Traffic Signals Design Guide

Important

This document will be occasionally amended. The document status should be checked before use.

Contact:

Traffic Signals Team Lincolnshire County Council Environment and Economy Newland Lincoln LN1 1YL

Tel: Fax: E-mail:

01522 782020 01522 553118 trafficsignals@lincolnshire.gov.uk

February 2017

Contents

1.0 Design Guide Objectives 2

2.0 Approval Procedure 4

3.0 Design Criteria 6

4.0 Lincolnshire County Council Specific Requirements 7

5.0 Method of Traffic Signal Control 18

6.0 Traffic Signal Monitoring and Control 19

7.0 Vulnerable User Requirements 21

8.0 Traffic Signal Equipment Commissioning 22

9.0 Service Connections 25

10.0 Appendices 26

1.0 Design Guide Objectives

1.1 Introduction

The purpose of this document is to promote consistent and high standards of design and workmanship for the installation of new traffic signal equipment in Lincolnshire.

This document states the procedures and design standards that are operated by Lincolnshire County Council. In addition, it covers the most commonly encountered design and construction related decisions when installing traffic signal equipment in Lincolnshire.

This document is provided to assist all those involved in planning, designing and building new traffic signal installations to be maintained and/or financed by Lincolnshire County Council.

Traffic signal equipment includes the following types of installation:

Traffic signal controlled junction Puffin pedestrian crossing Toucan pedestrian crossing (pedestrians and cycles) Pegasus crossing (pedestrians and horses)

1.2 Traffic Signals in Lincolnshire

The successful design, construction and operation of traffic signal installations requires a high level of project management, co-ordination and attention to detail.

The installation work is of a highly specialist nature and the work on site is only part of the project delivery process.

The traffic signals in Lincolnshire are not free standing entities but are linked into management and communication systems that are operated to maximise efficiency and to constantly monitor installations for faults.

Technological advances and the appearance of alternative traffic control solutions is a constant process. Whilst every effort will be made to keep this guide current, the County Council relies heavily on its own specialist trained staff and those of the traffic signal companies to recommend and provide appropriate traffic signal solutions on the highway network.

1.3 National Design Guidelines and Standards

This document provides guidance on the Lincolnshire County Council requirements when national design guides and national standards allow a range of design solutions.

The requirements contained in this document do not contradict national design guidelines and standards and are provided to assist the design decision process.

1.4 Specification and Procurement

All new traffic signal equipment in Lincolnshire is procured through the Lincolnshire County Council Highways Alliance Traffic Signals Term Contract.

The County Council can also offer a design, tender and site supervision service for the civil engineering elements of traffic signals installation projects.

The specification contained in the latest version of the County Council’s Model Contract document (Framework for Highway Works) must be used when procuring the civil engineering elements of a proposed traffic signal installation.

Please refer to the County Councils Section 278 agreement process HAT 41 for further details.

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2.0 Approval Procedure

2.1 The County Council operates an approval procedure with regard to the provision or potential provision of new traffic signal equipment to be installed on the highway. This procedure will also apply to the amendment of any existing traffic signal equipment.

2.2 The following items are typical of the forms of documentation that shall be submitted to the County Council’s Traffic Signal section, at the relevant stages of the project programme, for approval: -

Preliminary design drawings

Vehicle flow details. Both base and design flows shall be submitted. Design flows shall have been previously approved by Lincolnshire County Council.

Junction analysis calculations from Linsig and/or Transyt. Format and scope shall be agreed with Lincolnshire County Council. These shall be inclusive of node link diagrams and model data.

Detailed design drawings

Detailed installation specification (Contract Documentation)

Controller specification(s)

MOVA configuration data

MOVA Speed results and proposed associated detector placement

Inter-green calculations

Puffin or Toucan timing schedule(s)

2.3 Drawings submitted for approval shall comply with the requirements of Appendix C and as a minimum contain the following information.

Site location

Existing and proposed layout

Staging & phasing details

Signal head / pole arrangements

Cable ducting and chamber details

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Detection details

Proposed carriageway markings

2.4 It is a requirement of the County Council that all proposed traffic signal installations are submitted to the Lincolnshire Road Safety Partnership for safety auditing. When a proposal is submitted for approval it must be accompanied by a copy of the appropriate Road Safety Audit report(s).

2.5 The design engineer’s response to any recommendations detailed in the Road Safety Audit report shall accompany the submission accordingly.

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3.0 Design Criteria

3.1 Only personnel for whom competence in the design of traffic signals can be demonstrated shall be employed to undertake such projects for installations on the Lincolnshire highway network.

3.2 Only equipment approved by the DfT shall be used on the Lincolnshire highway network.

3.3 The design of traffic signal installations will be carried out in accordance with current DfT design standards.

3.4 The Designer shall refer to the DfT document TAL 1/06 General Principles of Traffic Control by Light Signals (or superseding documentation) and all documents referenced to in this DfT advisory leaflet. This document is not necessarily exhaustive and any additional design considerations specific to the proposed installation must be checked by the designer as part of the design process.

3.5 The Designer shall refer to and abide by all the Lincolnshire County Council requirements stated in this document. Any departures from these standards shall have the Approval of the Traffic Signals Manager and shall be recorded as part of the design process.

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4.0 Lincolnshire County Council Specific Requirements

4.1 Preliminary Design Work

4.1.1 A design brief shall be agreed with the Traffic Signals Manager and shall address what type of facility is to be constructed (e.g. traffic signal junction, pedestrian/cycle facility) and what options are required to be included in the scheme (e.g. type of pedestrian facility, signal management strategy, vehicle detection systems, bus priority facilities etc.).

4.1.2 Initial investigations shall be carried out to ensure that the proposals are safe and will function without unacceptable delays to all road users. The safe operation of installations is a higher priority than efficiency however the efficient movement of traffic is a key consideration.

4.1.3 Risk assessments and safety audits will be carried out in accordance with Lincolnshire County Council policies and Quality Management Systems.

4.1.4 Design calculations shall be based on up to date traffic count data.

4.1.5 The Traffic Signals Manager shall be consulted at an early stage on the design proposals and the proposed junction layout. The determination of land requirements shall not be finalised until the proposed traffic signal design options have been modelled to fully consider the impact on the Highway Network.

4.2 Typical Detail Drawings

4.2.1 The general construction arrangements for traffic signals installations are shown on the Lincolnshire County Council typical detail drawings.

4.3 Street Lighting

4.3.1 As part of the design process Street Lighting illumination levels shall be checked and improved if necessary for all new and modified traffic signal installations. The street lighting requirements shall be determined by the Principal Engineer (Street Lighting).

4.4 Advertising Puffin and Toucan crossings

4.4.1 This is a mandatory legal requirement to be arranged by the County Council and shall be included in the project management of the installation. This is often a critical activity that dictates when, where and if the traffic signal installation can be implemented. Any objections must be dealt with via the appropriate procedures. Sufficient timescales must be allowed for these requirements in any project programme.

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4.5 Highway Engineering Requirements

4.5.1 Critical Dimensions

It is very important for the safe operation of the junction and requirements of vulnerable users that the critical dimensions shown on design and typical detail drawings are adhered to.

Departure from these requirements can only be made with the prior approval of the Traffic Signals Manager. The following is a list of the main items that need to be correctly located relative to each other:

Stop Line Primary signal pole(s) Flush Dropped kerbs see LCC Typical Detail drawings Tactile paving Crossing studs

4.5.2 Pole Position, Stop line and Crossing Studs Offsets

To provide the required minimum 450mm clearance to traffic signal equipment mounted on poles the following pole offsets should be used.

The positioning of the traffic signal poles and stop lines is critical to the safe functioning of the installation. The following requirements must be adhered to wherever possible:

Straight pole = 700mm from kerb Cranked pole = 500mm from kerb Stub pole = 500 or 700mm from kerb to match the above Stop line = 2.5m from pole(s) Crossing studs = 0.5m from pole(s)

Where footway, verge and island widths allow straight poles should normally be used.

Installations with footways less than 1.8 metres should be avoided if possible.

Narrow footways require careful consideration and the option to use cranked poles or poles sited at the back of the footway should be considered along with the use of extension brackets.

Visibility, clearance, maintenance requirements and siting restrictions due to private property must be considered on an individual crossing basis. All poles shall be installed using an appropriate NAL socket with integral ducting connections.

In central reservations or locations with maintenance access issues the use of wide based, low access or hinged poles should be considered.

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4.5.3 Minimum Crossing and Footpath Widths

The standard width of Puffin crossings shall be 3.0m with an absolute minimum of 2.4m.

The standard width of Toucan crossings shall be 4.0m with an absolute minimum of 3m.

At locations with high pedestrian flows and where site constraints allow, crossings of greater width should be considered.

The minimum footpath width to ensure adequate space for pedestrians and space to locate traffic signal equipment and guard rail is 2.5m. At Toucan crossing facilities this is 3.0m.

The standard minimum island width at staggered pedestrian facilities is 3.0m. At Toucan crossing facilities this is 4.0m. This may be reduced to 3.0m if site constraints exist.

Any deviation from the standard dimensions stated above must be approved by the Traffic Signals Manager and be noted as a departure in the design file by the Designer.

4.5.4 Cored Crossing Studs

100mm dia. cored white thermoplastic crossing studs at 500mm centres shall be installed at all new pedestrian and cycle controlled crossing facilities.

4.5.5 Offset Pedestrian/Cycle Crossings Facilities

The offset should be arranged so that pedestrians walk along the island facing oncoming vehicles unless approved by the Traffic Signals Manager

Minimum width between guard rail for pedestrian only crossings is 2m. Minimum width between guard rail for Toucan crossings is 3m but this may be

reduced to 2m if site constraints exist. Minimum offset between crossings is 3m but this may be reduced to 2m if site

constraints exist.

4.5.6 Duct Design

Duct shall be smooth bored corrugated, 100mm dia., orange, with draw cord installed and have permanent markings reading “Traffic Signals” on the outside at 1 to 2m intervals.

The number of ducts required is a function of the amount and types of cable to be accommodated and the detection system(s) to be used. This must be determined and agreed with the Traffic Signals Term Contractor as part of the design process.

Junctions shall be provided with a complete ring across all junction arms linking to and from the controller wherever possible.

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4.5.7 Signal Equipment on Street Lighting Columns

Traffic signal equipment shall not normally be mounted on street lighting columns unless approved by the Traffic Signals Manager and the Principal Engineer (Street Lighting).

4.5.8 High Friction Surfacing (HFS)

It is County Council’s policy to avoid the use of High Friction Surfacing (HFS) where appropriate and in preference to consider the choice of other suitable surfacing materials.

Generally HFS will not be required in areas where the posted speed limit is less than 40 mph and the existing or proposed surfacing has a PSV value of 68 or above.

The County Council's Code of Practice Highway Works: Standards, Materials and Testing HT/14/1/94 (current edition Version 5.0 of 22nd November 2012) and in particular Tables 4, 4A and 5, gives guidance on the selection of Polished Stone Values (PSV) and Aggregate Abrasion Value (AAV) for surfacings and surface treatments. The County Council's Materials Laboratory should be approached for advice on this matter.

However, there will be circumstances where high friction surface treatments (HFS) are necessary and where the potential cost and reduced life cycle issues have been considered and accepted.

Locations where the use of HFS or replacement surfacing with a PSV of 68 or above shall be considered are:-

Roundabouts Traffic signals Pedestrian crossings Railway level crossings Locations where traffic is controlled by flashing red lights Accident prevention schemes School safety zones Where there are additional factors that heighten the level of risk.

Risks to be considered are:-

traffic volumes exceeding 750cv/l/day compromised approach visibility significant gradients a high number of vulnerable users accident records indicating a site of significant risk

For the locations categorised above where HFS is installed the HFS treatment shall normally be laid to a minimum distance of 50m from the stop line.

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For other surface materials the minimum treatment area is the described feature and an installed length of 75m from the stop line. For low speed approaches with a posted speed limit of 30mph and below the minimum distance of HFS may be reduced to 30m and 45m for other surface materials.

On high speed approaches with a posted speed limit of 40 mph and above the requirement for an extension to the 50m minimum HFS length shall be evaluated. In addition to the risk factors included above; the Designer shall consider the effects of queuing traffic when determining the length of the extension. Any such decisions shall be recorded on the Risk Assessment as part of the design process.

Where HFS or replacement surfacing is to be used at controlled crossing locations it shall be laid beyond the stop line to the pedestrian crossing studs. Buff coloured HFS shall not be laid beyond the stop line only dark grey/black HFS shall be used in this area. At non-staggered crossings the HFS or replacement surfacing shall cover the area between the opposing stop lines.

4.5.9 Guard Rail

The designer should carefully consider the need to use guard rail and only use it if there is a good safety reason to do so.

When guard rail is used the following principles shall apply:

The type of guard rail used at an installation shall conform to the Lincolnshire County Council Typical Detail Drawings.

Specialist decorative guard rail shall only be used with the prior approval of the Traffic Signals Manager and the appropriate Divisional Highways Maintenance Manager.

The desirable minimum offset (clearance) of guard rail from the kerb face is 450mm. (Absolute minimum offset is 300mm).

The maximum gap between guard rail and traffic signal poles at a crossing point is 150mm. The last panel should be angled to line up with the signal post if it is at a greater offset from the kerb.

The guard rail must not project beyond the signal pole into the crossing.

4.5.10 Street Scene Considerations (e.g. Conservation Areas)

All cabinets and feeder pillars shall be black in colour and treated with anti-graffiti treatments sourced via the County Council’s Traffic Signals Term Contractor.

All traffic signal poles shall be black in colour with the exception of modifications to existing grey pole installations or for schemes at locations with specific conservation or safety requirements.

The designer should give consideration to the environment in which the traffic signal installation is to operate.

The following issues need to be considered dependant on location:

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Colour of HFS and crossing surfacing Type and colour (contrasting or complimentary with surround) of tactile paving Colour and style of street furniture Minimising the number of signal poles and levels of traffic signal equipment Deletion of the backing boards to signal heads Type of controller case (i.e. option to use a small cabinet if available) The use of a NAL controller base Width of stop line and minimal use of road markings The need for traffic islands or widening of footways The need for pedestrian guard rail.

4.5.11 Temporary Signing of New/Altered Installations

Temporary signs shall be used on the approaches to new or altered installations to warn drivers of the new traffic control arrangements. The installation is not to be switched on until these signs have been correctly installed. The temporary signs must be removed no more than 3 months after the commissioning of the installation.

4.6 Traffic Signal Operational Requirements

4.6.1 Controller Type

Only traffic signal controllers supplied via the Lincolnshire County Council Highways Alliance Traffic Signal Term Contract may be used on the Lincolnshire Highway Network.

The type of controller to be used at an installation will depend on the facility to be provided and the latest approved type of controller available in the Term Contract.

A NAL controller base should generally be used unless there are site specific reasons not to.

High risk installations must be fitted with facilities to enable the connection of a generator to provide electrical power during periods of prolonged loss of supply.

A high risk site will be determined by the Traffic Signals Manager based on an assessment of the installation including traffic flows, pedestrian flows, vehicle speeds and visibility. Details of the feeder pillar, sockets and switching requirements can be obtained from Traffic Signals Manager.

4.6.2 Controller Parameters

Default settings to be used are as follows:

Minimum intergreen to indicative arrows shall be 4 seconds Lowest maximum green time for indicative arrows shall be 12 seconds Call/cancel periods should be initially set to 2 seconds/2 seconds. (NB detector

location requires careful consideration) V/A detector extension periods are normally set to 1.6 seconds

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DFM active/inactive settings shall normally be for push buttons 30mins/n/a, 60mins/48 hours for vehicle / on crossing detectors and 30mins/72 hours for kerbside detection.

Where required timings can be modified to suit specific site requirements with the approval of the Traffic Signals Manager.

4.6.3 Method of Calculating Intergreens

Traffic to traffic intergreen calculations shall be carried out in accordance with the methodology described in TAL 1/06 (or superseding documentation).

The pedestrian to traffic intergreen shall be calculated as 2 seconds plus 1 second per 1.2 metres length of walk distance with a minimum intergreen of 5 seconds. This may be reduced by an allowance for journey time where the designer is satisfied this is appropriate.

These values shall be assessed and modified during the commissioning process. Any revised intergreens shall require and be included in an amended configuration.

4.6.4 Use of V/A Maximum Green Sets

The following V/A maximum green timings shall be provided for all new controllers based on up to date traffic counts and Linsig optimisations agreed with the Traffic Signals Manager:

Max Set A = am peak Max Set B = off peak day Max Set C = pm peak Max Set D = off peak night The need for additional max sets (e.g. for Saturday or Sunday periods or specific events) should be considered.

4.6.5 Pedestrian and Cycle Friendly Timings for Puffin and Toucan crossings (Pre-timed Max)

For locations subject to 30 mph or lower speed limits and not under SCOOT/UTC control the Designer shall consider the suitability of using the following strategy:

The maximum period to vehicles is to be set to start timing from the start of the traffic green stage rather than when the pedestrian demand is made.

After the expiry of the maximum green to vehicles, the interval from receiving the pedestrian demand and the loss of the green signal to traffic is to be set to 5 seconds.

The maximum green time to vehicles is dependant on site conditions. At free standing crossings it should normally be set at 30 seconds for installations operating a pre-timed max.

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4.6.6 Pedestrian Phase Minimums

These are calculated as follows:

Walk Distance < 12.5 metres = 6 seconds Walk Distance 12.5 metres to 15 metres = 7 seconds

It is recommended that walk distances greater than 15 metres are avoided and consideration should be given to alternative pedestrian facilities.

4.6.7 Pedestrian Black Out Periods

A 3 second black out period operates at existing far-sided crossing facilities.

All new near-sided pedestrian and cycles crossing facilities shall only have a black out period on indicator units mounted on the centre island of straight through crossings.

The blackout period shall be set to allow pedestrians who start to cross at the end of the green man invitation period sufficient time to pass the centre island indicator before the red man is illuminated.

At installations which are to be modified a mixture of near-sided and far-sided crossings points will not be permitted.

4.6.8 Puffin and Toucan Clearance Timings

The designer shall configure the consecutive method of operation.

4.6.9 Puffin crossings shall use the following timing parameters quoted in LTN 2/95:

Period 3 = 3 seconds Period 7 and 8 = zero

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4.6.10 SCOOT/UTC

UTC stages, SCOOT operation and SCOOT loop requirements shall be discussed and agreed with the Engineer responsible for the UTMC systems at an early stage in the design process. This information shall be indicated on the design drawings.

Where possible UTC stage replies shall be based on the phase which indicates the stage green time running. On more complicated configurations dummy phases may be required to return phase or stage replies. This information will be detailed on the Special Conditioning Sheet.

4.6.11 MOVA

Unless agreed otherwise with the Traffic Signals Manager free standing installations not operating under SCOOT/UTC shall operate under MOVA control. The installation shall normally be configured to use V/A as fallback mode. This shall use the MOVA loops and additional stop line or above ground detection as required with appropriate extensions.

4.6.12 Primary and Secondary Signal Heads

Duplicate primary signal heads shall be provided at all new facilities with dual lane approaches. Duplicate primary signal heads shall only be required on single lane approaches if there are specific visibility or safety issues.

Additional high level, mast arm or gantry mounted signals shall be provided on high speed approaches and considered at locations with restricted approach visibility, gradients or a high number of vulnerable users and recorded accidents.

Primary hoods shall be fitted to closely-associated secondary signal heads at locations without push button controlled crossing facilities.

4.6.13 Backing Boards

The Designer shall consider the requirement to install backing boards and the type to be specified based on a site specific assessment.

Backing boards can be deleted in conservation areas and at other locations in well-lit 20/30 mph zones with good approach visibility and with a low number of vulnerable users and recorded accidents.

Reflective high visibility backing boards should be fitted at high speed installations, at rural installations with no or limited lighting or where they would assist in highlighting a hazard due to restricted approach visibility in the event of a loss of power.

4.6.14 Cable Design

The design principles to be adopted are specified in Appendix A.

4.6.15 Above Ground Detection and Stop Line Loops

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Where staging and phasing allows, stop line loops and/or above ground detectors are to be used in preference to type D detection on all installations located on low speed roads (85 percentile speed < 35mph) unless site conditions prevent this.

Stop line loops should generally be 2m deep, offset 3.0m from the stop line, 0.5m from the kerb and 0.75m from the centre line. This should be altered to suit the approach on a site specific basis.

Above ground stop line detectors, Magnetometers and any new detection solutions should be considered and particularly at locations which would require a road closure or diversion to install detector loops.

4.6.16 Call/Cancel Loops

Call/Cancel loops should generally be located to detect the second vehicle waiting within the junction.

It may be advisable to install a second call/cancel loop just ahead of the stop line as part of the initial design at new larger junctions with free-flowing turning traffic where prior observations cannot be made.

4.6.17 Nearside Pedestrian/Cycle Signalling and On-crossing Detection

All new junctions with pedestrian/cycle facilities and Toucan crossings should use both nearside signalling and on crossing detection unless otherwise approved by the Traffic Signals Manager. The decision not to provide this equipment should be noted as a departure from standards and be recorded in the design file.

Where nearside pedestrian indicators are used the designer should assess the risk of these indicators being blocked by high numbers of waiting pedestrians. In this situation, an additional high level repeater unit shall be used with either a combined push button and pedestrian indicator unit or separate units at the lower position depending on the pole type and achievable mounting heights.

Care should be taken when siting indicators on angled crossings or central islands to prevent see-through. Restricted field of view lenses should be used where this cannot be avoided.

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4.6.18 Kerbside Detection

At junctions with pedestrian/cycle facilities kerbside detection shall be considered at demand dependant crossings. The decision not to provide this equipment should approved by the Traffic Signals Manager and recorded in the design file.

4.6.19 Tactile Cones and Audible Indicators

If two push button units are provided at a crossing point both shall be fitted with tactile cones but only one shall have an audible indicator.

4.6.20 Use of Speed Discrimination Equipment (SDE) and Speed Assessment (SA)

If MOVA has not been specified as the agreed control method then for 85 percentile speeds:

less than 35 mph = no facility required 35 - 44 mph = SDE is required 45mph plus = SA is required

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5.0 Method of Traffic Signal Control

5.1 The method(s) of control for any proposed traffic signal installation shall be determined by the County Council’s Traffic Signals Manager. The method used shall take into account: -

Current standards and requirements

The current method of control applied to adjacent installations

Proposed method of control at adjacent installations

Current and proposed Intelligent Transport System (ITS) initiatives.

5.2 The method(s) of control that may be applied to a proposed installation will usually consist of a combination of methods applied in a priority sequence. The priority sequence shall be dependent upon the expected control methodology to be used. Either all or a selection of the following method(s) may be applied at an installation. The County Council’s Traffic Signals Manager will advise accordingly:

SCOOT / UTC control

Microprocessor Optimised Vehicle Actuation (MOVA)

System D (V/A)

Fixed Time Operation (FT)

Local Linking (LL)

Cable-less Linking Facility (CLF)

Part Time Operation (PT)

Manual control

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6.0 Traffic Signal Monitoring and Control

6.1 Electronic Monitoring

6.1.1 Electronic monitoring is used at all traffic signal installations. Lincolnshire County Council currently employs the following systems to achieve this objective: -

Siemens Remote Monitoring System (RMS)

Siemens Comet/SCOOT/Urban Traffic Control System (UTMC)

6.1.2 The County Council’s Traffic Signals Manager will advise the design engineer as to which system shall be adopted on a project by project basis. The decision will be based upon the current and intended strategic highway objectives of the Authority.

6.1.3 Generally, the design and procurement of the specialist systems equipment, system database updates, the initial system set up, system validation, site validation and communication links will be carried out directly by the Lincolnshire County Council Highways Alliance Traffic Signal Engineers. All costs associated with the introduction of a traffic signal installation onto the County Council’s Remote Monitoring System or SCOOT/UTC system shall be recoverable from the client.

6.2 Remote Monitoring System (RMS)

6.2.1 Traffic signal remote monitoring equipment is required at all installations not monitored by the Authority’s SCOOT/UTC system.

6.2.2 Remote monitoring equipment shall be compatible with the current system being operated by the County Council.

6.2.3 The Lincolnshire County Council Highways Alliance Traffic Signal Engineers will provide the design service for the Remote Monitoring System.

6.2.3 A purchase order will be required from the client to Lincolnshire County Council to cover the cost of procuring, installing and validating the remote monitoring equipment and communication link (i.e. normally a PSTN telephone connection).

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6.3 Urban Traffic Management Control (UTMC) and SCOOT Requirements

6.3.1 The Authority operates an Urban Traffic Management Control System and uses the SCOOT traffic control strategy to manage key installations on the highway network within the following areas –

Boston Grantham Lincoln and North Hykeham

6.3.2 It is the intention of the Authority to extend the SCOOT/UTC control strategy to other strategic locations throughout the County as demand increases for this method of control.

6.3.3 During the preliminary design stages of a proposed traffic signal project, it must be ascertained if the Authority wishes to operate the facility under SCOOT/UTC control. The Traffic Signals Manager shall determine if this method of control is to be provided.

6.3.4 If the proposed traffic signal facility is required to operate under the SCOOT/UTC control strategy, then it is likely that a more detailed analysis of the facility will be required during the initial design process i.e. Linsig or Transyt network analysis. The Authority will advise accordingly.

6.3.5 Each traffic signal installation operating under UTC requires a communications link to be installed from the on street location to the Authorities UTMC control room, currently located in City Hall, Lincoln.

6.3.6 In conjunction with the supply of on-street equipment it will be necessary for a new installation to be incorporated onto the UTMC system databases.

6.3.7 If the installation is to be operated using the SCOOT traffic control strategy, then it will be necessary to undertake a validation exercise to establish the initial SCOOT/UTMC operating parameters.

6.3.8 The County Council’s Traffic Signal Engineers will provide the design service for the SCOOT/UTMC equipment.

6.3.9 A purchase order will be required from the client to Lincolnshire County Council to cover the cost of designing, procuring, installing and validating the SCOOT/UTMC equipment and communication link.

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7.0 Vulnerable User Requirements

7.1 At all controlled pedestrian crossing facilities, the requirements for vulnerable users shall be adhered to (as appropriate) in accordance with the following guidance:

Guidance on the use of tactile paving surfaces, DTLR 1999

The Design of Pedestrian Crossings, LTN 2/95, TSO 1995.

Audible and Tactile Signals at Pelican Crossings, TAL 4/91, DTLR 1991.

Pedestrian Facilities at Signal - Controlled Junctions, TAL 5/05.

Puffin Pedestrian Crossings, TAL 1/01.

Installation of Puffin Pedestrian Crossings, TAL 1/02

7.2 It will not be appropriate in every circumstance for audible signals to be provided due to the chosen staging arrangement, the existence of uncontrolled crossing points at the installation or the close proximity of other signals installations. For each junction or crossing facility the Designer shall make an assessment considering the above guidance. Any departures from the above guidance must be approved by the Traffic Signals Manager and recorded as part of the design process.

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8.0 Traffic Signal Equipment Commissioning

8.1 Traffic Signal equipment to be installed on the Lincolnshire Highway network shall be subject to a series of commissioning tests to ensure compliance with the relevant specifications. These tests shall be undertaken in two stages, subject to the type of equipment being installed. Stage one shall consist of a Factory Acceptance Test (FAT) and stage two shall consist of a Site Acceptance Test (SAT).

8.2 Factory Acceptance Test (FAT)

8.2.1 Factory acceptance tests will be carried out for all traffic signal junction controller unit(s). Such tests shall be carried out prior to installation on the County highway. When such tests are carried out by a third party a representative of the County Council shall be invited to attend. A period on 10 days of notice is required to arrange such visits.

8.2.2 Failure to arrange the attendance of a County representative will deem the FAT to be unacceptable and a retest will be required.

8.2.3 Traffic signal junction controller units that have not adhered to the FAT process will not be allowed on the Lincolnshire Highway network.

8.2.4 Controllers for junctions shall have all relevant design parameters tested prior to installation. Testing can take the form of testing the EPROM using specialist software or a factory test on the contractors test rig or a combination of both.

The main items to be tested are:

Phases in stage Intergreens Stage Changes Green conflicts Special conditioning UTC operation MOVA operation RMS monitoring

Test results shall be recorded and stored on the scheme design file.

Puffin and Toucan crossing controllers are normally set up and tested on site.

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8.3 Site Acceptance Test (SAT)

8.3.1 It is a requirement that the completed installation will be formally commissioned with representatives of the County Council and the Highway Alliance Traffic Signal Term Contractor in attendance. The client shall include an item in his contract to cover the cost for the attendance of and any subsequence revisits by the Highway Alliance Traffic Signal Term Contractor. A period of 10 days of notice is required to arrange such attendance.

8.3.2 The client shall ensure that his contractor has completed all electrical and safety tests prior to the final commissioning date and that the completed Take Over and Electrical Test certificates, in accordance with BS7673 are available on this date. Failure to comply with this request shall result in cancellation of the final commissioning until such time as all certificates have been completed.

8.3.3 Prior to acceptance, insulation and earth loop impedance tests shall be carried out and a certificate provided. The results must satisfy the requirements of the current edition of the I.E.E. Wiring Regulations - BS7671: 1992.

8.3.4 Should the equipment or any other aspect fail to meet the required standards, then the County Council may decide to conditionally accept the installation on traffic safety grounds. The installation will not however be accepted as a County Council asset for maintenance purposes until all defects are remedied.

8.3.5 If at all possible commissioning of new installations shall take place off peak, on a weekday (normally excluding Friday) to enable proper initial monitoring of operations.

8.4 Documentation to be Held in the Controller

8.4.1 The documentation shall be protected in a weatherproof file or pouch supplied by Lincolnshire County Council

As built manufacturers controller specification As built handwritten controller specification forms As built drawings to County Council specification RAM data change log Visit log book

8.5 Hand-over Documentation

8.5.1 At the commissioning a copy of the latest or amended design documentation shall be left on site until it can be replaced by the “as built” documentation. A copy of this temporary documentation shall be provided to the Traffic Signals Manager within one week (5 working days) of the commissioning.

8.5.2 Until all of the necessary hand-over documentation is provided to the Traffic Signals Manager the operation of the installation and all associated equipment remains the responsibility of the Client.

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8.5.3 Final “as built” documentation in accordance with Appendix C and Appendix D shall be provided to the Traffic Signals Manager within 2 weeks of the commissioning of the installation.

All documentation shall be provided in both hard copy and electronic Microsoft standard format and PDF copies where specialist software has been used. Drawings are to be provided in AutoCAD format.

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9.0 Service Connections

9.1 Procurement

9.1.1 All service connections for traffic signal installations will be determined and procured by the Lincolnshire County Council Highway Alliance Traffic Signal Engineers at the Client’s expense.

9.1.2 A purchase order will be required to Lincolnshire County Council from the client to cover the cost of procuring, installing and validating all service connections.

9.2 Type of Communications Connection for SCOOT/UTC and RMS

9.2.1 The SCOOT system communication link from site to the UTMC Room currently located in City Hall Lincoln is provided via BT private wires and IP networks. New SCOOT/UTC sites need to be planned to ensure an appropriate communications facility is available and that the additions to the communication system and UTMC database can be arranged to coincide with the installation commissioning.

9.2.2 All non-SCOOT/UTC sites shall be connected via telephone to the RMS system in UTMC Room currently located in City Hall Lincoln. Unless otherwise approved by the Traffic Signals Manager this will be provided by a PSTN (Private Subscription Telephone Number) line.

9.2.3 All communication links shall be terminated in the controller cabinet.

9.3 Type of Electrical Supply (metered/unmetered)

9.3.1 The type of supply required will be determined and organised by the Lincolnshire Highways Alliance Traffic Signal Engineers.

9.3.2 Generally an unmetered electrical supply will be provided in a separate supply pillar in accordance with the County Council’s typical detail drawings.

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10.0 Appendices

List of Appendices:

A Traffic Signal Cable Design

B Cable Referencing

C Traffic Signal “As Built” Drawing Requirements

D Hand-over Documentation

E Useful Lincolnshire County Council Contacts

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Appendix A: Traffic Signal Cable Design

The design of the cabling for a traffic signal installation shall conform to the requirements of the latest version of National and European electrical regulations.

Cable provision for new and modified installations shall also conform to the following Lincolnshire County Council operational requirements:

1. Spare cores

A minimum of 4 spare cores will be provided in each cable section. These can be the yellow and/or green cores as long as the exposed section of cable is sleeved in an alternative colour and this is recorded on the electrical test certificate. All spare cores shall be terminated to earth.

2. Number of Posts per Cable Run

With the exception of stub poles individual cables should be provided to each pole. Where this cannot be achieved, with the approval of the Traffic Signals Manager a maximum number of 3 traffic signal posts can be connected to a single cable.

3. Separation of Primary and Secondary Traffic Signal Aspects

Cable use shall be designed so that in the event of losing a single aspect on a phase (i.e. a single pole knocked down) the installation will be left with at least one aspect (primary or secondary) in use on that phase.

4. Cable

All cable shall be armoured with the exception of “dropper” connections to pedestrian equipment and have 1.0mm dia cores. It may be necessary to increase the core diameter on long runs on ELV installations.

Subject to approval of the Traffic Signal Manager the linking of cores will be permitted where required and subject to sufficient spare cores being available.

Cable calculations shall be provided to detail the resistance and associated voltage drop for each run/load to ensure that the voltage/current at the asset falls within equipment specifications. Details provided shall include the full results.

A maximum of 5 cables are permitted in a single post. All installation cabling details shall be agreed with the Highways Alliance Traffic Signals Term Contractor.

Three copies of the “As Built” cable schedule are provided by the cable installer (one copy shall be laminated for storage in the controller).

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5. Maximum Number of cables connected to the controller

Generally the maximum number of cables that can be connected to a single controller is 45 depending on the mix of cable sizes. Any cable design in excess of this number will require the use of additional distribution cabinets.

6. Lincolnshire Standard Core Use Examples

20 core ELV Cont. to pole 3 16 core ELV Cont. to pole 15 RED RED A RED RED C YELLOW AMBER A YELLOW AMBER C WHITE GREEN A WHITE GREEN C BLUE NEUTRAL A BLUE NEUTRAL C BROWN SPARE BROWN SPARE BLACK SPARE BLACK SPARE GREY SPARE GREY SPARE GREEN (BLUE TAG) SPARE GREEN (BLUE TAG) 0V/COM RED/WHITE RM G RED/WHITE RM L ORANGE WAIT G ORANGE WAIT L RED/BLUE G/M G RED/BLUE GM L RED/BLACK (BLUE TAG)

NEUTRAL G RED/BLACK (BLUE TAG)

NEUTRAL L

RED/BROWN PB G3 RED/BROWN PB L15 RED/YELLOW KERB G3 RED/YELLOW SPARE RED/GREY ON V G3 RED/GREY SPARE PURPLE MVD A3 PURPLE SPARE

RED/GREEN S4V RED/PURPLE 0V/COM

BLUE/WHITE BLEEPER +VE RED/ORANGE BLEEPER –VE

12 core ELV Cont. to pole 1 8 core ELV Pole 1 to pole 2 RED RED A RED R/MAN +VE M YELLOW AMBER A BLACK R/MAN –VE M WHITE GREEN A GREEN G/MAN +VE M BLUE NEUTRAL A BLUE G/MAN –VE M BROWN RED B YELLOW SPARE BLACK AMBER B WHITE SPARE GREY GREEN B BROWN SPARE GREEN (BLUE TAG) NEUTRAL B ORANGE SPARE RED/WHITE SPARE ORANGE SPARE RED/BLUE SPARE RED/BLACK (BLUE TAG)

SPARE

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Appendix B: Cable Referencing

Cables shall be referenced in accordance with the County Council’s standard system. The referencing system shall be used for the cabling schedule or schematic diagram on the drawings (including as built drawings) and for labels that shall be fitted on site to the cable ends and within chambers with a permanent tagging system. This will enable cables to be quickly identified and cross referenced with the drawing on site to assist ongoing maintenance and future modification works.

The system shall identify the cable type/use and number/destination (pole) using a minimum of characters for simplicity and ease of installation. Detection cables will serve more than one loop or phase so this information must be covered on the schematic or schedule.

The Cable Referencing System shall comply with the following:

A separate identifying reference shall be used for each cable length between terminations or joints and shall indicate whether the cable is low voltage (LV) or extra low voltage (ELV).

Cable to pole no.1 e.g. 1 LV or 1 ELV etc.

2nd cable to pole no.1 e.g. 1A LV

Link cable from post 1 to stub pole 2 e.g. 1 2 LV or 1 2 ELV etc.

All detection loops shall be labelled according to the reference in the controller specification or as stated on the contract drawing detailing the loops connected.

D system loop e.g. AZ or AY1 2 etc.

SCOOT loops e.g. specific reference N10311C if stated.

If the specific SCOOT loop references are not known they shall be numbered sequentially on the drawings, indicated on the cable schematic or schedule and labelled as S1, S2 etc. MOVA loops shall be treated in the same manner.

SDE/SA loops e.g. SDE A, SDE A B etc.

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Appendix C: Traffic Signal “As Built” Drawing Requirements

1. Drawing format

Two drawings per installation, preferably A1 size but A0 if necessary. Each drawing will have an individual AutoCAD file set up which can be opened and printed without the need to change any layers, titles or drawing numbers.

The first drawing will be primarily used to indicate the above ground traffic signal assets including all detection, the staging/phasing diagram and notes relating to supporting information.

The second drawing will show the signal pole locations and sub-surface assets such as the duct network and the cabling information unless this is provided in a separate format.

Scale 1:200 for the main detail but with 1:500 inserts if necessary to indicate remote chambers and loops.

The drawings should have the road layout and road names but minimal O/S information to prevent clutter i.e. highway boundaries, street furniture and significant buildings.

Drawing Title Block Details:

- DRG. No. = drawing size ref. / TS / site ref. / drawing no. eg. B/TS/L040/1 amendments indicated as /A etc.

- Parish = Lincoln etc. - Structure No.= SCN no. - Scheme = Installation Name eg. Tritton Road / Dixon Street - Drg. Description - /1 = “Signal Head Layout”,

/2 = “Duct Network and Cabling” or on older sites “Duct Network” if this can be determined and no cabling information is known.

2. “Signal Head Layout” Drawing Content

Signal posts numbered as on site and not obscuring any drawing detail.

Cranked posts marked CP and showing direction of crank, short posts marked SP, next to post number (indicate in the key). Alternatively the post schedule can be used on newer schemes.

Signal heads and equipment (PBUs, AGDs, louvres etc. indicated) and any special brackets noted. Side or rear hanging heads to be indicated accurately.

Staging and phasing diagrams.

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--

3

Controller, power supply pillar and BT pillar if installed.

Road markings and dropped crossings but not tactile paving.

Detector loops/systems (all types) as installed with references as controller specification and SCOOT/MOVA data.

Guard rail, street furniture, bollards (types), lamp columns and service covers if compromise design.

Anti-skid surfacing (hatch which doesn’t obscure loop details)

Small location plan.

Key to identify detail, especially KeySignals elements.

North point.

“Duct Network”/”Duct Network and Cabling” Drawing Content

Signal posts numbered as on site and not obscuring any detail.

Cranked posts marked CP and showing direction of crank, short posts marked SP, next to post number. Alternatively the post schedule can be used.

Chambers types and duct runs (no.s and sizes if can be determined on older sites), details in the key.

Controller and power supply pillar. BT pillar if installed.

Road markings and dropped crossings.

Tactile paving layouts.

Detector loops/systems (all types) with references as controller specification and SCOOT/MOVA data, with loop tails indicating which chamber they are cut into or notes for those beyond the extent of the drawing.

Guard rail, street furniture, bollards lamp columns, service covers if compromise design.

Anti-skid surfacing (hatch which doesn’t obscure loop details).

Cabling information. A schematic diagram or schedule which identifies individual cables origin, destination, size (no. of cores), use and associated detector loops. May be supplied as a separate record.

Key.

North point.

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Appendix D: Hand-over Documentation

1. Take Over Certificate

A properly completed and signed take over certificate shall be provided on completion of the works. If there are outstanding minor works to complete when the site is commissioned an interim certificate shall be issued listing these items.

Timescales for any outstanding works shall be agreed with the LCC Officer at the commissioning. A final certificate shall only be issued when the work is completed.

2. Designer’s Controller Specification (including all relevant appendices)

A copy of the as built controller forms produced by the Designer. Issue number, date and page number to be indicated on each sheet. A full set of forms using the next issue number shall be completed for any new or

revised EPROM. On the staging diagram indicate road names for live stages/phases and indicate

UTC stages if known (quick aid when on site). Add a full phase allocation diagram in the last stage box. Site documents to be stored in the controller in a weatherproof pouch issued by

LCC. Special or unusual facilities shall be explained on the special conditioning and

notes sheets.

3. RAM Data

RAM data changes made on site during the commissioning should be recorded on the yellow RAM data cards issued by LCC.

Significant changes require a revised EPROM to be installed. Superseded or temporary works EPROM forms shall use design issue references

and remain on the design file.

4. Controller Build Specification

Two hard copies and one electronic copy of the latest configuration specification. One copy for the installation file in the Traffic Signals filing system. One copy for storage in the controller cabinet on site.

Superseded or temporary/works specifications should remain on the design file. These can have scheme references and issue numbers.

Operating dates for temporary or superseded EPROMs should be recorded on the front page of the specification and in the Visit Log Book in case of future court actions.

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5. Drawings

Two hard copies and one electronic copy of all drawings per site in accordance with Appendix C. One drawing for the Installation file in the Traffic Signals filing system. One drawing for storage in the controller cabinet on site.

Operating dates for temporary or superseded layouts should remain on the design file.

Site documents shall be stored in the controller in a weatherproof pouch issued by LCC.

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Appendix E: Useful Lincolnshire County Council Contacts

1. TRAFFIC SIGNALS

Traffic Signals Manager Highways and Traffic Environment and Economy Lincolnshire County Council

Newland Tel: 01522 782020 Lincoln Fax: 01522 553118 LN1 1YL Email trafficsignals@lincolnshire.gov.uk

2. STREET LIGHTING

Principal Engineer (Street Lighting) Technical Services Partnership Environment and Economy Lincolnshire County Council

Crown House Tel 01522 782020 Grantham Street Fax 01522 553033 LINCOLN LN2 1BD Email streetlighting@lincolnshire.gov.uk

3. SAFETY AUDIT

Principal Engineer (Accident Investigation and Prevention) Lincolnshire Road Safety Partnership Directorate of Communities Lincolnshire County Council

Witham House Tel 01522 805800 Canwick Road Fax 01522 805803 LINCOLN LN5 8HE Email staying.alive@lincolnshire.gov.uk

4. HIGHWAY DESIGN

Group Manager (Design Services) Technical Services Partnership Directorate of Communities Lincolnshire County Council

Crown House Tel 01522 782020 Grantham Street Fax 01522 552925 LINCOLN LN2 1BD Email TechnicalServices@lincolnshire.gov.uk

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