Traffic Signs Manual

Chapter 9
Traffic Signals

www.trafficsigns.ie
CHAPTER 9 : February 2024
 Traffic Signs Manual

Chapter 9 – Traffic Signals

Contents
Page

9.1 Introduction ................................................................................................................................3

General ........................................................................................................................................ 3
Function Of Traffic Signals .......................................................................................................... 3
Permitted Head Configurations ................................................................................................... 4

9.2 Traffic Signal Displays ..............................................................................................................5

Red/Amber/Green Signal (Rts 001) ............................................................................................ 6
Arrow And Bus Lane Signals (Rts 002) ....................................................................................... 6
Flashing Amber Arrow Signal (Rts 004) ...................................................................................... 8
Additional Aspects ....................................................................................................................... 9
Four-Aspect Signal Heads (Rts 003)........................................................................................... 9
Multiple Head Arrangements ..................................................................................................... 10
Traffic Signals For Temporary Traffic Management .................................................................. 11
Regulatory Illuminated Box Signs ............................................................................................. 11

9.3 Traffic Signal Operation ..........................................................................................................12

Definitions .................................................................................................................................. 12
Modes Of Control ...................................................................................................................... 13
Traffic Engineering Of Signalised Junctions ............................................................................. 14
Linked Systems – Types Of Utc ................................................................................................ 16

9.4 Layout Of Traffic Signals ........................................................................................................17

High-Level Signals..................................................................................................................... 19
Sample Junction Layouts .......................................................................................................... 21

9.5 Design Of Traffic Signals ........................................................................................................22

9.6 Visibility And Illumination.......................................................................................................23

9.7 Pedestrian Signals At Signalised Junctions ........................................................................24

Design Of Pedestrian Signals ................................................................................................... 25

9.8 Mid-Block (Isolated) Pedestrian Crossings ..........................................................................26

Conventional Crossings............................................................................................................. 26
Pelican Crossings ...................................................................................................................... 26
Zebra Crossings ........................................................................................................................ 27
Location ..................................................................................................................................... 28
Road Markings .......................................................................................................................... 28
Crossing Width .......................................................................................................................... 29
Pedestrian Tram Crossings ....................................................................................................... 29
Countdown Timers .................................................................................................................... 29

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9.9 Cycle Signals ...........................................................................................................................30
Shared Use Crossings............................................................................................................... 30
Separate Cycle Crossings ......................................................................................................... 31
Cycle Signals At Junctions ........................................................................................................ 31

9.10 Flashing Amber Signals .........................................................................................................32

9.11 Level Crossing Signals ...........................................................................................................33

9.12 Tram (Light Rapid Transit)......................................................................................................34

9.13 Miscellaneous ..........................................................................................................................35

Electrical Equipment .................................................................................................................. 35
Mounting Of Traffic Signals ....................................................................................................... 35

Appendix 9a: Permitted Traffic Signal Head Configurations ........................................................37

Appendix 9b: Other Signalling Equipment .....................................................................................41
Appendix 9c: Suggested Locations For Regulatory Box Signs ...................................................43
Appendix 9d: Glossary......................................................................................................................45
Appendix 9e: Typical Layouts For Traffic Signals .........................................................................49

February 2024 9/2

 9.1 Introduction

GENERAL

9.1.1 This Chapter provides details of the traffic signals

which shall be used both at new installations or when
replacing equipment at existing locations. The layout,
symbols, and the circumstances in which each signal
may be used are specified. The Chapter should be
read in conjunction with other relevant chapters.
Further information on the use of the Manual is given
in Chapter 1.

9.1.2 This Chapter does not provide instruction or guidance

on the geometric design of junctions with traffic
signals. Transport Infrastructure Ireland Publications1
is the appropriate reference for this information.
Additional information is also contained in the Traffic
Management Guidelines2.

9.1.3 For the purposes of this Manual:

Shall or must indicates that a particular
requirement is mandatory; (paragraphs
containing mandatory items are surrounded
by a black frame)
Should indicates a recommendation; and
May indicates an option.

FUNCTION OF TRAFFIC SIGNALS

9.1.4 Traffic signals are power operated traffic control

devices displaying lights by which traffic is directed to
take specific actions. They are used mainly to
improve the safety of vehicle users and pedestrians
and to obtain the most efficient use of available road
space. All traffic signals are regulatory, except for
Flashing Amber Signals (S 102), Flashing Amber
Tram Signals (S 103), Tram Point Markers (S 104)
and Pedestrian Countdown Timers (S 101).

9.1.5 The functions of traffic signals are to control traffic,

cycle, and pedestrian movements, particularly at
intersections, and to warn road users of particular
safety challenges (e.g. in advance of level crossings
or schools). Traffic signals should accomplish some
or all of the following objectives:
▪ To provide for safe and orderly movement of road
users;
▪ To increase the handling efficiency of a junction;

1
Transport Infrastructure Ireland. TII Publications. TII, Dublin.
2
Department of the Environment, Heritage and Local Government,
Dublin Transportation Office, and Department of Transport. Traffic
Management Guidelines. DTTAS, Dublin.

February 2024 9/3

 ▪ To reduce the frequency of accidents;
▪ To reduce overall delay;
▪ To enable traffic from minor roads to enter through
routes without undue delay;
▪ To meet the needs of vulnerable road users; To
facilitate the needs of public transport; and
▪ To promote driving comfort and convenience by
simplifying decision making at complex
intersections.

9.1.6 The following types of traffic signals are discussed in

this Chapter:
▪ Signals for traffic control;
▪ Pedestrian crossings within signal-controlled
junctions;
▪ Isolated (mid-block) pedestrian crossings
(including pelican and toucan crossings);
▪ Cycle crossings;
▪ Flashing amber signals;
▪ Level crossing signals;
▪ Tram signals; and
▪ Merge ramp metering.

9.1.7 Another type of traffic signal is the Overhead Lane

Control Signal, Signal RVMS 101. This is a
rectangular single aspect signal which, when in
operation, displays either a red cross or a green
arrow. In some configurations flashing amber lamps
are also deployed. This signal type is described in
Chapter 3.

PERMITTED HEAD CONFIGURATIONS

9.1.8 To ensure that drivers are presented with consistent

signalling throughout the country, only specified head
configurations are permitted. These are itemised in
Appendix 9A, and no other configurations shall be
used. Section 9.2 describes in greater detail the
permitted configurations and their application.

February 2024 9/4

9.2 Traffic Signal Displays

9.2.1 Traffic signals are a type of signal by which traffic is

alternately directed to stop and permitted to proceed.
They can provide for the orderly movement of traffic
and increase the traffic handling capacity of a
junction, while providing improved safety for both
vehicular users and pedestrians.

9.2.2 Traffic control is achieved by means of red, amber

and green light signals. Each light unit is called an
aspect, and a single traffic signal head shall consist
of a minimum of three aspects arranged vertically and
constructed in accordance with IS EN 123683. The
uppermost aspect shall always be red, and the aspect
immediately beneath always amber. Heads may be
supplemented by additional green or amber aspect
light signals as described later in this Section and
specified in Appendix 9A. The signal sequence is:
red, green, amber, red (except in the case of Pelican
crossings – see Section 9.8). When the red aspect is
lit vehicles must not proceed past the primary traffic
signal or the associated Stop Line; when the amber
aspect is lit vehicles must not pass the signal or Stop
Line unless they cannot safely stop in time; and when
the green aspect is lit, they may proceed with caution.

9.2.3 Traffic signals are switched by means of an electronic

controller. The standard period during which the
amber signal is displayed at intersections is fixed at
three seconds. The green and red signals are shown
for variable periods. If a major fault occurs the
controller should either switch the traffic signals off or
switch all approaches to flashing amber. Major faults Figure 9.1: Dimensions of Standard
are defined in IS EN 126754. Signal Head
9.2.4 The nominal diameter of the aspects should normally
be 200mm. Existing installations may still have
300mm diameter aspects, but 200mm diameter high
intensity light emitting diode (LED) aspects are now
recommended. High intensity LED signals should
always be used on high-speed roads. The centre of
any aspect shall be not more than 380mm and not
less than 240mm from that of any adjacent aspect
(see Figure 9.1).

3
National Standards Authority of Ireland. IS EN 12368: Traffic
Control Equipment: Signal Heads. NSAI, Dublin.
4
National Standards Authority of Ireland. IS EN 12675: Traffic
Signal Controllers – Functional Safety Requirements. NSAI, Dublin

February 2024 9/5

 9.2.5 For primary signals, the lower edge of the lowest
aspect shall be not less than 2.1m and not more than
3.05m above the surface of the ground in the
immediate vicinity. These dimensions do not apply to
temporary portable traffic signals, which are
described later in this Section. Further guidance on
temporary signals can be found in Chapter 8.
Replicated signals (e.g. secondary signals and high-
level signals) shall only be provided in addition to the
primary signal(s).

9.2.6 Traffic signals shall be provided with associated road

markings including a Stop Line, except in the case of
temporary portable traffic signals. Details of
requirements for road markings are in Chapter 7, and
for temporary traffic signals in Chapter 8.

RED/AMBER/GREEN SIGNAL (RTS 001)

9.2.7 The standard traffic signal (Signal RTS 001) is shown

in Figure 9.2. It has three full (circular) aspects, and
indicates that traffic may proceed past the associated
Stop Line when directed to do so by illumination of the
relevant green aspect, without imposing any
restrictions as to direction, etc.

Figure 9.2: Standard

Red/Amber/Green (RAG) Traffic
Signal Head (RTS 001)
ARROW AND BUS LANE SIGNALS (RTS 002)

9.2.8 Signal RTS 002 permits the replacement of the full

green aspect (and in some cases the full red and
amber aspects) by other non-flashing aspects as
described below. The full range of variants of Signal
RTS 002 is illustrated in Appendix 9A.

Green Arrow Signal

9.2.9 A green arrow aspect may be substituted in place of

the full green aspect, to indicate a specific movement
to the left, right or straight ahead. This indicates that
vehicles may proceed only in the direction indicated
when the green arrow is displayed. An example is
shown in Figure 9.3.

9.2.10 It should be noted that where a green arrow is used,

drivers expect no conflicting movements, so it must
Figure 9.3: Green Arrow Aspect
only be used when there are no conflicting traffic or
Signal Head
pedestrian movements in the junction.

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Red/Amber/Green Arrow Signal

9.2.11 Where it is necessary to control vehicles making a

particular movement (usually a right turn), a second
signal head may be erected alongside the head
controlling adjacent traffic movements. The second
head should display red, amber and green arrows in
place of full aspects (see Figure 9.4). This
arrangement avoids the display of a more
conspicuous full red aspect halting only turning traffic
when other traffic has a green aspect. Arrows may
point to the left or right, or upwards to denote a
straight-ahead movement. Figure 9.4: Red/Amber/Green
Arrow Signal Head

U-Turn Arrow Signal

9.2.12 A U-Turn Arrow Signal (see Figure 9.5) may be

erected in locations where a phase for U-turns is
permitted but where no right turn is available (e.g. a
U-turn Lane on a dual carriageway where there is no
side street to permit right turns).

Bus Lane Signal

Figure 9.5: U-Turn Signal Head
9.2.13 The Bus Lane 3-aspect Signal (Figure 9.6) may be
used to provide separate signalling for bus lanes. It
shall only be used where bus lanes or bus gates exist,
and the associated Stop Line relates wholly to the
movement of buses and other permitted vehicles
using the bus lane, or where the bus lane signal is
used to control buses and other permitted vehicles
making a turning movement prohibited to general
traffic (See also Paragraph 9.2.27 for the use of a
single green ‘Bus’ aspect as an additional aspect).

9.2.14 A bus gate is a signal-controlled facility usually

contained within a bus lane, controlling movements in
Figure 9.6: Bus Lane Signal Head
the bus lane and separated from general traffic by a
traffic island – see Figure 9E10 in Appendix 9E.

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FLASHING AMBER ARROW SIGNAL (RTS 004)

9.2.15 In Signal RTS 004 a flashing amber arrow aspect may

be used in place of the full green aspect (Figure 9.7),
to indicate that vehicles must yield to conflicting traffic
and pedestrian movements and may only proceed if
safe to do so. The arrow aspect shall only point left or
right and may not be vertical.

9.2.16 In general, the preferred configuration will have red

and amber non-flashing arrows substituted for the full
red and amber aspects, and a flashing amber arrow
in place of the green aspect (see Figure 9.7). Where Figure 9.7: Amber Flashing
the layout is such that the signal head is located close Arrow Signal Head (Preferred
to a head that controls a different traffic stream, the Configuration)
red and centre amber arrow aspects must be used.

9.2.17 Full red and amber aspects should only be combined

with a flashing amber arrow (see Figure 9.8) where
the layout is such that the signals could not be
mistaken as applying to the straight-ahead traffic, i.e.
when viewed from a distance, the signal head is
sufficiently offset to avoid ambiguity.

9.2.18 Where a flashing amber arrow is provided, either a

Yield Line (RRM 018) or a Yield Sign (RUS 026) or
both may be provided in accordance with Chapters 7
and 5 at the point where traffic is required to yield. A
Triangular Yield Marking (M 115) may also be
provided. Figure 9.8: Amber Flashing
Arrow Signal Head
9.2.19 The full range of variants of Signal RTS 004 is (Alternative Configuration)
illustrated in Appendix 9A.

February 2024 9/8

ADDITIONAL ASPECTS

9.2.20 Although the above configurations are adequate for

simple signalling arrangements, it is frequently
necessary to display additional signals to control
more complex situations. This is achieved using
additional aspects to supplement the standard head
configurations.

9.2.21 There is a limited number of additional aspects

permitted for this purpose, and there are restrictions
relating to their use and positioning with respect to the
main signal head. The following paragraphs detail
which configurations are allowed and describe their
use. A full table of all permitted configurations is given
in Appendix 9A. For ease of specification, Figure 9.9
shows the numbering system used when referring to
aspect locations.

9.2.22 At sites where there is limited lateral clearance

certain aspects may be sited beneath the main green
aspect (Location 9 in Figure 9.9). There shall be no
more than four aspects arranged vertically. Figure 9.9: Key to Aspect
Numbering

FOUR-ASPECT SIGNAL HEADS (RTS 003)

9.2.23 Four-aspect signal head assemblies are designated

RTS 003. The following additional aspects are
available for use:

Filter And Indicative Arrow Aspects

9.2.24 Where it is required to indicate that vehicles may

proceed in a particular direction with no conflict to any
traffic or pedestrian movements, an additional aspect
showing a green arrow may be provided. This aspect
is lit when it is safe for vehicles to proceed in the
direction indicated without conflict. A typical use is to
Figure 9.10: Right Turn Indicative
release opposed right turns across a junction when
Arrows
oncoming traffic has been halted (known as an
indicative arrow – Figure 9.10) or to indicate a non-
conflicting left turn (known as a filter arrow – Figure
9.11).

9.2.25 Indicative arrows for right turns should be restricted

to sites where a substantial advantage in handling
traffic can be achieved by providing additional green
time for opposed turns, and pedestrian needs can be
met satisfactorily under the prevailing traffic
conditions. Forward visibility of oncoming traffic
should be adequate.

Figure 9.11: Left Turn Filter

Arrows

February 2024 9/9

9.2.26 Green arrow additional aspects should normally be
located alongside the green aspect of the main signal
head (Locations 5 or 7). The additional aspect should
be sited to the left of the main green aspect where the
direction of the additional green arrow aspect is to the
left, and to the right when the direction is to the right.
If the additional arrow is straight ahead the aspect
may be placed on either side depending on site
conditions. Green arrow additional aspects may be
located beneath the main green aspect (Location 9)
at sites with limited lateral clearance.

Bus Lane Signal Aspects

9.2.27 The single green ‘BUS’ aspect may be used as an

additional aspect to a standard red/amber/green
head or red/amber/green arrowhead in Locations 5 or
9 to permit separate signalling of buses.

9.2.28 The green ‘BUS’ aspect may also be used as part of

a 5-aspect head arrangement (Signal RTS 013),
where an associated green arrow aspect applies to
other permitted vehicles. In this case the green arrow
aspect should be positioned in Location 8 and the RTS 003 RTS 013
‘BUS’ aspect at Location 9 as shown in Figure
9.12. The full green may be replaced with a green Figure 9.12: Additional Bus Lane
arrow aspect as appropriate. and Left Filter Arrow Aspects

MULTIPLE HEAD ARRANGEMENTS

9.2.29 Where streams are separately signalled, it may be

that heads for more than one stream may have to be
mounted side by side. In such cases they shall be
installed such that the red, amber and green aspects
align horizontally, as shown in Figure 9.13. No more
than two heads (with additional aspects where
appropriate) would normally be mounted in this way.

Figure 9.13: Example of Multiple

Head
Arrangement

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TRAFFIC SIGNALS FOR TEMPORARY TRAFFIC MANAGEMENT

9.2.30 Traffic signals for temporary traffic management differ

from permanent signals in that they have:
▪ only one primary signal; no secondary signal;
and
▪ no associated road markings (Stop Line).

Additionally, the minimum mounting height is reduced

to 1100mm (see Figure 9.14), although the
requirements for visibility by approaching traffic shall
still be observed.

9.2.31 Only the Red/Amber/Green signal head RTS 001

(standard head), RPC 004 (three aspect pedestrian
signal) and RTS 007 (three aspect cycle signal) are
prescribed for temporary signals. No other variants
described for permanent signalling shall be used.
Temporary traffic signals shall only be used where
authorised. Further details are provided in Chapter 8.

Figure 9.14: Traffic Signal for

Temporary Traffic Management

REGULATORY ILLUMINATED BOX SIGNS

9.2.32 Where certain movements are prohibited at a traffic

signal-controlled junction, it may be desired to
provide the appropriate regulatory signing in the form
of internally illuminated ‘box’ signs attached to the
relevant signal heads. The sign faces shall be 300mm
diameter and designed in accordance with Chapter 5.
However, these signs may only be in addition to, and
not in substitution for, larger regulatory signs. Care
should be taken that the sign can be incorporated with
the signal head assembly in a satisfactory manner.

9.2.33 The only signs permitted for use in such

circumstances are No Right Turn (RUS 012), No Left
Turn (RUS 013) and No U-Turn (RUS 017). Box
signs are generally positioned in Locations 5 or
7 (or Locations 2 or 4, if 5 or 7 are occupied by
additional aspects). They can also be positioned in
Location 9 on a 3-aspect head with no additional
aspects, or in Locations 8 or 10 when Location 9 is
occupied by an additional aspect. Examples are
shown in Fig 9.15. The preferred positions of the
various box sign faces are given in Appendix 9C for
guidance.

Figure 9.15: Examples of

Regulatory Box Signs

February 2024 9/11

 9.3 Traffic Signal Operation

9.3.34 The operation of a traffic signal junction is controlled

by a controller which allocates time intervals during
which separate traffic demands for each arm of the
junction can make use of the available road space.
Technological advancements allow increasingly
complex traffic demands to be accommodated,
including pedestrians, cyclists, trams, and bus
priority. To avoid confusion, it is important to establish
the terminology used in this manual. However, it
should be noted that certain control systems may use
differing terminology.

DEFINITIONS

9.3.35 A Phase is defined as a set of conditions which fixes

the pattern of movement or waiting for one or more
traffic streams during the signalling cycle. The
number of phases will depend upon the number of
roads entering the junction, the amount of turning
traffic, the number of signalised pedestrian
movements and any vehicle-specific movements. A
series of phases is usually arranged in a
predetermined order, but some phases may remain
red if not demanded during a specific cycle. Phases
are usually labelled alphabetically.

9.3.36 A Stage is a condition of the signal lights during the

period of the cycle which gives right of way to one or
more phases. Stages are usually labelled
numerically. Staging diagrams are used to show
which phases of a signal installation receive a green
signal in each stage (see Figure 9.16).

9.3.37 The Intergreen Period is the period between the end

of the green display for one stage and the start of the
green display for the next stage.

9.3.38 Each repetition of the sequence of signalling

operations, during which each of the demanded traffic
movements are served in turn, is called a Cycle. In
practice, cycle lengths should lie between 30 and 120
seconds, but in certain situations cycle times greater
than this may be necessary.

9.3.39 To achieve high capacity and reduce delay, as much

traffic as possible should be kept moving at the same Figure 9.16:
time and main traffic streams which do not conflict Example of a Staging Diagram
should be arranged to run at the same time. Careful
consideration should be given to the order of stages
within the cycle to maximise safety to all road users
and minimise delay.

9.3.40 If a phase displays green across two or more stages,

the green aspect shall be lit continuously for the
duration that the phase is called.

February 2024 9/12

MODES OF CONTROL

9.3.41 The control of traffic signals can be achieved in a

number of ways:

9.3.42 Fixed Time Signals: These are signals where the

green periods and hence the cycle times are
predetermined and of fixed duration. Although the
timings can be changed by time of day this method of
control remains inflexible and would usually be used
only as a fallback method.

9.3.43 Vehicle Actuated Signals are signals that use

vehicle detection to register a demand for specific
vehicle movements and call or extend the appropriate
stage for that movement. In the absence of demands
the signals will generally revert to allow the main road
traffic to proceed. Vehicle actuated signals are
recommended in preference to fixed time, especially
at isolated junctions.

9.3.44 Isolated Adaptive (Dynamic) Control: Adaptive

control adjusts the signal timings and operation in
response to real-time assessment of traffic demands
on the junction. Adaptive control has been proven to
give delay benefits over vehicle actuated
installations.

9.3.45 Linked System: When two or more junctions are in

close proximity on a main traffic route, some form of
linking is advisable to reduce delays and to improve
co-ordination. This will also ensure that internal links
are used to the maximum effect without blocking.
Linking may be:
a. Cableless;
b. Cable linked; or
c. Radio linked.
Linked systems are recommended in urban situations
to maximise the performance of the traffic signals.

9.3.46 All controllers should have the facility to allow Manual

Control. This may be used by engineers carrying out
maintenance or adjustments to the signals, either
remotely or by the Garda in the event of an incident.

9.3.47 Urban Traffic Control (UTC): Traffic signal

installations in a wide area can be controlled by a
central computer coordinating the individual signal
controllers for each junction or crossing. Signal
timings are adjusted by the computer using traffic
plans generated by historical data. Older UTC
systems may operate on fixed time plans, but more
recent installations tend to be adaptive or dynamic
systems which respond automatically to variations in
pedestrian and traffic demand.

February 2024 9/13

9.3.48 Integrated (Strategic) Traffic Management
provides a platform for the integration of individual
systems and control tools through the exchange of
information between them via a common database.
Integrated traffic management allows for a wider
range of communication systems to be used and
provides a common interface between the systems.

TRAFFIC ENGINEERING OF SIGNALISED JUNCTIONS

9.3.49 Opposing streams of traffic are managed at signal-

controlled junctions by holding certain streams
stationary while others are allowed to pass. A traffic
signal installation should reduce the delay, maximise
the capacity and maintain a high degree of safety.
This can be achieved by assigning different stages to
conflicting movements (e.g. right turn on full green),
by restricting movements (e.g. banned right turn) or
by the separation of traffic streams which conflict. The
following facilities are available on signal installations
to assist with traffic control:

9.3.50 Minimum Green and Vehicle Extension Periods:

The minimum green period is the shortest period
given to any phase allowing particular traffic streams
to move while all others are held. It is long enough for
vehicles waiting between the detector and the Stop
Line to get into motion and clear the Stop Line. The
minimum value is 6 seconds, except for indicative
arrow or filter arrow stages which may be less. The
minimum green period may be extended by vehicles
which are detected during the green period.

9.3.51 Preset and Variable Maximum Running Period: To

prevent vehicles on a halted phase from waiting
indefinitely because of a continuous stream of traffic
on a conflicting phase, a maximum period is timed off,
after which the signals change even if extensions are
still sought on the conflicting movement.

9.3.52 Variable Intergreens: The intergreen period can be

varied by vehicle actuation when a longer clearance
is necessary to protect clearing traffic. Extra
clearance is thus provided only when vehicles are
clearing the junction. These can be extendable
intergreen periods using detection but are additional
to the normal period. Variable intergreens are
generally used to clear right turning traffic and to
protect pedestrian phases.

9.3.53 Speed Measurement: Where appropriate, speed

measurement may be required at traffic signals on
roads with an 85th percentile approach speed equal
to or greater than 60km/h.

February 2024 9/14

9.3.54 Early Cut Off: To facilitate a heavy right turn
movement from one approach, the green time of the
conflicting opposing stream can be terminated a few
seconds earlier, and the right turning movement given
an indicative arrow signal. The duration of the early
cut-off period can readily be adjusted by detectors
operated by the turning traffic and will also be
influenced by the junction geometry such as extended
distances between stop lines and conflict points.

9.3.55 Early start: As an alternative to an early cut off, an

early start displays an indicative arrow whilst delaying
the start of the opposing traffic.

9.3.56 Hurry Call: The ability to call, either by selective

vehicle detection or manually, a specific stage in the
cycle. Hurry calls are often used for implementing bus
priority at signals, or to initiate a ‘green wave’ for
emergency services.

9.3.57 Separately Signalled Right Turns: At a crossroads

where both right turn movements from the main road
are heavy, the right turns can be held on a red signal
while the straight-ahead traffic proceeds on green.
The straight through traffic is then stopped and the
right turn traffic on both approaches is then released
simultaneously. This must be achieved by separating
right turn traffic into exclusive lanes with separate
signal displays for each approach. This method
should be used on all roads where the 85th percentile
approach speed is greater than 70km/h on any arm
of the junction, provided the space is available.

9.3.58 Revertive All Red Stage (Quiescent All Red): The

standard revertive stage is generally the main road
stage. However, an all-red stage may be used
instead. The purpose of using an all-red stage is to
dissuade drivers approaching a junction from
speeding up to ‘catch’ a green signal. If the signals
rest in an all-red stage when there is no demand from
any approach (generally overnight when the traffic is
light) then an approaching vehicle will see a red signal
and slow down. The signals will respond quickly to
detection and change to green on that approach. A
quiescent all-red stage can only be used where
detection is installed.

February 2024 9/15

LINKED SYSTEMS – TYPES OF UTC

9.3.59 UTC is generally used in an urban situation to control

a group of two or more junctions which are closely
linked, normally less than 200m apart. The junction
controllers are sent instructions (known as forces)
from the central UTC computer, which initiates stage
changes locally. These forces cannot override the
local controller safety measures such as intergreens
or prohibited stage changes but influence the
controller.

9.3.60 Fixed Time UTC: Base fixed time plans are input to
the central computer and are usually based on
timings derived from a traffic model. Plans can be
changed via the UTC computer automatically by time
of day or manually by UTC operators. Fixed time UTC
has fixed cycle times, but is capable of using demand
dependent stages, such as pedestrian stages, and
can also use detection on the ground. For fixed time
UTC to work effectively the base plans need to be
carefully calculated and require regular updates to
remain efficient.

9.3.61 Adaptive UTC responds automatically to traffic

fluctuations, based on data collected from detectors
at every signal installation within a network. Adaptive
UTC models the real time traffic patterns throughout
the network and attempts to minimise the overall
delay in the network by constantly changing the
phase and cycle timings at each junction and
modifying offset times between adjacent signal
installations.

February 2024 9/16

9.4 Layout of Traffic Signals

9.4.1 This section provides general guidance on the layout

of traffic signal-controlled junctions.

9.4.2 The main considerations for traffic signal installation

placement are visibility and clarity. Drivers
approaching a signalised junction should be given a
clear and unmistakable indication of which directions
they can take at that junction. There should be at least
one primary and one secondary signal provided for
each approach. In addition, they should be guided in
advance into the correct lane by means of road
markings.

9.4.3 In the design of a traffic signal installation

consideration should be given to inter-visibility
between conflicting traffic streams, especially if
signalled pedestrian facilities are to be included.

9.4.4 The normal range of lane widths at a signal-

controlled junction should be between 3.0m and 3.7m
depending on the type and speed of traffic and the
overall width of the carriageway. The width may need
to be adjusted to allow for additional lanes for straight
through and turning traffic having regard to the total
width available. The absolute minimum lane width of
2.4m is allowable alongside refuges at signals and at
the Stop Line but nowhere else.

9.4.5 Where possible, refuges and islands should have a

Keep Left sign (RUS 001) facing oncoming traffic,
mounted in illuminated or retro-reflective bollards or
on short posts (see Chapter 1). On some islands,
Keep Right (RUS 002) or Pass Either Side (RUS
003) may be appropriate (see Chapter 5).

9.4.6 The distance from the kerb edge and any part of a
signal head assembly should not normally be less
than 350mm to prevent damage from lateral
overhang of vehicles.

9.4.7 Primary signals are traffic signals erected on or near

the carriageway in the vicinity of the Stop Line, facing
approaching traffic. One primary signal must be
provided for every controlled movement, located on
the left side of the approach (except in the special
case described in Paragraph 9.4.11). On wide
approach roads with refuges or a central reserve, or
on high-speed roads, the primary signal should be
supplemented by a duplicate primary signal on the
refuge or reserve. On one-way streets a duplicate
primary signal should always be provided. They
should be aligned such that their axes focus on a
point in the centre of the approach lane(s) at a
distance from the Stop Line equivalent to the visibility
distances given in Table 9.1 (see Figure 9.17 and
Section 9.6).

February 2024 9/17

 Figure 9.17:

Example of Positions and Alignments of Primary and Secondary Signals

9.4.8 Secondary signals are traffic signals erected on or

near the carriageway facing traffic in the same
direction as the primary signals and generally sited on
the right side of the road beyond the junction. They
are often placed on the back of the primary signal
which faces opposing traffic. On roads with refuges or
a central reserve the secondary signal should be sited
on the further refuge or reserve, if it will then be more
conspicuous to traffic. Secondary signals should be
aligned such that their axes focus on a point 2.5m
back from the associated Stop Line in the centre of
the approach lane(s) (See Figure 9.17).

9.4.9 Secondary signal displays must not conflict with the

primary display and should be sited such that it is
clear to which traffic movement they refer. Hoods
and/or louvres may be used to restrict visibility by
adjacent streams.

9.4.10 The primary signal should normally be located 1m to

5m beyond the Stop Line on the left side of the
approach. The secondary signal should be sited no
more than 50m from the associated Stop Line, and as
close to the driver’s line of sight as practicable.
However, they may be displaced to right or left such
that they are within 30º of the line of sight (see Figure
9.17).

9.4.11 Where two approaches share a common Stop Line

and are not separated by an island, the primary signal
for the right-hand approach may have to be placed on
the right side of that approach.

February 2024 9/18

9.4.12 In certain circumstances, such as when an early cut-
off is used, it may not be desirable to site the
secondary signal beyond the junction on a particular
approach. On these occasions, closely associated
secondary signals may be used to prevent
pedestrians or certain streams of traffic seeing the
secondary signal. Closely associated secondary
signals are positioned on the entry side of the junction
beyond the Stop Line on the right of the traffic stream.

HIGH-LEVEL SIGNALS

9.4.13 Where standard height primary signals cannot be

located to provide the required visibility to drivers on
the approach given in Table 9.1 (due to a crest in the
road or a building, for example), additional primary
signals may be located on high mast poles, mast-
arms, or overhead gantries.

9.4.14 Support structures for high-level signals will generally

be more massive than conventional street furniture.
Consideration must therefore be given to the potential
need for safety barriers on high-speed roads.

9.4.15 LED aspects should be used for all mast-arms,

gantries, and high mast poles to reduce the
maintenance frequency and consequent impact on
traffic.

Mast Arms and Gantries

9.4.16 High-level signal heads must be supplementary to a

primary signal head mounted on the left side of the
road at the prescribed height. This may be free
standing or mounted on the support structure if it is
within 5 metres of the associated stop line.

9.4.17 Mast arm mountings (see Figure 9.18) have single

support poles, with outreaches between 3m and 7m
in length, depending upon the number of signals and
outreach required for visibility.

9.4.18 For gantries, mast arms or any other mounting of

signal heads above the carriageway, the head(s)
shall be mounted on the gantry or arm, located
directly above the lane(s) to which they relate. A new
construction headroom (which allows an allowance
for future resurfacing) of 5.7m shall be provided from
the lowest point of any part of the assembly; and a
minimum maintained headroom of 5.41m shall be
preserved at all times. Figure 9.18:
Example of Mast Arm Mounting

February 2024 9/19

High Mast Poles

9.4.19 Where signal heads are to be mounted at high level

on high mast poles, these should be supplementary
to an identical signal head mounted at the prescribed
height on the pole.

9.4.20 The high-level head on a high mast pole shall be

mounted such that the centre of the amber aspect is
no higher than 5m above the surface of the ground in
the immediate vicinity (see Figure 9.19).

CONTROLLER LOCATION

9.4.21 The signal controller cabinet should be positioned so

that it does not obstruct the drivers’ view of
pedestrians, particularly children, beginning to cross
and it should cause minimum obstruction on the
footway. Should it be necessary to site the controller
adjacent to the kerb, then it should not be possible for
the access doors to open over the carriageway.
When the doors are open, they should not completely
block the footway. Figure 9.19: Example of High Mast Pole
Mounting
9.4.22 In addition, the cabinet should be sited at a location
where the complete function of the signals is visible
to assist an operator when the signals are under
manual control or being tested.

February 2024 9/20

SAMPLE JUNCTION LAYOUTS

9.4.23 Sample layouts for junctions, mid-block crossings

and other signal installations are contained in
Appendix 9E for the purpose of demonstrating signal
head provision, siting, and alignment. They should be
read in conjunction with the following notes:
i. The drawings are not drawn to scale.
Guardrailing, detection equipment, ducting,
advance cycle stop lines and tactile paving have
been omitted for clarity.
ii. For details of road markings see Chapter 7.
iii. For signal symbols used see Appendices 9A and
9B.
iv. Primary signals should normally be located 1m to
5m beyond the Stop Line on the left side of the
approach. Where a pedestrian facility is located
immediately beyond a Stop Line, this distance
should ideally be a minimum of 2.5m.
v. Secondary signals should be sited no more than
50m from the associated Stop Line, and as close
to the driver’s line of sight as practicable.
vi. In general, there should be one more signal head
per stream (primary + secondary) than there are
lanes on that stream.
vii. Signalised pedestrian facilities should be
provided along the desire lines of pedestrian flow.
Judicious use of refuges can permit certain
pedestrian movements to run simultaneously with
non-conflicting traffic movements. This is termed
‘walk with traffic’ and can have a beneficial effect
on junction capacities.
viii. The width of pedestrian crossings should
normally be between 2.4m and 5m, although in
exceptional circumstances they may be reduced
to 2m or increased to a normal maximum of 10m
(see Section 9.8). Where cycles share a crossing,
the crossing width should be 4m minimum.
ix. Pedestrian demand units should be mounted
approximately 0.4m to 0.5m from the pedestrian
crossing line and sited such that a pedestrian
pressing the button is facing towards oncoming
traffic. On one-way streets, at staggered
crossings or in other situations where this causes
the demand unit to be located to the left of
crossing pedestrians, a duplicate demand unit
should be located to the right.

February 2024 9/21

9.5 Design of Traffic Signals

9.5.1 To obtain the maximum benefits from the provision of

traffic signal control, it is essential that they be
installed in accordance with uniform criteria.

9.5.2 The following data is required to enable the need for

traffic signals to be assessed properly and the design
of the signals to be carried out:
(a) Traffic Volumes. Pedestrian and vehicular
directional counts over a ten-hour period of a
representative day on each approach;
(b) Approach Speeds. 85th percentile speed of
vehicles on each approach. This is the speed
exceeded by only 15% of cars in dry weather,
which can be measured by accepted speed
survey methods;
(c) Site Conditions. These should include approach
widths, gradients, speed limits and approach
visibility distances; and
(d) Accident History.

9.5.3 At high-speed locations where posts and other

signalling equipment may be vulnerable to collision,
consideration should be given to reduce the risk to
road users of such collisions. This can include resiting
equipment, provision of safety kerbs and/or safety
barriers, and the use of passively safe signal poles.

9.5.4 The details of the final design of signals systems are

outside the scope of this document.

February 2024 9/22

9.6 Visibility and Illumination

9.6.1 The main consideration for traffic signal installation

placement is visibility. Drivers approaching a
signalised junction should be given a clear and
unmistakable indication of which directions they can
take at that junction. Signal faces should be adjusted
to face the approaching traffic for which they are
intended.

9.6.2 The minimum visibility distances, with no traffic

present, required to the primary signal(s) are shown
in Table 9.1. Wherever possible the ‘Desirable
Minimum’ distance should be provided. However, site Table 9.1 Visibility Distances
considerations may make these distances
unattainable, in which case the ‘Absolute Minimum’
Visibility Distance to
value may be used. Speed Primary Signal
(see
9.6.3 In the table, references to ‘speed’ shall be interpreted Desirable Absolute
Paragraph
as follows: Minimum Minimum
9.6.3)
i. On new or improved roads, speed is the Design m m
km/h
Speed, calculated in accordance with TII
Publication DN-GEO-030315, or the speed limit; 30 50 40
ii. In the case of existing roads, ‘speed’ is the speed 50 70 50
limit, except when there is a significant difference
between the speed limit and actual vehicle 60 90 70
speeds, in which case: 70 120 90
iii. Speed is the observed 85th percentile approach
80 or 85 160 120
speed of private cars. This is the speed which is
exceeded by only 15% of cars in dry weather and 100 215 160
may be measured by accepted speed survey
methods. 120 Not recommended

9.6.4 LED signals should be used for all new installations

because they are brighter than conventional filament
lamps, have a longer life, use less energy, require
less maintenance, and are safer because of their
reliability. Each aspect shall conform to IS EN 12368.
Mixtures of different types of aspect (filament, fibre-
optic, LED) within an installation should be avoided.

9.6.5 Where ambient light conditions affect the illumination

of traffic signals (due to sunlight for example), hoods,
louvres and/or backboards may be fitted. Hoods or
louvres may also be used to prevent signals being
seen by drivers waiting on adjacent arms of the
junction. For high-speed roads the use of backboards
should be considered, to increase the conspicuity of
signal heads.

5
Transport Infrastructure Ireland. DN-GEO-03043, Road Link
Design. Part of TII Publications. TII, Dublin.

February 2024 9/23

9.7 Pedestrian Signals at Signalised Junctions

9.7.1 The information contained in this section shall apply

to all new installations or complete replacement of
equipment at existing locations.

9.7.2 Pedestrian signals are traffic signals intended for the

exclusive purpose of controlling pedestrian traffic.
Pedestrian facilities should be provided to improve
the safety of pedestrians crossing roads. They are
often included at junctions with traffic signal control.
For mid-block pedestrian crossings, see Section 9.8.

9.7.3 Pedestrians are catered for by providing a phase for

pedestrians where their movements are signalised.
This pedestrian phase is best activated by demand
from push buttons but can be activated automatically
if the circumstances justify it (for example to prevent
phases getting out of step with adjacent signals on
linked signal systems).

9.7.4 Three-Aspect Pedestrian Signals, Signal RPC 004,

consist of three aspects depicting:
i. A figure of a standing figure in red on a black
background;
ii. A figure of a standing figure in amber on a black
background;
iii. A figure of a walking figure in green on a black
background.
The use of two-aspect pedestrian signals is restricted
to Pelican and Toucan Crossings only – see Section
9.8.

9.7.5 The red aspect shall be located above the amber, and
the amber aspect above the green. The nominal RPC 004:
minimum diameter of the aspects should be 200mm Three-Aspect Pedestrian Signal
and the centres of adjacent aspects should be not
more than 380mm apart. The lower edge of the
lowest aspect should be between 2.1m and 3.05m
above the surface of the ground in the vicinity.

9.7.6 The pedestrian signal sequence is red figure, green

figure, amber figure, red figure. The amber figure
signal indicates that pedestrians should not start to
cross. The duration of the green figure signal, which
indicates that pedestrians may start to cross the road,
shall be based on the time to cross the full road width
at a walking speed of 1.2m/s, and shall be a minimum
of 6 seconds. An all-red period before and after the
pedestrian crossing phase shall be a minimum of 1
second but may be increased depending on traffic
speed and crossing width.

February 2024 9/24

DESIGN OF PEDESTRIAN SIGNALS

9.7.7 In many cases the only way of providing pedestrian

signals within a signal-controlled junction will be by
holding all vehicle streams on red (referred to as an
‘all-red’). This can result in a significant reduction in
junction capacity. However, by prohibiting some
vehicle movements or, where space permits, by
physically separating traffic streams, it is possible to
economise on cycle time by running a combination of
vehicle and pedestrian stages simultaneously. This
can maximise green time in the cycle by negating the
need for an ‘all red’. Such pedestrian facilities, known
as parallel pedestrian phases or ‘walk with traffic’,
should be carefully designed to avoid creating
confusion for traffic and/or pedestrians.

9.7.8 On wide carriageways refuges may be provided in the

centre of the carriageway. Where the two parts of the
crossing are controlled by separate pedestrian
signals, the pedestrian crossings should be
staggered, and the pedestrian signals positioned and
aligned so that pedestrians are not misled by the
further set of signals.

9.7.9 Staggered pedestrian crossing facilities should be

considered where the crossing distance exceeds
11m.

9.7.10 During stages when there is sufficient crossing time

for pedestrians (with parallel traffic movements), the
green figure should be displayed without requiring the
push button to be activated. However, when an
extension to the phase is required to allow
pedestrians to cross, this should only be activated by
a pedestrian pushing the push button unit.

9.7.11 Complementary measures to assist visually impaired

pedestrians should be provided to indicate the green
figure period. These include:
▪ Tactile signals (e.g. a textured feature on the push
button which vibrates when the steady green
figure is shown); and
▪ Audible signals as a supplement to the tactile
facility (so long as there is no danger of the unit
causing confusion with adjacent signalised
pedestrian crossings). Where audible signals are
considered, variable output audible signals
should be used in residential areas (these
transmit a lower signal at night when background
noise is lower).

February 2024 9/25

9.8 Mid-Block (Isolated) Pedestrian Crossings

9.8.1 The facilities and design details outlined in Section 9.7

for pedestrian crossings within signalised junctions
are also appropriate for mid-block pedestrian
crossings. The following section describes the
different forms of mid-block pedestrian crossings
available for use in different scenarios and conditions.

CONVENTIONAL CROSSINGS

9.8.2 Conventional signalised pedestrian crossings include

two stages: one for moving traffic (typically the
default), and one for pedestrians (typically by demand
from a push-button unit). They should be provided
with Three-Aspect Pedestrian Signals (RPC 004)
facing the pedestrians and standard full
red/amber/green traffic signals (RTS 001) facing
vehicles. The sequences are red figure, green figure,
amber figure, red figure for pedestrians, and red,
green, amber, red for vehicles.

9.8.3 Conventional crossings do not include the flashing

amber signal to permit vehicles to proceed once
pedestrians have crossed the road (see next
paragraph).
RPC 004:
Three-Aspect Pedestrian Signal
PELICAN CROSSINGS

9.8.4 Pelican Crossings are crossings which control both

vehicular and pedestrian traffic by light signals. They
differ from conventional signalised pedestrian
crossings by incorporating a Two-Aspect Pedestrian
Signal (RPC 003) that displays a flashing green figure
simultaneously with a red signal then flashing amber
signal to vehicles, the flashing amber signal to
vehicles overlapping the red to pedestrians. The two-
aspect pedestrian signal shall only be used at Pelican
and Toucan Crossings. At all other forms of signal-
controlled pedestrian crossing the three- aspect head
shall be used.

9.8.5 The signal head RPC 003 prescribed for Pelican

Crossings consists of two aspects depicting:
▪ A figure of a standing figure in red on a black RPC 003:
background; Two-Aspect Pedestrian Signal (Pelican
▪ A figure of a walking figure in green on a black and Toucan Crossings only)
background.

February 2024 9/26

9.8.6 The red aspect shall be located above the green. The
nominal minimum diameter of the aspects should be
200mm and the centres of the aspects should be not
more than 380mm apart. The lower edge of the
lowest aspect should be between 2.1m and 3.05m
above the surface of the ground in the vicinity.

9.8.7 The pedestrian signal sequence is red figure, steady

green figure, flashing green figure, red figure. The
green figure flashes to indicate that pedestrians
should not start to cross. The duration of the green
figure signal, which indicates that pedestrians may
start to cross the road, shall be based on the time to
cross the full road width at a walking speed of 1.2m/s,
and shall be a minimum of 6 seconds.

9.8.8 For vehicles, the standard full red/amber/green traffic

signal (RTS 001) is used at pelican crossings, with a
circular amber aspect which can be steady or
flashing. The sequence is red, flashing amber, green,
amber, red. The flashing amber signal indicates that
vehicles may proceed if the crossing is clear.
However, if there are pedestrians on the crossing,
vehicles must continue to yield to them.

9.8.9 Pelican crossing timings are similar to the pedestrian

crossing timings set out in Section 9.7. The steady
green figure should be displayed for a minimum of 6
seconds. The flashing green figure shall commence
2 seconds before the flashing amber to traffic, and the
red figure shall commence a minimum of 2 seconds
before the green signal to traffic.

9.8.10 Mid-block signalised pedestrian crossings should

normally be pelican crossings, unless engineering
judgement indicates otherwise, for example on wide
roads or locations of extremely high pedestrian
activity.

ZEBRA CROSSINGS

9.8.11 Zebra Crossings, RPC 001, are pedestrian crossings

marked by flashing amber beacons, alternate black
and white stripes across the road, and other road
markings. An alternative arrangement, RPC 001A, is
available for use allowing for the replacement of the
beacons with Regulatory sign RUS 066, or, in limited
specific circumstances, to be installed without
beacons or this sign. In all instances, vehicles must
stop and yield right of way to any pedestrian who is
waiting to cross or has commenced crossing the road
at the zebra pedestrian crossing. These are not
signalised crossings but are considered controlled
crossings and are included here for completeness.
Zebra crossings are not normally considered suitable
for roads with a maximum speed limit greater than
50km/h, or where there is more than one lane in each
direction (unless a refuge island is provided). For
details of zebra crossings see Chapter 7 and Chapter
5 for sign RUS 066. See also Advice Note TSAN-
2024-01 at www.trafficsigns.ie
February 2024 9/27
9.8.12 The Pedestrian Crossing Beacon consists of an
internally illuminated globe mounted on a post; it is
used to indicate the presence of a priority-controlled
(Zebra) pedestrian crossing. The beacon shall be
provided on both sides of the road (and on refuges
where present) in conjunction with the Pedestrian
Crossing Road markings (see Chapter 7). The
combination of the beacons and road markings
constitute traffic Sign RPC 001.

The alternative arrangement, where the beacon is

replaced with Regulatory sign RUS 066, constitutes
traffic Sign RPC 001A. The beacon is replaced with
RUS 066 mounted back-to-back on either side of the
crossing and in the refuges where present.

Sign RUS 066 shall not be used in any other

circumstance.

9.8.13 The beacon shall consist of a spherical globe

approximately 300mm in diameter, yellow in colour Figure 9.20:
and mounted on a post between 2.1m and 4.2m high. Pedestrian Crossing Beacon
The beacon shall be lit internally with a flashing yellow
light, flashing at between 35 and 45 flashes per
minute.

LOCATION

9.8.14 A pedestrian crossing should be located where

pedestrians are most likely to use it and where it does
not confuse or cause conflict for vehicular movement.
The minimum recommended distance between
uncoordinated mid-block pedestrian crossings, or
between a pedestrian crossing and an uncoordinated
signal-controlled junction is 100m. Adequate footway
capacity should be provided at each end of the
crossing for assembly and dispersal.

9.8.15 Crossings should be located away from conflict points

at uncontrolled junctions, and care should be taken
when siting close to roundabouts.
Figure 9.20A:
9.8.16 Minimum distances for drivers’ visibility of signals Pedestrian Crossing Sign
controlling a pedestrian crossing are the same as for (for Pedestrian Crossings type
other signals and are given in Table 9.1. RPC 001A)
9.8.17 The guiding principle regarding the visibility of signals
is that a driver must have a clear view of at least one
signal head on approaching the crossing and when
stationary at the Stop Line.

ROAD MARKINGS

9.8.18 The road markings associated with mid-block Figure 9.20B:

crossings are described in Chapter 7. RUS 066
(For Pedestrian Crossings
type RPC 001A)

February 2024 9/28

CROSSING WIDTH

9.8.19 The preferred minimum pedestrian crossing width for

pedestrian crossings is 2.4m (at signalised facilities
at signal-controlled junctions, and at conventional,
pelican and zebra crossings). This may be reduced to
an absolute minimum of 2m at restricted locations. An
additional 0.5m may be provided for each 125
pedestrians per hour above 600 (average over the
four hours of peak pedestrian use) up to a normal
maximum of 5m. However, at locations with
exceptionally high pedestrian demands, it may be
appropriate to provide crossings up to 10m wide.

PEDESTRIAN TRAM CROSSINGS

9.8.20 Where pedestrians have to cross a tramway and a

carriageway in a single crossing movement, the usual
Pedestrian Signals, RPC 004, should be provided, as
described above for mid-block crossings or in Section
9.7 for signalised junctions.

9.8.21 Where a pedestrian crossing of a tramway is

separate from a carriageway crossing, pedestrian S 103: Flashing Amber Tram Signals
signals will not normally be provided for the crossing
of the tramway. In view of the relative infrequency of
trams, pedestrians should have little difficulty in
crossing the tramway safely.

9.8.22 However, at some locations restricted visibility or

large numbers of pedestrians may create the need to
provide signals warning of the approach of a tram. At
such locations, Flashing Amber Tram Signals, Signal
S 103, may be used. The signals consist of two
flashing amber aspects indicating the outline of a tram
when lit. The aspects are mounted one above the
other on a black background. The aspects should be
approximately 300mm in diameter and flash at a rate
of 60 to 80 flashes a minute. The flashes in each light
should overlap so that one light is always shown S 101: Pedestrian Countdown Timer
when in operation. They should only be activated
when a tram is approaching.

9.8.23 The need for Flashing Amber Tram Signals shall be

assessed by the tram operating authority and the
form and operation agreed with the Road Authority.

COUNTDOWN TIMERS

9.8.24 At locations where pedestrian numbers or pedestrian

Figure 9.21: Combination of RPC 004 and S
waiting times are high, a Pedestrian Countdown
101
Timer, S 101, may be installed on each side of the
pedestrian crossing in addition to the red, amber and
green figure signals (see Figure 9.21).

February 2024 9/29

9.9 Cycle Signals

9.9.25 Cycle signals are similar to pedestrian signals except

that they depict bicycle symbols. They are used,
either at a junction or as a mid-block crossing, to
enable cyclists to cross the road safely. Cyclists are
not required to dismount and cross on foot. Both
Two-Aspect Cycle Signals, Signal RTS 006, and
Three-Aspect Cycle Signals, Signal RTS 007, are
available but their uses differ, as described below.

9.9.26 On RTS 006 the red aspect shall be placed above the
green, while on RTS 007 the red aspect shall be
placed above the amber and the amber aspect above
the green. The nominal minimum diameter of the
aspects should be 200mm with the centres of the
aspects not more than 380mm apart or nominal
diameter between 80mm and 110mm with the centres
of the aspect not more than 150mm apart. The lower
edge of the lowest aspect should be ether between
2.1m and 3.05m above the surface of the ground in
the vicinity for 200mm aspects, or between 1.5m and RTS 006:
1.7m for the 80mm to 110mm size aspects. Two Aspect Cycle Signal

SHARED USE CROSSINGS

9.9.27 Where there is a need for both cyclists and

pedestrians to cross a road, Toucan (two-can-cross)
Crossings may be installed. There are two forms
available for use:
i. Based upon the Pelican control system, i.e. two-
aspect pedestrian and cycle heads, RPC 003 and
RTS 006, with flashing green figure to
pedestrians, flashing green bicycle to cyclists,
and flashing amber to traffic. This is known as a
Toucan Crossing, and is recommended for mid-
block pedestrian/cycle crossings, but not at
junctions under signal control; and
ii. Three-aspect pedestrian and cycle heads, RPC
004 and RTS 007, and no flashing amber traffic
aspect. This is recommended for use where the
cycle and pedestrian crossing facility forms part
of a junction under signal control. RTS 007:
Three Aspect Cycle Signal
9.9.28 In each case, the sequence for the cycle signals is
the same as the associated pedestrian signals (see
Sections 9.7 and 9.8).

9.9.29 The required red signal time to vehicles is determined

by the pedestrian crossing time, as these are typically
longer than for cyclists. Separate detection for
cyclists may reduce delay time to vehicles, as cyclists
will negotiate a crossing more quickly than
pedestrians.

February 2024 9/30

9.9.30 Shared use crossings should be a minimum of 4.0m
wide to provide adequate width for both pedestrians
and cyclists.

SEPARATE CYCLE CROSSINGS

9.9.31 Where a cycle crossing facility is provided with no

associated pedestrian facility, the Three-Aspect
Cycle Signals, RTS 007, should be used. The
sequence for cyclists is red cycle, green cycle, amber
cycle, red cycle.

CYCLE SIGNALS AT JUNCTIONS

9.9.32 Cycle crossings may be incorporated as part of a

signalised junction in the same way as pedestrian
crossings (see Section 9.7).

9.9.33 Cycle signals may also be used to provide separate

control of cyclists on the carriageway through a
signalised junction. In such cases, Three-Aspect
Cycle Signals, RTS 007, shall be used.

9.9.34 Where it is not practicable to provide separately

signalled cycle facilities through a junction, advance
cycle Stop Lines as described in Chapter 7 should be
considered as appropriate.

February 2024 9/31

9.10 Flashing Amber Signals

9.10.1 Twin Flashing Amber Signals, Signal S 102, may be

used in conjunction with the School Ahead sign (W
141), with a Periodic Speed Limit sign (RUS 045) and
on approaches to railway level crossings. The signal
consists of twin flashing amber lights arranged
horizontally on a black background.

9.10.2 The signals should have a minimum diameter of S 102: Flashing Amber Signals
150mm, and flash at a rate of 60 to 80 flashes per
minute. The flashes in each light should overlap so
that one light is always shown when in operation.

9.10.3 It is important that the flashing amber signals be

operated only at appropriate times. When used in
conjunction with a School Ahead sign, the signals
should only be activated at times when children are
entering or leaving the school. See Chapter 6.

9.10.4 When used in conjunction with a Periodic Speed Limit

sign, the twin flashing amber signals shall be
operated only at times when the periodic speed limit
applies. See Chapters 3 and 5.

9.10.5 These signals may also be used to provide additional

warning at level crossings controlled by Level
Crossing Signals, RTS 005. In such cases the twin
flashing amber signals shall flash whenever the lights
on RTS 005 are activated. See Chapter 6.

9.10.6 Flashing Amber Signals may also be used as part of

a vehicle activated sign: see Chapter 3.

9.10.7 At some pedestrian crossings of tramways Flashing

Amber Tram Signals, Signal S 103, may be provided.
These indicate the outline of a tram when lit: see
Section 9.8.

February 2024 9/32

9.11 Level Crossing Signals

9.11.8 Level Crossing Signals, Signal RTS 005, consist of

two red aspects arranged horizontally and one amber
aspect, centrally positioned between but lower than
the two red aspects. Each aspect shall have a
nominal diameter of 200mm or 300mm.

9.11.9 The red aspects flash alternatively when in operation,

indicating vehicles must stop at the associated Stop
Line or at the signal where the Stop Line is not
present. The amber light is lit constantly (not flashing)
for a few seconds before the red lights start flashing. RTS 005: Level Crossing Signals
It does not remain lit when the red lights are
operating. The illumination of the amber aspect
indicates that vehicles should stop unless too close to
the signal/Stop Line to be able to stop safely.

9.11.10 Level Crossing Signals are normally used to control

vehicular traffic and pedestrians on approaches to
railway level crossings. The signals should be
provided at full barrier crossings, at half barrier
crossings and at lights and bells crossings. They are
operated by the railway authority in conjunction with
the railway signalling. See Chapter 6. They shall not
be used to control tram crossings; these shall be
treated as conventional signalised junctions, using
conventional traffic signals for road traffic and the
aspects described in Section 9.12 for trams.

9.11.11 RTS 005 may also be used to control pedestrians and

traffic at swing or lifting bridges.

9.11.12 A Stop Line should accompany the Level Crossing

Signals to indicate to drivers where they must stop in
advance of the level crossing or bridge when the red
signals are displayed: see Chapter 7.

February 2024 9/33

9.12 Tram (Light Rapid Transit)

9.12.13 Where trams – light rapid transit (LRT) vehicles – are

running on the public road special Tram Signals are
used to control them (Signals RTS 008 to RTS 012
and S 104). The signals consist of a series of lights
forming a narrow white line or plus sign on a black
background. Single aspect signals are used, RTS 008: Tram Stop
displaying the appropriate signal when required. The
design of the signals is deliberately different from
signals for other road users since they are intended
only for LRT drivers.

9.12.14 Tram Signals will often operate in conjunction with

traffic signals controlling road traffic. In some
instances, they may be programmed to give a
different instruction to tram drivers from that given to
other drivers. For example, a tram may be permitted RTS 009: Tram Proceed
to proceed while road traffic in adjacent lanes is
stopped by a red signal.

9.12.15 The need for Tram Signals will be determined by the

tram operating authority and their size, location and
operation agreed with the Road Authority in
accordance with the provisions prescribed in the
Road Traffic (Signs) Regulations. RTS 010: Tram Proceed to Left
9.12.16 Flashing Amber Tram Signals, S 103, are available
for warning pedestrians of approaching trams at
separate pedestrian crossings of tram tracks: see
Section 9.8.

RTS 011: Tram Proceed to Right

RTS 012: Tram Stop Unless Too Close to

Stop Safely

S 104L S 104R

S 104: Tram Point Indicators

February 2024 9/34

9.13 Miscellaneous

9.13.17 A detailed specification is required for the supply and

erection of all traffic signals and associated
equipment. This specification should include the
following considerations:

ELECTRICAL EQUIPMENT

9.13.18 Aspects shall conform to IS EN 12368. As part of the

Government’s climate change strategy, the use of low
energy equipment should be implemented wherever
possible, for example LED aspects, low energy
controllers, etc. It is possible to have some equipment
(for example S 102) powered by solar cells – this
option should be considered wherever feasible.

9.13.19 LED aspects should be used for all new signal

installations, and particularly for signals mounted on
mast-arms, overhead gantries, and tall signal poles.

9.13.20 The controller specification should be agreed with the

Road Authority and may depend upon the type of
Urban Traffic Control System to be used (if required).

9.13.21 All new traffic signal controllers should have the

capacity to dim the signals overnight to reduce glare
for drivers.

MOUNTING OF TRAFFIC SIGNALS

9.13.22 Consideration should be given to minimising the

number of poles at junctions.

9.13.23 Traffic signal poles need to be of sufficient length to

enable the signal heads to be set at the required
height (see Section 9.2). The following heights
(above ground) are commonly used:
i. 4m – standard pole height;
ii. 5.5m – allows one signal to be mounted at a
standard height plus another at a higher level (i.e.
two signals) for extra visibility. Sometimes used
on dual carriageways;
iii. 1.25.m – to accommodate push button units for
pedestrians only;
iv. 5.5m mast arm support columns.

9.13.24 Clearances for over-carriageway mounting are

discussed in Section 9.4.

February 2024 9/35

February 2024 9/36
Appendix 9A: Permitted Traffic Signal Head Configurations
Permitted traffic signal head configurations are defined in the Road Traffic (Signs) Regulations using
the following numbering logic: RTS 001 is the basic Red/Amber/Green head; RTS 002 covers all other
3-aspect heads without flashing amber arrows; RTS 003 are all 4-aspect heads; RTS 004 are all 3-
aspect heads with flashing amber arrows; RTS 013 is a 5-aspect bus and filter arrow configuration.

The following diagrams illustrate all permitted traffic signal head configurations, together with the
standard symbols that should be used to indicate those head configurations on plans. Use of these
symbols provides a consistent method of annotation and prevents misinterpretation at any stage of the
design and build process.

The logic of the symbols is as follows:

A signal pole is shown as a filled circle, from which the head symbols
generate.

A primary traffic head is shown as an arrow.

A secondary traffic head is indicated by two lines parallel to the edges

of the main head arrow.

An arrow aspect in place of the full green is indicated by a small arrow

pointing in the appropriate direction, the stem of which is attached to
the point of the main head arrow. (A flashing amber arrow should be
annotated with the legend FA; a green arrow needs no annotation).

Additional aspects (as defined in Section 9.2) are indicated by small

arrows pointing in the appropriate direction, across the stem of the
relevant traffic head arrow.

Where all three aspects are replaced with arrows, a triple arrow is
appended to the point of the main head arrow.

A pedestrian head is shown as a semi-circle.

A 3-aspect head is shown as a ‘solid’ arrow.

A 2-aspect head is shown as a ‘hollow’ arrow.

A single aspect is shown as a ‘chevron’ arrow.

A pedestrian demand unit is shown as a solid triangle.

Regulatory box signs are indicated by a rectangular box appended to

the stem of the traffic head arrow, containing the numeric part of the
RUS number (e.g. RUS 012 ‘No Right Turn’ would be signified by the
number ‘012’).

Louvres are indicated by a line and chevrons across the tip of the head
to which they apply.

Some signal heads have annotations to define their type (for example, signals for buses or cycles have
a B or C respectively). Symbols for signals mounted on mast arms or gantries, or multiple heads
mounted on a single pole, are shown in the ‘Assemblies’ section of Appendix 9B.

February 2024 9/37

Three-Aspect Traffic Signal Heads (RTS 001, RTS 002 and RTS 004)

RTS 001 RTS 002

Head Configuration
Primary

OR
Secondary

OR

RTS 002 RTS 004

Head Configuration
Primary

OR
Secondary

OR

February 2024 9/38

Four-Aspect Traffic Signal Heads (RTS 003)

RTS 003
Head Configuration
Primary

OR
Secondary

OR

RTS 003
Head Configuration
Primary
Secondary

February 2024 9/39

Other Traffic Signal Heads

RTS 013 RTS 005 S 102

Head Configuration
Primary
Secondary

N/A N/A N/A

Pedestrian and Cycle Signal Heads

RPC 003 RPC 004 RTS 006 RTS 007 S 101 S 103
Head Configuration
Primary

February 2024 9/40

Appendix 9B: Other Signalling Equipment
Tram Signals, Pedestrian Demand Units, Detection, etc.

Tram Signals
Pedestrian
RTS 008 – RTS 012 Detection Controller
Demand Units
and S 104
Head Configuration

N/A N/A
Primary

Veh Ped

Assemblies

Mast Arm Gantry High Mast

Head Configuration
Primary
Secondary

February 2024 9/41

 Toucan Pedestrian
Multiple Head
Ped/Cycle Countdown
Mounting
Display Timer
Configuration
Head
Primary
Secondary

N/A N/A

February 2024 9/42

Appendix 9C: Suggested Locations for Regulatory Box Signs

RUS 013
No Left
Turn

RUS 012
No Right
Turn

RUS 017
No U-Turn
Head Configuration
Primary
Secondary

February 2024 9/43

February 2024 9/44
Appendix 9D: Glossary

Abbreviation/Term Meaning

A condition of traffic signals where all vehicular movements receive a red

All Red
signal.

Period during the change from one phase green to the next when all phases
All-Red Period
show red.

Amber The colour in the yellow part of the spectrum used in traffic signals.

Approach That part of an arm which carries traffic towards the junction.

Arm One of the roads radiating from a junction.

Arrow A signal aspect with a symbol indicating a direction.

A single optical unit, which, when illuminated, displays a single colour or

Aspect (Signal Aspect)
symbol.

Audible Signal A device producing a sound to indicate right of way to pedestrians.

A regulatory sign (such as a prohibited movement sign) designed to be

Box Sign
mounted alongside a signal head.

Bus Priority A strategy for reducing delay to buses.

Cabinet A box installed on-street to contain a controller or other equipment.

Call The placing of a demand for a stage or phase.

Capacity The maximum flow that can proceed through a point in a given time.

A system for co-ordinating the timings of signal equipment at adjacent

Cableless Linking Facility
signalised junctions by the use of clocks synchronised to mains supply
(CLF)
frequency.

At a junction, movements which cannot proceed at the same time safely are
Conflict
in conflict.

Conflicting Phases Phases which are in conflict (see ‘opposing phases’).

Controller Apparatus that controls and switches traffic signals.

Cycle One complete sequence of the operation of traffic signals.

Cycle Time The time taken to complete one cycle.

Request for right-of-way for traffic passing a detector and approaching a red
Demand
signal.

A stage in a signal cycle which is only selected when a demand for it is

Demand Dependent
registered.

Unit of the vehicular or pedestrian detecting equipment that initiates a demand

Detector
or extension.

Duplicate Primary Signal A second primary signal mounted on the right-hand side of the carriageway.

A condition in which one or more traffic streams, that were running during the
Early Cut-Off preceding stage, are stopped whilst one or more other traffic streams are
allowed to continue moving.

February 2024 9/45

Abbreviation/Term Meaning

A condition in which one or more traffic streams are permitted to move before
Early Start the release of other traffic streams, which are permitted to run with them during
the subsequent stage.

Exit At a junction, the portion of an arm which carries traffic away from the junction.

Continuation of the green signal that results from a request made by a vehicle
Extension
or pedestrian that has priority. (May also be applied to a red signal.)

The control strategy adopted by a control system when the preferred strategy
Fallback
becomes faulty.

A green arrow (generally to the left) which indicates that turning movements
Filter Arrow may proceed without conflict in the direction shown prior to the full green
aspect being lit.

Traffic signal control where the duration of the red and green signals and the
Fixed Time
length of the cycle is fixed.

Flashing Intermittent operation of a signal aspect.

Flow The rate at which vehicles pass a point.

Green The colour of the aspect giving right of way at signals.

A symbol incorporated in a green aspect to indicate permitted direction of

Green Arrow
movement.

A road where the 85th percentile approach speeds at a junction are 60km/h or
High-Speed Road
above.

A green arrow (generally to the right) indicating that vehicles may proceed in
Indicative Green Arrow
the direction shown without conflict with oncoming traffic.

Period between the end of the green signal giving right of way for one phase,
Intergreen (Period)
and the beginning of the green signal giving right of way for the next phase.

Lamp The light source in a signal aspect.

Overhead signals comprising a green arrow or a red cross to indicate whether

Lane Control Signals
traffic is permitted in a particular lane.

Led Light Emitting Diode.

The translucent face of a signal aspect which supplies the colour and symbol
Lens
(if required), and which may control the light distribution of the aspect.

A form of control at a signal installation which is not subject to influences from

Local Control
other junctions or area control systems.

A detector which operates by analysing the electromagnetic effects on a buried

Loop Detector
loop of wire caused by the presence or passage of a vehicle.

The time during a cycle which cannot be used as effective green to one or
Lost Time
more phases.

Maximum Green The maximum time that a green signal to vehicles can continue to operate.
(Maximum Running This is normally after a demand has been made by traffic on another phase.
Period)

A signalled pedestrian (or pedestrian and cycle) facility located remotely from
Mid-Block Crossing
a signal-controlled junction.

February 2024 9/46

 Abbreviation/Term Meaning

Minimum Green (Minimum Duration of the green signal, following the extinction of a red signal, during
Running Period) which no change of signal lights can occur.

The traffic taking a specific route through a junction from a defined entry to a
Movement
defined exit.

The difference in time between a specific point in the cycle at a junction and a
Offset
reference point.

Opposed Right Turn A right turning movement which conflicts with oncoming traffic.

Phases which are not permitted to run together by the controller, but which do
Opposing Phases
not control conflicting traffic movements (see ‘conflicting phases’).

Opposing Traffic Traffic proceeding in the opposite direction.

Overlap Phases which run in successive stages (e.g. early start, early cut-off).

A housing containing a push button. Also known as ‘push button unit’ or ‘push
Pedestrian Demand Unit
button box’

A mid-block pedestrian crossing using pedestrian signals with a flashing

Pelican Crossing amber/flashing green figure period during which vehicles are permitted to
move subject to yielding to pedestrians (Pedestrian Light Controlled crossing).

Period A time period in a phase during which there is no change in condition.

Phase Sequence of conditions applied to one or more streams of traffic.

The technique of staggering or aligning the start or end of one or more phases
Phase Delay
in a stage to minimise the lost time between successive stages.

A diagram showing (as horizontal lines) the sequence of conditions of each of

Phase Diagram
the phases at a traffic signal junction.

Presence A target being present within the detection zone.

A signal head close to the Stop Line normally mounted on the left-hand side
Primary Signal
of the carriageway.

Push Button A button which may be pressed to register a demand.

A stationary or slow-moving file of traffic where the progress of a vehicle is

Queue
determined by that of the preceding vehicle.

Red The colour of the aspect giving the instruction to stop.

A phase is said to be running when it is displaying a green signal. A stage is

Run
said to run a phase if that phase displays a green signal during that stage.

The maximum flow (usually expressed in vehicles per hour) obtained at a Stop
Saturation Flow
Line during green from a discharging queue.

A signal beyond the Stop Line which duplicates the display at the primary
Secondary Signal
signal.

A demand is said to be ‘served’ when the phase to which it relates receives

Serve
right of way.

Signal Face One or more signal heads mounted together turned towards a traffic stream.

February 2024 9/47

Abbreviation/Term Meaning

Signal Group A group of signal heads controlled by the same phase.

A combination of signal aspects which together provide all the signal displays
Signal Head
required for the control of one or more traffic streams at the same Stop Line.

Signal Plan A set of timings for the control of a group or network of junctions.

The period within a traffic signalling cycle that gives right of way to one or more
Stage traffic movements. A stage starts when the last of its associated phases
commences and ends when the first of its associated phases terminates.

A diagram for a signalised controlled junction showing by means of arrows

Stage Diagram
those movements permitted in each of the stages.

A transverse road marking RRM 017 indicating where vehicles should stop
Stop Line
when signalled to do so. See Chapter 7.

Vehicles in one or more lanes on the same approach to the controlled area
Stream (Traffic Stream)
which, when they have the right-of-way, will move in the same direction.

An indicator (typically a vibrating plate or rotating cone) which indicates the

Tactile Indicator
presence of a green signal for the benefit of visually impaired pedestrians.

A traffic signal using the same type of signal equipment as permanent signals,
Temporary Signal
but which is installed for a limited period of time.

Toucan Crossing A mid-block combined pedestrian/cyclist crossing (‘two can cross’).

A signal which controls light rail vehicles running on-street at signalised

Tram Signal
junctions.

Urban Traffic Control A method of controlling and managing several traffic signal installations from
(UTC) one computer system.

Variable Maximum/ A feature of vehicle actuated control which allows the maximum/ minimum
Minimum Green green timing to be varied according to traffic flow.

Traffic signalling strategy in which the duration of the red and green signals
Vehicle Actuation and the time of duration of the cycle vary in relation to the traffic demands at
the controlled area. It is actuated by traffic by means of vehicle detection.

A control system where pedestrian phases run simultaneously with non-

Walk with Traffic
conflicting vehicle phases.

February 2024 9/48

Appendix 9E: Typical Layouts for Traffic Signals

The following Figures illustrate typical layouts for traffic signals. It should be noted that they indicate the
minimum requirements for the given examples. Site conditions may dictate that additional signals are
required. These figures should be read in conjunction with the notes in Section 9.4.

Figure Title

9E1 T-Junction with All-Red Demand-Dependent Pedestrian Stage

9E2 Major/Minor Junction with Central Islands on Main Road
9E3 Major/Minor Junction without Central Islands
9E4 Major/Minor Junction with Separate Right Turn Lanes on Main Road
9E5 Left/Right Staggered Junction
9E6 Right/Left Staggered Junction
9E7 Staging Arrangement for Early Start, Early Cut-off and Filter
9E8 Uncontrolled Segregated Left Turn Lane
9E9 Signalised Roundabout Entry
9E10 Bus Gate
9E11 Bus Early Start at Signalised Junction
9E12 Merge Ramp Metering
9E13 Pelican Crossings
9E14 Toucan Crossing

February 2024 9/49

 NOTES:
Right turning traffic from the
major road into the minor
road turns either through
gaps in the opposing flow or
at the end of Stage 2.
Pedestrians are provided
with a demand-dependent
all-red stage which is called
by a demand on any
pedestrian demand unit.

Figure 9E1:
T-Junction with All-Red Demand-Dependent Pedestrian Stage

February 2024 9/50

 NOTES:
Far-side secondary
signals are sited on the
major road refuges.
As with the example in
Figure 9E1, turning traffic
has no special provision,
and a demand-dependent
all-red pedestrian stage is
provided.
Unequal demands during
certain periods may
require separate staging
of opposing phases.

Figure 9E2:
Major/Minor Junction with Central Islands on Main Road
February 2024 9/51
 NOTES:
The major road right turn lanes
are opposite each other, which
facilitates non-hooking turning
movements during the major
road phases.

Lane markings to RRM 003B or

RRM 003C (see Chapter 7)
may be laid in the junction
where guidance to traffic is
considered necessary, but care
should be taken to ensure that
the meaning is clear to drivers
on all approaches.
Unequal demands during
certain periods may require
separate staging of opposing
phases.

Figure 9E3:
Major/Minor Junction without Central Islands
February 2024 9/52
 NOTES:
Staggered pedestrian
facilities have been
provided across the major
road due to the excessive
crossing lengths that would
otherwise apply, thus
facilitating partial parallel
pedestrian phasing. The all-
red period would only need
to be called by a pedestrian
demand on the minor road.
This layout provides
enhanced
flexibility for traffic, as it can
cater for the variations in
right-turn demands that
may arise at various times
of day.

It is important that drivers

turning right from the main
road into the side road
complete their manoeuvre
once they have entered the
junction, as otherwise
conflicts with cross flows
would occur. It is therefore
preferable that the
secondary signals for these
turns are not visible to
drivers once they have
crossed the stop line, and
hence closely associated
secondary signals have
been provided.

As pedestrians would be
crossing the opposing
carriageways
simultaneously with the
major road right turns,
regulatory box signs with
RUS 017 (‘No U-Turn’)
have been specified.

Figure 9E4:
Major/Minor Junction with Separate Right Turn Lanes on Main Road

February 2024 9/53

NOTES:
The major issues with staggered junction
are blocking caused by tailing- back,
and conflicting turning movements.
Before a layout is designed every effort
should be made to employ traffic
management techniques to eliminate as
many conflicts as possible.

In general, staggered junctions should

be treated as two separate T-junctions
as shown in this and the following
example. However, if doing so results in
successive stop lines closer than 50m
then the internal stop lines should be
omitted and the whole area treated as a
single junction. If the two staggered
arms are less than 250m apart, local
linking will be required.

To address problems of blocking back

on the section of road between the two
side roads timings should be designed
to minimise internal queuing.

Figure 9E5:
Left/Right Staggered Junction

February 2024 9/54

 NOTES:
The allocation of filter phases in
this and the previous example
would be dependent upon
demand. It may be that different
staging combinations would be
required to cope with tidal
demands.

It can be difficult to incorporate

pedestrian facilities within a
staggered junction; provision of
refuge islands can often allow a
walk-with-traffic facility where
otherwise an all-red would be
required.

Figure 9E6:
Right/Left Staggered Junction

February 2024 9/55

 NOTES:
This example illustrates
the application of closely-
associated secondary
signals where early cut-
off or early start phases
have been specified.

Figure 9E7:
Staging Arrangement for Early Start, Early Cut-Off and Filter
February 2024 9/56
 NOTES:
▪ Segregating islands are often used
to enable separate signalling of
adjacent traffic streams. It can
sometimes be advantageous to
exclude a turning movement
(usually a left turn) from signal
control, instead requiring them to
yield to conflicting traffic as they
turn.

▪ Where a signalled pedestrian facility

is provided across this segregated
movement, there is a likelihood that
a full green to traffic could be
misinterpreted. To emphasise that
traffic crossing the pedestrian Stop
Line is required to yield to conflicting
traffic beyond, a flashing amber
arrow signal should be used.

▪ In general, the 3-arrowhead is

appropriate. However, the variant
incorporating full red and amber
aspects and a flashing amber arrow
in the lowest position may be used
where the layout is such that the
signals would not be mistaken as
applying to the straight-ahead
traffic.

Figure 9E8:
Uncontrolled Segregated Left Turn Lane
February 2024 9/57
 NOTES:
▪ The installation of traffic
signals at roundabouts can
improve capacity, balance
queues between approaches,
reduce vehicular speeds,
improve safety (particularly for
cyclists), provide controlled
crossings for pedestrians and
cyclists, and provide priority
for public transport.

▪ Traffic signal control on

roundabouts can be
introduced on all approaches,
or on only some of the
approaches while the others
operate on a yield basis.

▪ This illustration shows typical

signalling on a roundabout
entry. The additional
secondary signal marked ‘A’
may be required if the
circulating carriageway is
greater than two lanes.

▪ Secondary signals should be

fitted with tunnel hoods to
prevent drivers seeing
conflicting signal indications.
A

Figure 9E9:
Signalised Roundabout Entry

February 2024 9/58

 NOTES:
When implementing bus
priority schemes it is
necessary to facilitate the
buses‟ re-entry into the
general stream of traffic
following a section of bus-
only lane.

This example shows a

simple layout for a bus gate
in advance of a narrow
section of road, where buses
and other permitted vehicles
are given a demand-
dependent stage called up
by detectors in the bus lane.

Figure 9E10:
Bus Gate
February 2024 9/59
 NOTES:
Where a bus lane passes
through a signal-
controlled junction, early
release of the bus may be
impeded by left turning
traffic at the junction.

In this example use of the

5-aspect head RTS 013
permits the release of left
turning traffic and ahead
buses in advance of the
ahead general traffic.

Figure 9E11:
Bus Early Start at Signalised Junction
February 2024 9/60
 NOTES:
▪ Merge ramp metering may
improve the flow of traffic on the
main line carriageway of a
motorway or high-speed dual
carriageway in the vicinity of an
entry merge, by regulating the
entry flow of merging traffic. This
can be useful in heavy traffic
conditions to reduce congestion on
High-level the mainline road.
Primaries
▪ Traffic signals for merge ramp
Secondaries metering must be accompanied by
a Stop Line to indicate to drivers
where they must stop when the red
signal is displayed.

▪ Full aspect red, amber and green

high-level primary signals shall be
provided, either on high mast
poles or mast arms on the slip road
to control the rate at which vehicles
on the on-slip join the main traffic.
Secondary traffic signals shall be
provided at normal mounting
height on the same pole. These
signals should be mounted
approximately 5m beyond the
associated Stop Line.

▪ The installation of merge ramp

metering may be accompanied by
traffic cameras to ensure drivers
comply with the traffic signals.

Figure 9E12:
Merge Ramp Metering
February 2024 9/61
Two-way Road One-way Road

Figure 9E13:
Pelican Crossings
February 2024 9/62
 Figure 9E14:
Toucan Crossing
February 2024 9/63
February 2024 9/64
 TRAFFIC SIGNS MANUAL : CHAPTER 9 – TRAFFIC SIGNALS – FEBRUARY 2024
February 2024 9/65

| DEPARTMENT OF TRANSPORT | LEESON LANE | DUBLIN 2 | D02 TR60 |

www.gov.ie/transport www.trafficsigns.ie.