as part of the design. If there are pedestrian facilities, street lighting is
sides of an approach, the height of the amber aspects must be equal.
essential.
8.1.3.5 In circumstances where the correct distance from the stop line to the primary signal cannot be achieved,
8.1.3.18 The type of street lighting should be considered. High pressure sodium, which has a white light, gives
consideration should be given to the use of an additional mini-signal head, mounted lower on the primary signal
good contrast. For further advice please refer to Section 18 of these Design Standards covering the design and
pole which can be see within the drivers line of vision.
use of street lighting.
8.1.3.6 For maintenance purposes it is normal to numbeser signal posts. The convention is to start at the
8.1.3.19 Modelling the operation of the junction is most readily carried out by use of computer programs such
controller and work clockwise round the junction.
as OSCADY or LINSIG for isolated junctions and TRANSYT for linked networks of junctions. Further guidance is
8.1.3.7 Each approach to the junction has a stop line; the stop line is located 2.5 meters in advance of the contained in the user guides provided with the software.
primary signal which is generally mounted on the nearside of the road. The primary traffic signal should be
8.1.3.20 The traffic signal controller gives right of way to the various movements at the junction by showing
supported by a secondary signal normally sited on the far side of the junction as shown in Figure 8.1.3.1.
a green signal to different sets of movements, or phases, so that conflicting movements do not receive a green
8.1.3.8 The secondary signal may be sited on the entry side to the junction as a closely associated secondary signal at the same time (with some exceptions for turning traffic). Completion of the normal sequence of lights
signal to avoid other traffic misreading it and stopping within the junction as shown on Figure 8.1.3.2. (red, red/amber, green, amber) is called a cycle. A stage is that part of the cycle during which a phase or set of
phases receives green. These terms are illustrated in Figure 8.1.3.4.
8.1.3.9 If an approach is made up of two lanes, it is advisable to provide an island to the left of the lanes and
to provide a duplicate off-side primary signal as shown in Figure 8.1.3.2. Stage 1 Interstage Stage 2 Interstage Stage 3 Interstage

8.1.3.10 If pedestrian facilities are to be provided, the distance from the stop line shall be 3 meters, thus
positioning the primary signal pole 0.5 meters from the crossing studs in a convenient place to locate the push Phase A
button.
Intergreen
Phases A-C and
8.1.3.11 At a constricted site, the stop line may need to be set back from the junction to accommodate turning A-D
vehicles and the primary post will be further away from the junction also, in this circumstance, if a pedestrian
facility is to be provided, the push button should be mounted on a separate post located 0.5m from the crossing Phase B

studs.
Intergreen
Phases B-C and
8.1.3.12 Where traffic is required to turn after the signal, the aspects may be replaced with arrow aspects. The B-D
arrows should be aligned to indicate the direction of movement, straight on would be indicated by
Phase C
arrows pointing upwards.
Intergreen Phases
8.1.3.13 A filter arrow is a green arrow displayed on its own, normally a left hand arrow, with an C-E
associated red signal. It is not preceded by a red + amber and is followed by a full green. Filter arrow
phases may be used if the right hand lane is a dedicated right turn movement that does not conflict Phase D

with any other phase running. The green arrow is provided as a box sign mounted on the right hand
Intergreen E-A
side or underneath the signal head. The filter arrow should terminate only at the time when the Intergreen Phases
and E-B (includes
D-E
full green aspect for that approach is illuminated. The filter arrow is situated on the primary signal blackout)

position only. An example of a suitable location is shown on Figure 8.1.3.2. Phase E

8.1.3.14 An indicative arrow is a green arrow displayed with a full green and is situated only on the secondary signal Cycle time
position. It is preceded by the associated full green which stays illuminated, and is extinguished at the same time as the Figure 8.1.3.4 Phase / Stage / Intergreen / Cycle Time
full green. A typical use would be an early cut-off sequence. An example of a suitable location is shown on Figure 8.1.3.2.
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Traffic Signalled Junctions

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Figure 8.1.3.1 Traffic Light Controlled Junctions (1 of 3)

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Traffic Signalled Junctions

Figure 8.1.3.2 Traffic Light Controlled Junctions (2 of 3)

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Traffic Signalled Junctions

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Figure 8.1.3.3 Traffic Light Controlled Junctions (3 of 3)

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Traffic Signalled Junctions

8.1.3.21 The time between the end of green for one phase and the start of the green for the next phase to use 8.1.4.7 If the difference is up to 9m, then the minimum intergreen period of 5 seconds for A to C should be
the junction is known as the intergreen period. This period is vital to ensure the safe operation of the junction. satisfactory. For distances over 9m, the times given in Table 8.1.4.1 should be used. The process is repeated for
If the values are too short there is a good chance vehicles will collide within the junction, if they are too long every possible vehicle to vehicle phase change.
vehicle drivers will become frustrated leading to a lack of caution and a compromise of road safety. The period is
Difference in Distance (meters) <9 10-18 19-27 28-37 38-46 47-55 56-64 65-73
generally signalled as in the following Figure 8.1.3.5:
Intergreen (seconds) 5 6 7 8 9 10 11 12
Time (seconds) Ending vehicle phase Starting vehicle phase Table 8.1.4.1 Calculating Intergreen Values
Green Red
8.1.4.8 The distance may be negative and intergreen times lower than that shown in Table 8.1.4.1 can be used
Amber Red
3 seconds fixed
Vehicle to Vehicle
with caution. The following advice applies in either case.
Variable Red Red
Intergreen
2 seconds fixed 8.1.4.9 If vehicle speeds on the phase losing right-of-way are substantially less than on the phase gaining
Red Red + Amber
Red Green right-of-way, possibly because of a steep incline on the approach or a predominance of slow-moving vehicles,
Starting pedestrian the intergreen should be increased. An example may be in determining an intergreen involving opposed right
Time (seconds) Ending vehicle phase
phase turning vehicles, which are normally slower and may be late starting. This is particularly important when the
Green Red move is followed by a pedestrian phase. In such cases, after measuring the difference in swept path length and
3 seconds fixed Amber Red Vehicle to Pedestrian applying Table 8.1.4.1, it is normal to add 1, or possibly 2 seconds.
Variable Red Red Intergreen

Red Green
Time (seconds) Ending pedestrian phase Starting vehicle phase
Green Red
Variable Blackout – no signal Red
Pedestrian to Vehicle
Variable Red Red
Intergreen
2 seconds fixed Red Red + Amber
Red Green
Figure 8.1.3.5 Intergreen Definition

8.1.4 Intergreen Period Calculation

8.1.4.1 This section describes how the intergreen period should be calculated.

8.1.4.2 Figure 8.1.4.1 shows the intergreen conflict points that occur between conflicting vehicles. Phases A
and B both run in stage 1 and do not conflict. Phases C and D both run in stage 2 and do not conflict apart from
left turners who have to give way to each other at the center of the junction.

8.1.4.3 The vehicle to vehicle phase conflict points are as follows:

n Between phases A and C, conflict points 6, 10, 12, 15 and 16

n Between phases A and D, conflict points 5, 8, 13, 14 and 15
n Between phases B and C, conflict points 1, 2, 3, 9 and 16
n Between phases B and D, conflict points 1, 4, 5, 7 and 11

8.1.4.4 The phase conflict points from the vehicle phases to the pedestrian phases are points 17 and 18, i.e.
after the vehicle has crossed the furthest pedestrian studs.
Figure 8.1.4.1 Intergreen Conflict Points
8.1.4.5 The phase conflict points from the pedestrian phases to the vehicle phases are points 19 and 20, i.e.
after the vehicle has crossed the nearest pedestrian studs. 8.1.4.10 Where the starting phase is a pedestrian phase, the distance ‘x’ should be determined as the distance
from the vehicle phase stop line to the furthest studs of the pedestrian crossing points (for example from Stop
8.1.4.6 The conflict point to look for is the one where the phase ending has the furthest to travel relative to the Line A to Conflict Point 18). When the pedestrian phase is ending, the intergreen is based on the crossing width
phase starting. From Figure 8.1.4.1 it is clear to see that in the case of phase A to phase C that this is point 6, but (measured at the widest point on the crossing) as shown in Table 8.1.4.2.
it is good practice to measure all distances to ensure that the greatest value has been correctly identified.
8.1.4.11 The green man ‘invitation to cross’ period is covered in sub-section 8.2.

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n
Traffic Signalled Junctions
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Turning space for large vehicles; at a constricted site, the stop line may need to be set back from the
Road Width (meters) Clearance Total intergreen
Starting Amber (seconds) junction to accommodate turning vehicles
No Central Island Blackout (seconds) All Red (seconds) required (seconds)

up to 7.2 3 3 2 8 n Un-signalled facilities for right turns

7.2 - 8.4 4 3 2 9 n Location of secondary signals and closely associated secondary signals
8.4 - 9.6 4 4 2 10
8.1.6.2 Secondary signals must always show the same information as the primary, but they may also give
9.6 – 10.8 5 4 2 11
additional information such as a green arrow.
10.8 – 12.0 5 5 2 12
12.0 – 13.2 6 5 2 13 8.1.6.3 At least two signals should be provided at each arm as follows:
13.2 – 14.4 6 6 2 14
n Single lane approach – one primary on right hand side and one secondary across the junction or
14.4 – 15.6 7 6 2 15
closely associated
With an Island
n Two lane approach – a refuge should be provided, two primaries and one secondary across the
up to 10.8 6 3 2 11
junction or closely associated. If an island cannot be provided, consideration should be given to
10.8 – 12.0 6 4 2 12
providing an additional primary signal on a mast arm to improve visibility of the signals from the
12.0 – 13.2 7 4 2 13
left hand lane.
13.2 – 14.4 7 5 2 14
n Multi lane approach – as per the two lane approach with the addition of a mast arm signal to improve
14.4 – 15.6 8 5 2 15
visibility of the signals from all lanes.
15.6 – 16.8 8 6 2 16
16.8 – 18.0 9 6 2 17
8.1.7 Detection for Vehicle Actuation
18.0 – 19.2 9 7 2 18
19.2 – 20.4 10 7 2 19 8.1.7.1 Vehicle detectors installed for permanent traffic lights at junctions or Pelican crossings may be either
20.4 – 21.6 10 8 2 20 of the inductive loop type or microwave vehicle detection (MVD) type.
21.6 – 22.8 11 8 2 21
8.1.7.2 Inductive loop detectors are cables buried in slots cut in the surfacing; they work by detecting the
Table 8.1.4.2 Calculating Pedestrian Intergreen Values
change of flux caused by the movement of metal in their vicinity.
8.1.5 Urban Traffic Control (UTC)
8.1.7.3 Microwave vehicle detection are located at the top of the primary traffic signal pole and work by
8.1.5.1 UrbanTraffic Control (UTC) is a term used to describe the technique of co-ordinating traffic signals, normally detecting movement of an object towards the detector head. MVDs can also be used at portable traffic signals.
through a centrally located computer. Areas, where signals are relatively close together and traffic flows are high,
lend themselves to co-ordination as benefits are achieved by progressing platoons of traffic in an organized fashion.
8.1.7.4 MVDs have benefits over inductive loop detectors in that they are cheap to install and easy to maintain,
not requiring the closure of traffic lanes to be re-cut.
8.1.5.2 The basic UTC system will link together junctions using pre-determined fixed time plans. Adaptive
systems are available to extend the scope of UTC systems so that inputs to detectors are monitored in real
8.1.7.5 MVDs are not suitable on high speed roads, or where an approach may be split into two phases. In this
instance, MVD’s do not have a clear definition of lane use and may demand the wrong phase.
time and these figures fed back into the system so that the signals can be adjusted to suit the prevailing traffic
conditions. This sort of system is best suited to networks that have frequently changing traffic flow conditions and 8.1.7.6 MVDs have another advantage over inductive loop detectors as they operate in one direction only and
once set up can cater for fluctuations however caused. will not detect traffic exiting the junction even if it crosses the centre line.

8.1.5.3 Adaptive systems do not offer significant benefits if the network is operating at capacity, as the system 8.1.7.7 Depending on the type and layout of vehicle detectors when coupled to the appropriate controller they
has no spare time to re-allocate. Adaptive systems are expensive to calibrate initially but can offer significant can be used to:
benefits, typically 5 to 10% improvement in capacity. All systems require regular monitoring and updating, a
n Demand or extend the green period
poorly maintained system could show significant dis-benefits to road users.
n Extend the all-red period
8.1.5.4 All new traffic signal controllers in the Sultanate must be capable of being linked into a UTC system in n Demand or extend the green period for a particular type of vehicle (e.g. buses)
the future. n Speed up the cycle
n Provide vehicle flows for the UTC
8.1.6 Layout of Traffic Signal Controlled Junctions
n Monitor vehicle speeds
8.1.6.1 Typical layouts of traffic signals are shown in Figures 8.1.3.1 to 8.1.3.3. These illustrate some particular n Record vehicle types
points regarding the location of the primary signal as covered in Clause 8.1.3, e.g:

n The relationship of the primary signal pole to the stop line and pedestrian studs

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8.1.7.8 Choice of detection type is influenced by the 85 percentile speed of approaching traffic (the 85 percentile in front of the stop line; pedestrian barriers then direct the pedestrians away from the junction such
speed is defined as the speed of which 85% of the traffic is travelling at or below): that the distance between the inside line of studs on each side of the median have an offset of
greater than 4m. The second half of the road is crossed by a separate light crossing, linked to the
n 85 percentile speed less than 55 km/h - microwave vehicle detection (MVD) should be used. Only
traffic signals as a parallel stage stream or as a stage that can run as walk with traffic. If the second
where microwave detection is unsuitable should loop detectors be used. (MVD’s should not be used
half needs to run at the same time as conflicting traffic, an additional stop line will be required and
for approaches with split phases due to the difficulty in defining the limits of the lanes)
care should be taken to ensure that blocking back of traffic into the junction does not occur. Vertical
n 85 percentile speed greater than 55 km/h but less than 70 km/h - MVDs should normally be
louvers may need to be fitted to the amber and green aspect to ensure that the signals are only seen
used unless there are special circumstances based on traffic engineering judgement. However,
by traffic turning into that arm, and are not assumed to be a secondary signal by traffic on the other
consideration should be given to speed reducing measures or changing the speed limit. Intergreen
side of the junction.
values following the high speed approach losing right of way should be increased by 2 seconds.
n Displaced pedestrian facility. If the junction is close to capacity, or the median is less than 3m
n 85 percentile speed 70 km/h or higher - loop detection should be used as MVDs may miss high
wide, the pedestrian crossing may be sited away from the junction by up to 50m. A light controlled
speed vehicles. Intergreen values following the high speed approach losing right of way should be
pedestrian crossing facility, staggered or straight across can be provided, linked to the main junction
increased by 2 seconds.
or operating as a parallel stage stream within the junction controller. Care should be taken to avoid
8.1.7.9 Pedestrian detection takes the form of a pedestrian push button, when the button is pressed by the trying to change pedestrian desire lines. Pedestrian guardrail can be used to direct pedestrians away
pedestrian a demand for the pedestrian phase will be lodged within the controller. The wait indicator on the push from unsafe crossing locations and towards the controlled facility.
button unit will remain illuminated until the green man signal is given to the pedestrian when it will go out. The
wait indicator will be re-illuminated when the green man signal terminates. Pedestrian detection is important; if 8.2.2 Design Guidelines Invitation Green Man
Road Width (meters)
no pedestrian is present, it allows the controller to skip a pedestrian stage, reducing delays to vehicles. (Minimum) (seconds)
8.2.2.1 Where pedestrians cross the road in two parts the facility
No Central Island
must be staggered to make it clear to the pedestrian that they may
8.2 PROVIDING FOR PEDESTRIANS not have right of way on the second half of the carriageway. The
up to 7.2 5
7.2 - 8.4 5
crossings need not be staggered if the median island is at least
8.2.1 Design Options and Justifications 8.4 - 9.6 5
8m in width, the crossings may then be considered as separate
9.6 – 10.8 5
facilities.
8.2.1.1 There may be a need for an exclusive pedestrian signal stage. This should be considered when any of 10.8 – 12.0 5
the following apply: 8.2.2.2 The green man invitation to cross should be based 12.0 – 13.2 6
n The pedestrian flow across any one arm is in excess of 300 pedestrians per hour and this cannot be upon the length of the crossing as shown in Table 8.2.2.1. At 13.2 – 14.4 6
provided as ‘walk with traffic’. sites where capacity is such that the green man invitation is 14.4 – 15.6 6

n The turning traffic into any arm has an average headway of less than 5 seconds during the green likely to cause an unacceptable level of congestion, which could With an Island

time and conflicts with a flow of over 50 pedestrian per hour. have potential adverse safety implications, due to a reduction in up to 10.8 6
capacity, the green man period may be reduced to 5 seconds. The 10.8 – 12.0 6
n There are special circumstances such as significant numbers of elderly, children, infirm or disabled
intergreen following the green man is safety critical and may not 12.0 – 13.2 7
pedestrians.
be reduced. 13.2 – 14.4 7
8.2.1.2 There are a number of ways of coping with pedestrian flows at traffic signalled intersections: 14.4 – 15.6 8
8.2.2.3 For pedestrian phases that run as “walk with traffic,”
n No pedestrian signal. By introducing gaps into traffic streams, traffic signals help pedestrians cross 15.6 – 16.8 8
pedestrian push buttons should still be provided, this allows for
even without special provision, especially where there are refuges and one way streets. An extended 16.8 – 18.0 9
the displaying of the WAIT indicator at times when conflicting
all red period between two stages to help pedestrians is not recommended. This leads to delays 18.0 – 19.2 9
traffic is running.
to traffic and to driver disobedience since the extended period is present, even when there are no 19.2 – 20.4 10
pedestrians to the detriment of road safety. 8.2.2.4 Pedestrian push button units should normally be 20.4 – 21.6 10

n Full pedestrian stage. All traffic is stopped, but only on demand from a pedestrian push button. mounted at an angle of 45 to the curb line with the base of the
o 21.6 – 22.8 11

There will be one approach where the pedestrian flows are highest; the pedestrian stage should unit 1.0m from the surface of the footway. Table 8.2.2.1 Invitation Green Man
follow the vehicle stage for that approach.
8.2.2.5 Red Lamp Monitoring must be provided to monitor any vehicle phase that conflicts with a pedestrian
n Parallel pedestrian facilities (“Walk with traffic”). Where some turning movements are banned,
phase when audible and/or tactile facilities have been installed.
pedestrian facilities can be provided across appropriate arms that can run at the same time as traffic
is still moving in other parts of the junction. 8.2.2.6 It is preferable for audible devices to only be installed where there is a full pedestrian stage, at which
n Staggered pedestrian facilities. Where there is a wide median, it is possible to economise on cycle all the pedestrian indications appear at the same time on the same phase and there are no additional pedestrian
time by requiring pedestrians to cross the road in two parts. Half the width of the road may be crossed phases. (The controller should be configured for ‘All Red’ extending detectors in case the facility is later found
necessary.)

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8.2.2.7 However, since it is becoming increasingly difficult to include all the necessary signals on a single n
Traffic Signalled Junctions

Where delays are excessive, due to imbalanced flows, signals can alter the natural priority to a more
8
phase card without overloading it and it is now possible, through special conditioning, to allow audible signals at desirable one
a full pedestrian stage comprised of more than one phase. It is important to ensure that the audible signal is not n Where throughput is inadequate because of high circulating speeds (rather than high flows), signals
activated until all the phases have started and that there is time to provide an adequate invitation period for those can achieve an overall improvement in throughput; and
relying on the audible signal. The audible signal must not continue past the end of the first green man to finish. n Where it is possible to co-ordinate the gyratory as part of an overall UTC network (usually fixed-time
UTC), signals can reduce overall delays by taking out the random element of give-way control.
8.2.2.8 In the following circumstances, only tactile devices shall be used, since audible signals would be unsafe:

n When parallel pedestrian phases are provided; or 8.3.1.4 Installing signals on a gyratory with full time control often involves making geometric changes, as an
n When a full pedestrian stage is provided and the appearance of the various pedestrian phases are integral part of achieving throughput improvements, in ways which might not necessarily be effective or safe on
staggered to take account of clearing traffic such that paragraph 8.2.2.7 cannot be applied. a roundabout with priority control. The scope for changes in geometry with signals includes:

n The provision of additional entry lanes and improvement in the forward visibility for signals, by the
8.2.2.9 For non UTC installations, all round pedestrian stages should only appear if demanded and a parallel
reduction or removal of entry deflection; and
pedestrian phase should normally only appear if a demand is present at the start of the preceding interstage.
n The provision of additional carriageway width, either to complement entry approach lanes or to
8.2.2.10 At an installation in the UTC area, full pedestrian stages should only appear if demanded. Parallel accommodate queuing by changing the shape of the roundabout.
pedestrian phases should always appear. In order to facilitate the installation of tactile units, push buttons
8.3.1.5 At roundabouts that have a poor accident record, the introduction of signals on roundabouts can
must be provided where there is a pedestrian phase in parallel with a vehicle phase that does not have vehicle
regulate traffic patterns, reduce the need for weaving and merging, remove gap acceptance problems and reduce
detection. The push button will not insert a demand but the ‘WAIT’ indicator should illuminate when a button has
speeds. In addition to this, they can also provide more positive control for pedestrians, when compared with
been pressed (and the Green Man is not lit).
priority roundabouts.
8.2.2.11 Where there is a pedestrian phase in parallel with a vehicle phase that is detector demanded, the
8.3.1.6 Substantial reductions in accidents between vehicles entering and those circulating are possible on
parallel pedestrian phase should always appear with the vehicle phase - the pedestrian push buttons demanding
large roundabouts where circulating traffic speeds are high and gaps become more difficult for drivers wishing
the stage in parallel with the vehicle detector(s). The UTC demand bit (DX) shall normally be specified to demand
to enter the roundabout to judge. Signal control can remove this doubt.
both traffic and any parallel pedestrian phase, i.e. STAGE DEMAND.
8.3.1.7 Signalization cannot and will not eliminate accidents completely and research has shown that on
8.3 SIGNALIZED ROUNDABOUTS average about 5 accidents per year can be expected at a roundabout. In general, signalization will tend to reduce
the numbers on sites with a high accident record (full time signals are more successful than part time signals),
8.3.1 Applications but where signals have been introduced for other reasons at sites with a low accident record, numbers can
increase largely as a result of increased numbers of rear-end shunt type accidents.
8.3.1.1 Traffic signal control of roundabouts can
offer a number of benefits over the conventional 8.3.1.8 In order to realise the benefits of signalization, some adjustments have to be made to the layout to
roundabout operation: encourage appropriate traffic movements. If the signals only operate part time, then permanent works have to be
compromised and this is believed to contribute to the less successful accident reduction performance.
n Queue management
n Increased capacity 8.3.1.9 Part time control of a roundabout is employed to solve throughput at certain times of day, allowing
n Accident reduction priority control to be re introduced when traffic flows are light. Such signals can be initiated either by queue
n Pedestrian facilities detection loop arrays or by “time of day” control. In some cases, where the traffic flows are strongly tidal, signal
control can be employed on different nodes at different times of day.
n Urban Traffic Control Linkage
8.3.1.10 Part time control often gives lower off peak delays, but it provides limited scope for making geometric
8.3.1.2 Signal installations can be operated
changes as part of the signal installation, since a physical layout that is still suitable for priority control must be
on a full or part time basis and can comprise full
retained. Part time control can also introduce some confusion, due to the need for associated permanent signing
or partial signalization. Each of the 4 possible
and lining, which can lead to an increase in accidents when the signals are not in use. Full time control should
combinations has different characteristics, benefits
always be considered as the preferred alternative to part time control, but is the only option when any of the
and consequences. Figure 8.3.1.1 Typical Layout of Signals at a Roundabout Entry
following apply:
8.3.1.3 When the flows using a roundabout or gyratory increase to a level where the self-regulating nature
n A requirement for pedestrian crossing facilities on the gyratory;
of the intersection breaks down, the throughput of particular entries can be restricted by the difficulty of finding
n A potential benefit from incorporation in a linked system; and
gaps in the circulating traffic. The introduction of traffic signals at one or more of the nodes can produce the
n Significant queues arising at various times of the day.
necessary bias in favour of the affected entries and particularly:

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 Ministry of Transport & Communications . DGRLT

Traffic Signalled Junctions

8.3.1.11 Partial control of a roundabout is often employed where delays do not occur on all arms and is 8.3.1.20 Timings of signals at roundabouts is key to their safe and efficient operation. The signals on the
sometimes combined with part time control. It can be a useful technique, to avoid having too many closely roundabout should be linked by either Cableless Linking Facility (CLF) plans or by plans driven by the Urban
spaced signals around a roundabout. Indeed, installing signals at a single entry is sometimes all that is necessary Traffic Control (UTC) system. These plans require careful calculation using a software package such as TRANSYT.
to solve a particular problem, such as queuing back onto an arterial road. Over time, it can become necessary to This enables the optimisation of the signals for different flow conditions at different times of the day. It is good
install signals at additional entries. practice to include some demand dependency in any plans, particularly those running overnight, to ensure that
drivers are not unduly delayed.
8.3.1.12 When partial control is used on small gyratories, the lack of positive control on some entries can lead
to uncontrolled queuing on downstream circulating links. However, provided uncontrolled entry flows are low, 8.3.1.21 Design of signalized roundabouts is a complex task, requiring an understanding of driver behaviour
the omission of signals can be employed to advantage. For example, it can allow a four entry roundabout to be and an in depth knowledge of traffic signal operation. Correctly designed, signalization of an existing roundabout
coordinated essentially as a three entry roundabout. can offer safety and capacity benefits whilst maintaining the U-turn benefits offered by the roundabout.

8.3.1.13 The signalization of gyratories enables innovative layouts to be introduced by, for example, incorporating
8.3.2 Design Principles
additional links to cater for routes in high demand. This can involve dedicated routes across the central island
(sometimes called “Hamburger Junctions”). 8.3.2.1 The skill of designing a traffic signal installation is in optimising delay (vehicles and pedestrians) and
maximising the capacity whilst maintaining a high degree of safety to all users.
8.3.1.14 One of the advantages of a signal controlled roundabout is that it is often possible to introduce formal
pedestrian facilities into the signalling arrangement. The provision of signals for traffic on the entry approaches 8.3.2.2 Whilst capacity is important, the resilience of the network is also a key factor. The ability of the network
of a gyratory provides a natural focal point for pedestrians and it is relatively easy to provide a pedestrian phase. to cope with infrequent events such as road works or vehicle breakdown without complete failure of the system
The route provided for pedestrians across the rest of the gyratory need to be related to the pedestrian desire improves the driver experience and reduces frustration.
lines and will affect the signal system that is adopted. Pedestrians may be signaled onto the central island of the
8.3.2.3 Reduction in delay and improvement in capacity can be achieved by:
roundabout or facilities provide on the exits to the roundabout. Crossings at exits need to be located sufficiently
far away from the gyratory to minimise the likelihood of queuing vehicles interfering with circulating traffic. This n Using the lowest practicable number of stages in the signal cycle
will depend on traffic flows, overall gyratory sequence and length of the stop time for traffic at the pedestrian n Providing alternative stages, excluding demand dependant phases when they are not demanded
signals. n Providing adequate capacity on each approach to carry the maximum predicted traffic flow for that
approach, allowing for a 15% daily fluctuation in traffic flow
8.3.1.15 Routeing pedestrians across the central island of a roundabout can provide a more direct path. In that
n Where appropriate incorporate the junction into a UTC system.
case, there may be no need for additional signals, as these may already be present on the circulating approaches;
so, in principle, it is a simple matter to introduce a pedestrian phase at that point. Care must be exercised where 8.3.2.4 The techniques which may be used, either alone or in combination to achieve minimum delays and
the associated green time is relatively short since the time needed for pedestrians to cross can become a limiting capacity improvements, may be summarised as:
factor.
n Where no conflict exists, or where the degree of conflict is acceptable, a conflicting movement may
8.3.1.16 It is good practice to control each entry or exit pedestrian set of signal on the roundabout as a separate be allowed e.g. a left turn on a full green signal. Care must be taken to ensure that drivers can carry
stream in a single controller. This allows ultimate flexibility of control. out the movement safely, i.e. sufficient breaks in the traffic, adequate visibility, no build up of queues
waiting to make the movement.
8.3.1.17 Care should be taken to design signal coordination, so as to encourage reduction of vehicular speed
n Restrict movements so that conflicting manoeuvres do not occur, e.g. ban left turns, create one way streets.
wherever possible. This suggests favouring coordination which causes traffic platoons to slow down.
n Allow left turners an unopposed period by introducing an early cut-off to opposing traffic and a left
8.3.1.18 Roundabouts are highway features which require a high degree of concentration to negotiate. Hence turn indicative arrow to encourage smooth movement of traffic.
distractions must be kept to a minimum and signing and lining schemes must be designed with this in mind. n Arrange signal stages to give unopposed left turns.
Essential features to be considered in design are as follows: n Re-arrange stage order to minimise impact of larger intergreen periods.
n Advanced warning signs n Allow simultaneous left turns (this requires space to avoid the movements conflicting).
n Clear direction signing n Separate out right turn movements with a lane controlled by a ‘Give Way’ arrangement or by a
n Consistent lining separate traffic signal phase.

n Intervisibility of signal heads to be kept to a minimum n Flaring approaches or increasing the number of entry lanes by use of narrower lanes (it is vital

n The whole system to be kept as simple as possible that the same number of exit lanes exist to avoid blocking back). Exit lanes can be reduced but this
should not happen for at least 150m past the stop line.
8.3.1.19 Roundabouts or gyratories may be signalized for different reasons and in a number of different ways n Providing extra lanes for turning traffic and relating signal green time to their length can smooth
but in designing them care must be taken to anticipate all the ancillary effects. A balance between increased traffic flow through the junction.
throughput and safety needs to be struck. In particular, it is necessary to address the frustration which can arise n Combining the green periods for vehicles and pedestrians when this can be achieved in a safe manner.
if motorists are delayed through long cycle times at quiet times of the day.
n Linking of sets of traffic signals either by Cableless Linking or by UTC.
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 Sultanate of Oman. Highway Design Standards 2010

8.3.2.5 Modelling the operation of a junction is most readily carried out by use of computer packages such as
Traffic Signalled Junctions
8
LINSIG. This package is also capable of modelling signal controlled networks and provision of the data required
for input into the UTC system. Other packages available for this purpose are OSCADY for isolated junctions and
TRANSYT for networks. As traffic levels continue to increase, networks may become oversaturated. Modelling
this with conventional empirical software leads to inaccuracies since they take little account of blocking back
between junctions. Future models of this type may then need to be modelled using micro simulation software
such as VISSIM.

8.4 REFERENCES
1. UK DfT, TAL02/03, Signal-control at Junctions on High-speed Roads
2. UK DfT, TAL05/05, Pedestrian facilities at Signal-Controlled Junctions
3. UK DfT, TAL01/06, General Principles of Traffic Control by Light Signals
4. UK The Stationary Office, Design Manual for Roads and Bridges, Vol. 6, Section 1, TD 9/93 Amendment No. 1
February 2002 Highway Link Design, Table 3, Desirable minimum Stopping Sight Distance.

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