March 2012

ISBN 978-1-4435-9355-7 (Print)

ISBN 978-1-4435-9356-4 (PDF)

Copyright © 2012
Queen’s Printer for Ontario

All rights reserved.

 Book 12  •  Traffic Signals

Ontario Traffic
Manual

Foreword
tered in practice. The interpretations and guidelanes
The purpose of the Ontario Traffic Manual (OTM) are based on many factors which may determine
is to provide information and guidance for transpor- the specific design and operational effectiveness
tation practitioners and to promote uniformity of of traffic control systems. However, no manual can
treatment in the design, application and operation of cover all contingencies or all cases encountered in
traffic control devices and systems across Ontario. the field. Therefore, field experience and knowledge
The objective is safe driving behaviour, achieved of application are essential in deciding what to do in
by a predictable roadway environment through the the absence of specific direction from the Manual
consistent, appropriate application of traffic control itself and in overriding any recommendations in this
devices. Further purposes of the OTM are to provide Manual.
a set of guidelines consistent with the intent of the
Highway Traffic Act and to provide a basis for road The traffic practitioner’s fundamental responsibility
authorities to generate or update their own guide- is to exercise engineering judgement and experi-
lines and standards. ence on technical matters in the best
interests of the public and workers. Guidelines
The OTM is made up of a number of Books, which are provided in the OTM to assist in making those
are being generated over a period of time, and for judgements, but the guidelines should not be used
which a process of continuous updating is planned. as a substitute for judgement.
Through the updating process, it is proposed that
the OTM will become more comprehensive and Design, application and operational guidelines and
representative by including many traffic control procedures should be used with judicious care
devices and applications specific to municipal use. and proper consideration of the prevailing circum-
Some of the Books of the OTM are new, while oth- stances. In some designs, applications, or opera-
ers incorporate updated material from the Ontario tional features, the traffic practitioner’s judgement
Manual of Uniform Traffic Control Devices (MUTCD) is to meet or exceed a guideline while in others, a
and the King’s Highway Guide Signing Policy Manual guideline might not be met for sound reasons, such
(KHGSPM). as space availability, yet still produce a design or
operation which may be judged to be safe. Every
The OTM incorporates current best practices in the effort should be made to stay as close
Province of Ontario, and the Manual’s primary users to the guidelines as possible in situations like
are traffic practitioners. The interpretations, recom- these, and to document reasons for departures
mendations and guidelines in the OTM are intended from them.
to provide an understanding of traffic operations and
they cover a broad range of traffic situations encoun-

Ontario Traffic Manual  •  March, 2012

iii
 Book 12  •  Traffic Signals

Custodial Office Technical Advisory Committee Members:­­

Inquiries, suggestions or comments regarding the Vereen Rattigan, Ministry of Transportation

Ontario Traffic Manual may be directed to:­­
Roger De Gannes, Ministry of Transportation
Ministry of Transportation, Ontario­
Traffic Office­ Paul Webster, Ministry of Transportation
301 St. Paul Street, 2nd Floor South­
St. Catharines, Ontario­ Ousama Shebeeb, Ministry of Transportation
L2R 7R4
­Phone: (905) 704-2960 Kari Fellows, Ministry of Transportation
­Fax: (905) 704-2888­
e-mail: [email protected]­­­ Dave Kivi, City of Greater Sudbury

Rob Declair, City of Toronto

Book 12 Acknowledgements­­
Shawn Dillion, Region of York
This latest version of the Ontario Traffic Manual
Rick Laing, Region of Peel
Book 12 (Traffic Signals) was made possible
as a result of the generous contributions of a
Greg Sergeant, City of Ottawa
number of individuals and their organizations. The
contributions of the following are recognized:­­­
Ron Gallo, City of Hamilton

Consulting Team Members: ­ Paul Batchelor, Region of Halton / IMSA

Hart Solomon, CIMA+ Heide Schlegl, Town of Milton / OTC

Alireza Hadayeghi, CIMA+ Mike Flanigan, City of Mississauga

Brian Malone, CIMA+

Desktop Publishing:­
Shervin Shahriari, CIMA+
JLM Studio
Brian Applebee, CIMA+
Editor:
Russell Brownlee, Giffin Koerth
Nesta Morris

iv Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

1.
Table of Contents
GENERAL INFORMATION................................................................................................1
1.1 Introduction...............................................................................................................................1
1.2 Sections of this book................................................................................................................1
1.3 Use of Terms in This Book.........................................................................................................2
1.4 Functions of Traffic Control Signals ........................................................................................3
1.5 Driver Needs and Limitations .................................................................................................3
1.6 Continuity of Operation............................................................................................................4
1.7 Traffic Signal Life Cycle Process Diagram...............................................................................4

2. LEGAL REQUIREMENTS..................................................................................................7
2.1 General ......................................................................................................................................7
2.2 Highway Traffic Act – Section 144............................................................................................7
HTA Statute 144 (31) – Approvals of Signal Designs............................................................7
HTA Statute 144 (19.1) – White Vertical Bar Indication..........................................................9
HTA Statute 144 (13) – Flashing Green.................................................................................9
2.3 Regulation 626 (as amended)................................................................................................ 10
HTA Regulation 626 Sub-section 1. (1) - Minimum Signal Head Requirements.................. 10
HTA Regulation 626 Sub-section 1. (2) - Vertical Order of Signal Indications ..................... 12
HTA Regulation 626 Sub-section 1. (3) - Use of Circular Signal Indications........................ 13
HTA Regulation 626 Sub-section 1. (4) - Two Signal Heads Required................................. 13
HTA Regulation 626 Sub-section 1. (4.1) - Intersection Pedestrian Signals........................ 14
HTA Regulation 626 Sub-section 1. (5) - Height of Signal Heads........................................ 15
HTA Regulation 626 Sub-section 1. (6) - Ramp Metering Signals....................................... 16
HTA Regulation 626 Sub-section 1. (7) - Don’t Walk Signals............................................... 16
HTA Regulation 626 Sub-section 1. (8) - Walk Signals......................................................... 17
HTA Regulation 626 Sub-section 1. (9) - Mounting of Pedestrian Signals...........................18
HTA Regulation 626 Sub-section 1. (10) - Signals Not At Intersections.............................. 19
HTA Regulation 626 Sub-section 1. (11) - Amber Left Turn Arrows..................................... 19
2.4 HTA Statute 146 - Portable Lane Control Signals and Regulation 606 (as amended) –
Portable Lane Control Signal Systems..............................................................................20
HTA Regulation 606 Section 1............................................................................................20
2.5 Proposed Future Legislated Items.........................................................................................20
Bicycle Signals....................................................................................................................20

3. OPERATIONAL PRACTICE..............................................................................................21
3.1 Introduction.............................................................................................................................21
General...............................................................................................................................21
Standardization...................................................................................................................21
Signal Operations Report....................................................................................................21
3.2 Controller Operation ..............................................................................................................22
3.3 Determination of Intersection Operation..............................................................................23
3.4 Selection of Mode of Control ................................................................................................24

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 Book 12  •  Traffic Signals

General...............................................................................................................................24
Pretimed (or Fixed Time) Mode..........................................................................................24
Actuated Mode...................................................................................................................25
Semi-actuated Mode...................................................................................................25
Fully-actuated Mode....................................................................................................26
System Operation ..............................................................................................................26
General........................................................................................................................26
Coordination ...............................................................................................................27
Modes for Isolated Operation ............................................................................................27
3.5 Phase Determination..............................................................................................................28
General...............................................................................................................................28
Standard Movements.........................................................................................................28
General........................................................................................................................28
Interval Sequence...............................................................................................................29
Phase Diagrams.................................................................................................................29
Two Phase Operation.........................................................................................................30
Three Phase Operation.......................................................................................................30
Multiple Phase Operation...................................................................................................30
Pedestrian Phases..............................................................................................................31
General........................................................................................................................31
Exclusive Pedestrian Phases ......................................................................................32
Leading Pedestrian Phases..........................................................................................32
Pedestrian Signal Operation........................................................................................32
Left-Turn Phase Justification...............................................................................................32
General .......................................................................................................................32
Approximation.............................................................................................................33
Analytical Method .......................................................................................................33
Canadian Capacity Guide.............................................................................................34
Determination of the Type of Left-Turn Phase....................................................................34
General........................................................................................................................34
Types of Left-Turn Phasing ..........................................................................................35
3.6 Timing......................................................................................................................................44
General...............................................................................................................................44
Minimum Interval Timing ...................................................................................................44
General .......................................................................................................................44
Amber and All-Red Clearance Intervals.......................................................................45
Clearance for Left-Turn Signals ...................................................................................45
Level of Service .................................................................................................................47
General .......................................................................................................................47
LOS Based on Delay ...................................................................................................47
LOS Based on Probability of Clearing the Arrivals ......................................................47
Determination of Green Interval Timing ............................................................................47
General .......................................................................................................................47
Canadian Capacity Guide Methodology.......................................................................48
Highway Capacity Manual Methodology ....................................................................48

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 Book 12  •  Traffic Signals

Ministry of Transportation Methodology .....................................................................51

Calculation of Initial Green and Green Extension Time for Actuated Control .....................51
Determination of Delays On Actuation ..............................................................................51
Calculation Of Pedestrian Timing .......................................................................................52
General .......................................................................................................................52
Pedestrian Actuation ...................................................................................................53
Determination of Cycle Length ..........................................................................................53
Guidelines ...................................................................................................................53
Cycle Composition ......................................................................................................54
3.7 Signal Spacing . .....................................................................................................................54
New Signalized Intersections ............................................................................................54
3.8 Flashing Operation..................................................................................................................55
Advanced Green Flashing Green Ball and Flashing Arrow Operation.................................55
Standardized Flashing Amber and Red Operation .............................................................55
3.9 Preemption and Priority..........................................................................................................56
General ..............................................................................................................................56
Preemption For Railway Crossings ....................................................................................57
Preemption For Emergency Vehicles .................................................................................57
3.10 Miscellaneous Signals............................................................................................................58
Pedestrian Signals .............................................................................................................58
Transit Priority Signals .......................................................................................................58
Movable Span Bridge Traffic Control Signals .....................................................................59
Lane Direction Signals .......................................................................................................59
Automated Flagger Assistance Devices.............................................................................60
Portable Lane Control Signals.............................................................................................60
Portable Temporary Traffic Signals......................................................................................60
Temporary Traffic Signals....................................................................................................60
Accessible Pedestrian Indications .....................................................................................60
Pedestrian Countdown Signals...........................................................................................61
Tunnel Signals ....................................................................................................................61
Ramp Metering Signals .....................................................................................................62
Optically Programmable Traffic Signals...............................................................................62
Bicycle Signal Indications, Timing and Phasing...................................................................63
3.11 Flashing Beacons ...................................................................................................................63
General ..............................................................................................................................63
Hazard Identification Beacons............................................................................................64
Beacons in Advance of a Signalized Intersection ..............................................................64
Intersection Control Beacons ............................................................................................64
General .......................................................................................................................64
1-Way or 2-Way Overhead Red Flashing Beacons ......................................................64
3-Way and 4-Way Overhead Red Flashing Beacons ...................................................65
3-Way and 4-Way Overhead Red/Amber Flashing Beacons .......................................65
Red Beacon for Stop Sign Reinforcement ..................................................................65
Warning Beacons in Advance of Signalized Intersections .................................................65
Continuous Advance Warning Beacons for Traffic Signals ..........................................65

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 Book 12  •  Traffic Signals

Active Advance Warning Beacons for Traffic Signals....................................................66

True Active Advance Warning Beacons for Traffic Signals ...........................................67
3.12 Systems ..................................................................................................................................69
Need for a System .............................................................................................................69
3.13 Maintenance Considerations.................................................................................................69
Traffic Control Subsystem............................................................................................69
Every 12 months................................................................................................................69
Traffic Control Subsystem............................................................................................69
Display Subsystem......................................................................................................69
External Detection Subsystem....................................................................................69
3.14 Other Considerations..............................................................................................................70
Electrical Considerations....................................................................................................70
Aesthetic and Practical General Design Considerations.....................................................70

4. PLANNING AND JUSTIFICATION..................................................................................73

4.1 General ....................................................................................................................................73
Purpose..............................................................................................................................73
Background/Context ..........................................................................................................73
4.2 Information Requirements .................................................................................................... 74
Flow Conditions..................................................................................................................77
Intersection / Roadway Configuration................................................................................77
Traffic Volume Data ............................................................................................................77
Pedestrian Volume Data......................................................................................................78
Collision Data .....................................................................................................................79
Supplementary Input Data ................................................................................................79
4.3 Principles of Justification ......................................................................................................79
General ..............................................................................................................................79
4.4 Justification 1 – Minimum Vehicle Volume ..........................................................................80
Purpose .............................................................................................................................80
Standard ............................................................................................................................80
Guidelines...........................................................................................................................80
4.5 Justification 2 – Delay to Cross Traffic ..................................................................................81
Purpose .............................................................................................................................81
Standard ............................................................................................................................81
Guidelines ..........................................................................................................................82
4.6 Justification 3 – Volume/Delay Combination ......................................................................83
Purpose..............................................................................................................................83
Standard ............................................................................................................................83
Guidelines ..........................................................................................................................83
4.7 Justification 4 – Minimum Four-Hour Vehicle Volume ........................................................83
Purpose .............................................................................................................................83
Standard.............................................................................................................................84
Guidelines...........................................................................................................................84
4.8 Justification 5 – Collision Experience . .................................................................................85
Purpose .............................................................................................................................85

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Standard ............................................................................................................................85
Guidelines ..........................................................................................................................86
4.9 Justification 6 – Pedestrian Volume and Delay.....................................................................87
Purpose .............................................................................................................................87
Standard ............................................................................................................................87
Guidelines ..........................................................................................................................88
4.10 Justification 7 – Projected Volumes ............................................................................ 92
Analysis Using Eight-hour Volumes....................................................................................93
Analysis Using Average Hour Volume.................................................................................93
4.11 Signal Installation Prioritization ...........................................................................................94
4.12 Removal of Existing Signals . ...............................................................................................94
4.13 Collision Experience / Safety Change Estimation . .............................................................94
Purpose .............................................................................................................................96
Standard ............................................................................................................................96
Guidelines ........................................................................................................................ 102
4.14 Sample Calculations for Traffic Signal Justification........................................................... 103

5. DESIGN PRACTICE........................................................................................................ 111

5.1 General .................................................................................................................................. 111
Use of This Section............................................................................................................111
5.2 Practical Requirements . ...................................................................................................... 111
5.3 Safety Considerations . ........................................................................................................ 111
5.4 Future Considerations ......................................................................................................... 112
5.5 Signal Visibility...................................................................................................................... 112
General ............................................................................................................................ 112
Signal Head Locations ..................................................................................................... 113
Lateral Signal Head Locations ......................................................................................... 114
Median Mounted Signal Heads ....................................................................................... 115
Mounting Height ............................................................................................................. 115
Obstruction by Other Signal Heads ................................................................................. 116
Backboards ...................................................................................................................... 116
Auxiliary Signal Heads and Beacons ................................................................................ 117
General ..................................................................................................................... 117
Auxiliary Heads at Bridge Obstructions .................................................................... 118
Auxiliary Heads at Geometric Curve Obstructions ................................................... 118
Obstructions due to Large Vehicles .......................................................................... 120
5.6 Pole and Signal Head Locations..........................................................................................121
Primary Signal Head Locations ........................................................................................ 121
General ..................................................................................................................... 121
With Median Islands ................................................................................................. 121
Without Median Islands ............................................................................................ 123
Secondary Signal Head and Pole Locations ..................................................................... 123
General ..................................................................................................................... 123
With Median Islands ................................................................................................. 124
Without Median Islands ............................................................................................ 124

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5.7 Pedestrian Signal Heads.......................................................................................................124

Pedestrian Indications ..................................................................................................... 124
Guidelines for Pedestrian Signal Head Installation .......................................................... 124
Guidelines for Pedestrian Pushbuttons............................................................................. 126
Mounting Height and Location ........................................................................................ 126
Accessible Pedestrian Signals.......................................................................................... 126
Pedestrian Countdown Displays....................................................................................... 127
TAC Recommended Operational Guidelines.............................................................. 127
TAC Recommended PCS Standard Layout and Configuration................................... 127
5.8 Miscellaneous Traffic Control................................................................................................128
Intersection Pedestrian Signals ....................................................................................... 128
Mid-block Pedestrian Signals ........................................................................................... 128
Lane Direction Signals ..................................................................................................... 128
Ramp Metering Signals ................................................................................................... 130
Signals Near Railway Crossings ...................................................................................... 130
Transit Priority Signals ..................................................................................................... 130
Movable Span Bridge Signals .......................................................................................... 130
Temporary Traffic Control and Portable Lane Control Signals .......................................... 131
Automated Flagger Assistance Device ..................................................................... 131
Portable Lane Control Signals (PLCS)........................................................................ 131
Portable Temporary Traffic Signals.............................................................................. 132
Temporary Traffic Signals........................................................................................... 134
Tunnel Signals .................................................................................................................. 134
Bicycle Control Signals, Placement.................................................................................. 134
5.9 Detection . .............................................................................................................................135
General ............................................................................................................................ 135
Types of Vehicle Detectors............................................................................................... 136
Microwave................................................................................................................. 136
Infrared...................................................................................................................... 136
Acoustic..................................................................................................................... 136
Video.......................................................................................................................... 136
Pressure Detectors.................................................................................................... 136
Magnetic Detectors................................................................................................... 136
Loop Detectors.......................................................................................................... 137
Presence Loop Detectors ......................................................................................... 137
Long Distance Loop Detection ........................................................................................ 137
Double Long Distance Detection..................................................................................... 139
5.10 Layout Design . .....................................................................................................................143
General ............................................................................................................................ 143
Crosswalks and Sidewalks .............................................................................................. 143
General ..................................................................................................................... 143
Design of Crosswalks and Sidewalks........................................................................ 143
5.11 Utilities...................................................................................................................................147
General ............................................................................................................................ 147
Guidelines ........................................................................................................................ 148

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5.12 Layout Practice .....................................................................................................................149

General ............................................................................................................................ 149
Guidelines by Example .................................................................................................... 149
“T” Intersection Approach ............................................................................................... 150
Approach without Median Island (Standard or Advanced Green) .................................... 151
Approach without Median Island (Fully Protected Left Turns) .......................................... 152
Approach with Median Island (Standard, Advanced Green or Simultaneous Protected/
Permissive Lefts) ............................................................................................................. 153
Approach with Median Island (Fully Protected Left Turns) ............................................... 154
Approach with Wide Median (Fully Protected Left Turns) ................................................ 155
Approach with Double Left Lane (Fully Protected Left Turns) .......................................... 156
Ramp Terminal ................................................................................................................. 157
Short Offset Intersection ................................................................................................. 158
Long Offset Intersection ................................................................................................. 159
Layout of Pedestrian Heads and Poles ............................................................................ 160
General ..................................................................................................................... 160
Poles with Pushbuttons ............................................................................................ 160
Poles with Pedestrian Heads .................................................................................... 161
5.13 Controller Locations..............................................................................................................161
Coordination .................................................................................................................... 161
Physical Requirements .................................................................................................... 161
5.14 Design Example.....................................................................................................................162
General ............................................................................................................................ 162
Preparation of Base Plan ................................................................................................. 162
Layout of Crosswalks and Sidewalks .............................................................................. 164
Pole Locations ................................................................................................................. 165
Pre-set Head and Pole Locations ..................................................................................... 166
Layout of Primary and Secondary Heads ........................................................................ 166
Layout of Pedestrian Facilities ......................................................................................... 168
Checking Layout............................................................................................................... 168
Controller and Power Supply Locations ........................................................................... 168
Detector Layout ............................................................................................................... 170
Duct and Wiring Systems ................................................................................................ 170
Coordination of Lighting Design ...................................................................................... 172

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APPENDIX A: GLOSSARY........................................................................................................173
ACRONYMS . ...................................................................................................................................... 174
DEFINITIONS ......................................................................................................................................175

APPENDIX B: REFERENCES....................................................................................................183

APPENDIX C: SIGNAL DESIGN AND DRAWING CHECKLIST...............................................187

Requirements and Review.................................................................................................................188
1. Geometrics ..................................................................................................................188
2. Zone Painting................................................................................................................189
3. Equipment ...................................................................................................................189
4. Detection .....................................................................................................................189
5. Phasing ........................................................................................................................189

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Figures
Figure 1 – Life Cycle Diagram.....................................................................................................................5
Figure 2 – Traffic Control Signal Heads.................................................................................................... 11
Figure 3 – Don’t Walk Signal..................................................................................................................... 17
Figure 4 – Walk Signals............................................................................................................................. 17
Figure 5 – NEMA and 170 Movements....................................................................................................28
Figure 6 – Two Phase Diagram..................................................................................................................29
Figure 7 – Three Phase Diagram...............................................................................................................30
Figure 8 – Multi Phase Diagrams with Fully Protected Operation on the Main Road
and Protected/Permissive Operation on the Side Road..................................................................31
Figure 9 – Protected / Permissive Single Direction Leading Left-Turn Phasing (Source: TAC Figure
B4-1).....................................................................................................................................................38
Figure 10 – Protected / Permissive Single Direction Leading Left-Turn Phasing and Right-Turn Over-
lap.........................................................................................................................................................39
Figure 11 – Protected / Permissive Leading Simultaneous Left-Turn Phasing (Source: TAC Figure
B4-2).....................................................................................................................................................40
Figure 12 – Fully Protected Simultaneous Left-Turn Phasing (Source: TAC Figure B4-5)....................41
Figure 13 – Permissive / Protected Simultaneous Lagging Left-Turn Phasing (Source: TAC Figure
B4-4).....................................................................................................................................................42
Figure 14 – Separate Protected Left-Turn Phasing (Source: TAC Figure B4-9}......................................43
Figure 15 – Transit Priority Signal.............................................................................................................58
Figure 16 – Lane Direction Signals...........................................................................................................59
Figure 17 – Signalized Intersection Warning Beacon..............................................................................66
Figure 18 – Active Advance Warning Beacon...........................................................................................66
Figure 19 – True Active Advance Warning Beacon - Recommended Installation..................................68
Figure 20 – Justification 4 – Minimum Four Hour Justification, Unrestricted Flow............................84
Figure 21 – Justification 4 – Minimum Four Hour Justification, Restricted Flow................................85
Figure 22 – Justification 6 – Pedestrian Volume......................................................................................87
Figure 23 – Justification 6 – Pedestrian Delay .......................................................................................88
Figure 24 – Current Signal Collision Justification (Justification 5 –Section 4.8) ................................95
Figure 25 – General Consideration of Safety Changes...........................................................................95
Figure 26 – Detailed Consideration of Safety Changes..........................................................................97
Figure 27 – Justification 5 (Alternatative) – Use of Regression Relationship in the
Empirical Bayes Approach for Reducible Collisions.........................................................................98
Figure 28 – Justification 5 (Alternatative) – Use of Regression Relationship in the
Empirical Bayes Approach for Non-Reducible Collisions................................................................99
Figure 29 – Safety Changes for Reducible and Non-reducible Collisions for a Typical Case............. 100
Figure 30 – Safety Deterioration Resulted from Converting an
Unsignalized Intersection to a Signalized Intersection................................................................. 101
Figure 31 – Net Safety Benefit Resulted from Converting an Unsignalized
Intersection to a Signalized Intersection........................................................................................ 102
Figure 32 – Cones of Vision for Signal Visibility.................................................................................... 113
Figure 33 – Secondary Head Blocking Visibility.................................................................................... 115
Figure 34 – Auxiliary Heads at Underpass............................................................................................. 117
Figure 35 – Auxiliary Heads at Intersection on Curve........................................................................... 118

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 Book 12  •  Traffic Signals

Figure 36 – Use of Continuous Flasher.................................................................................................. 119

Figure 37 – Use of Active Flasher and Sign...........................................................................................120
Figure 38 – Optically Programmable Heads, Example on Parallel Roads...........................................122
Figure 39 – Primary and Secondary Head Locations............................................................................123
Figure 40 – Primary and Secondary Heads Without Islands................................................................125
Figure 41 – Intersection Pedestrian Signals..........................................................................................129
Figure 42 – Presence Loops....................................................................................................................139
Figure 43 – Extension Loops..................................................................................................................140
Figure 44 – Long Distance Detection – Recommended Installation...................................................142
Figure 45 – Double Long Distance Detection – Recommended Installation .....................................144
Figure 46 – Crosswalk and Sidewalk Locations....................................................................................146
Figure 47 – Crosswalk Design.................................................................................................................146
Figure 48 – Use of Right-Turn Island......................................................................................................148
Figure 49 – “T” Intersection Approach...................................................................................................150
Figure 50 – Layout at Approach Without Median Island.....................................................................151
Figure 51 – Approach with Fully Protected Left Turn Heads and Without Median Island..................152
Figure 52 – Standard or Protected Permissive Layout.........................................................................153
Figure 53 – Fully Protected Left Turn Approach.....................................................................................154
Figure 54 – Fully Protected Left Turn at Wide Median Approach..........................................................155
Figure 55 – Fully Protected Dual LTL Approach.....................................................................................156
Figure 56 – Ramp Terminal Intersection Approach................................................................................157
Figure 57 – Short Offset Intersection.....................................................................................................158
Figure 58 – Long Offset Intersection......................................................................................................159
Figure 59 – Layout of Poles With Pushbuttons......................................................................................160
Figure 60 – Base Plan Features...............................................................................................................163
Figure 61 – Crosswalk and Sidewalk Modifications.............................................................................164
Figure 62 – Pole Locations Restricted by Utilities................................................................................165
Figure 63 – Pre-set Signal Locations......................................................................................................166
Figure 64 – Primary Head and Pole Layout............................................................................................167
Figure 65 – Secondary Head and Pole Layout.......................................................................................167
Figure 66 – Layout of Pedestrian Facilities............................................................................................168
Figure 67 – Checking Signal Head Visibility and Layout......................................................................169
Figure 68 – Controller and Power Location...........................................................................................169
Figure 69 – Detector Loop Layout.......................................................................................................... 171
Figure 70 – Underground Duct System Layout..................................................................................... 171
Figure 71 – Partial Lighting..................................................................................................................... 172

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Tables
Table 1 – Relative Vertical Positions of Signal Indications ....................................................................12
Table 2 – Capacity Factor for Opposing Lanes........................................................................................33
Table 3 – Minimum Interval Times............................................................................................................44
Table 4 – Amber Clearance Interval Times...............................................................................................46
Table 5 – All Red Clearance Interval Times...............................................................................................46
Table 6 – LOS Based on Delay...................................................................................................................47
Table 7 – LOS Based on Clearing Arrivals.................................................................................................47
Table 8 – Rural Intersections: Arrival Rates for Various Levels of Service.............................................49
Table 9 – Urban Intersections: Arrival Rates for Various Levels of Service...........................................50
Table 10 – True Active Advance Warning Beacon Placement..................................................................68
Table 11 – Traffic Control Signal Justification: Data Input Requirements............................................. 74
Table 12 – Justification 1 – Minimum Vehicle Volume............................................................................81
Table 13 – Justification 2 – Delay to Cross Traffic . .................................................................................82
Table 14 – Justification 3 – Volume/Delay Combination........................................................................83
Table 15 – Justification 5 – Collision Experience....................................................................................86
Table 16 – Pedestrian Volume Data Summary.........................................................................................89
Table 17 – Pedestrian Delay Data Summary............................................................................................89
Table 18 – Pedestrian Volume Justification 6A.......................................................................................90
Table 19 – Pedestrian Delay Justification 6B...........................................................................................90
Table 20 – Summary Table of Traffic Signal Justification........................................................................91
Table 21 – Justification 7 – Projected Volumes.......................................................................................92
Table 22 – Future Development: Volume Expansion Required to Meet Justifications........................93
Table 23 – Collision Groups for Calibration of OPF.................................................................................97
Table 24 – Collision Severity Indicies derived from MTO’s Database.................................................. 101
Table 25 – Signal Visibility Distance . .................................................................................................... 114
Table 26 – Typical Use of Signal Heads and Backboards...................................................................... 116
Table 27 – Distance from Stop Line for Long Distance Loops.............................................................141
Table 28 – Long Distance Detection Operating Parameters.................................................................141
Table 29 – Double Long Distance Detection Operating Parameters...................................................144

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for the specific set of traffic control signals under

1. General Information consideration, as many factors are involved.

Users should recognize that the planning, design,

1.1 Introduction application and operation of traffic control signals
is complex. No manual can provide all the required
Traffic control signals are intended to convey information, and extensive knowledge and
information to the road user. The objective of experience are required to be proficient in the field.
the information is to advise motorists of traffic
regulations in order to encourage compliance with 1.2 Sections of this book
the law, warn of intersecting roadways or road
hazards, and provide the information necessary This manual is organized as follows:
for the driver to safely navigate through the
intersection. Simplification of the driving task • Section 1, General Information, documents
through uniformity in the design and application of general information and basic signal concepts.
traffic control signals is necessary to accomplish • Section 2, Legal Requirements, documents
these objectives. legal requirements pertaining to the
application of the Highway Traffic Act
If traffic control signals are not properly designed, (http://www.e-laws.gov.on.ca).
installed and operated, they can interfere and
distract from each other, become visually ineffective • Section 3, Operational Practice, documents
or lose their effectiveness through excessive use. guidelines and recommended practice for
Therefore, simplicity in design, care in placement operational features.
and a high standard of maintenance is essential. An • Section 4, Planning and Justification,
effective traffic control signal will attract attention, documents guidelines and recommended
be legible and comprehensible and be appropriate practice for justifying the need for traffic
to the road user’s needs. signals.

A principal goal in the development of the Ontario • Section 5, Design Practice, documents
Traffic Manual is the achievement of uniformity guidelines and recommended practice for
throughout the Province and compatibility with the design concepts, philosophy and details.
rest of Canada and North America. Achievement of
this goal requires that the manual provide the user The manual refers to various publications produced
with the design and dimensions of devices and with by the Ministry and other agencies such as the
guidance in the preferred usage and methods of Institute of Transportation Engineers (ITE), the
application. International Municipal Signals Association (IMSA),
the Transportation Association of Canada (TAC) and
Book 12 of the Ontario Traffic Manual (OTM) is a the Ontario Traffic Council (OTC). Links to secure
user manual intended to provide some elementary and stable Web sites are listed in the printed version
instructions to beginners and to provide a reference of this manual and live links are provided in the PDF
for experienced persons for the design and version.
operation of traffic signals. The intent is to provide
a recommended best practice guide. This is not The manual uses acronyms and, of necessity, some
to say that the recommended methods are the industry jargon. A glossary is provided at the back.
only methods, or necessarily the best methods

Ontario Traffic Manual  •  March, 2012

1
 Book 12  •  Traffic Signals

Symbols used on layout drawings may be found in that the requirements of the design or application
Ontario Provincial Standard Drawings16 Volume 4, of the device as described in this manual are
Electrical Drawings, Division 2000. mandatory.

Book 12 of the Ontario Traffic Manual (OTM) was ”Interpretation” means the interpretations
first published in 2001 as a replacement for the and emphasis of the legal requirements. The
Ontario Manual of Uniform Traffic Control Devices interpretations are not necessarily precise wording
(MUTCD), Chapter on Traffic Signals. It was updated interpretations of the HTA10 and Regulations. The
in 2007. This latest version of the manual includes interpretations are given in lay language and may
updates that reflect recent changes in the industry, include some industry jargon. The requirements are
changes in legislation, and new material that is of typically described by the use of “shall”. “Shall”
interest to practitioners who design, operate and means the same as “must”.
maintain traffic control signals in the Province of
Ontario. “Recommended Practice” suggests a consistent
manner in which the legal requirements and
In addition to this new information, some of the interpretations are applied using the typical
suggested methodologies have been updated. The procedures and equipment in use in Ontario. The
content also reflects new standards and guidelines recommended practices are not necessarily the only
available in the industry, and emphasizes human practices available based on the interpretation of the
factors criteria where applicable. Links are provided legal requirements or the selection of equipment
to related information inside the manual and to or methods of operation. The recommendation is
outside sources of information available at the time typically described by the use of “should”. “Should”
of publication. indicates that the action is advised (recommended
but not mandatory).

1.3 Use of Terms in This Book ”Guideline” suggests a method of practical

application of the legal requirements and
In Ontario, many aspects of traffic control signals interpretations using the typical procedures and
are specified in law (for example, the meaning equipment and methods of operation in use in
of specific signal indications). Others are based Ontario. The guidelines are meant to provide
on standards intended to establish consistency guidance to those in the traffic signal industry
throughout the Province. Still other signal aspects who may be unsure of the methods of application.
are founded on recommendations established A guideline has no legal connotation and several
through experience. In this publication, specific alternative methods of achieving the same result
terms are adopted to convey the differences may be available. A guideline is typically described
between the sources of traffic control aspects. by the use of “may”. “May” indicates a permissive
These terms and the corresponding meanings are condition. No requirement for design or application
as follows: is intended.

”Legal Requirement(s)”, “Legally Required”,

“Legal” and equivalent terms mean that the
requirement is the law of Ontario as established
under the Highway Traffic Act10 (HTA) and its
Regulations. The requirement is typically described
by the use of “shall” or “must”. “Must” indicates

2 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

1.4 Functions of Traffic Control though some signals can be justified on a safety
Signals basis only.

The function of a traffic control signal is to alternate A traffic control signal is a control device rather
the right-of-way between conflicting streams of than a safety device. Traffic control signals
vehicular traffic, or vehicular traffic and pedestrians should not be used for traffic calming schemes,
crossing a roadway, with maximum safety and for limiting traffic volumes on specific routes,
efficiency. Safety requires that the traffic control as speed control devices, as demand control
signals operate at the minimum hazard to all road devices, or for the discouragement of motorists
users, including vehicle occupants, bicyclists and and pedestrians from using a specific route.
pedestrians. Maximum efficiency implies the
minimum delay to traffic. Practitioners should The justification for traffic signals should be based
consider both safety and efficiency when identifying on studies and needs as outlined in Section 4.
elements of design or selecting operational
practices. In some cases, decisions can result in
a benefit to both safety and efficiency (such as
1.5 Driver Needs and Limitations
properly timed clearance intervals). In other cases,
greater efficiency may result in a reduction in safety Traffic control devices are intended to provide vital
and vice versa. For example, restricted left turns information to drivers and will be more effective if
generally reduce collision frequencies, but increase designed with driver needs and limitations in mind.
delays. In particular, consideration must be given to how
drivers search the roadway, how driving demands
The practice of installing traffic control signals for affect what drivers notice, and drivers’ tendency to
reasons other than right-of-way control has led to inattention in familiar or monotonous environments.
installations in some instances where justification is
weak. In these cases, traffic waiting at a side road The visual field of the human eye is very large but
stop sign may have a lower overall delay without only a small area of it allows accurate vision. This
a signal than would otherwise occur waiting for a central area covers a cone of about two to four
signal change. degrees, which is an area about the size of a quarter
held at arm’s length. In order to identify a target,
Unjustified traffic control signals can lead one must look directly at it. When driving, the driver
to excessive delay, increased use of fuel, searches the roadway scene in a series of fixations,
increased air pollution, increased noise, motorist looking at successive objects of interest.
frustration, greater disobedience of the signals
and the increased use of alternative routes in Studies of driver eye movements show that, while
attempting to avoid these types of signals. driving, fixations range from 1/10 second minimum
Unjustified traffic control signals may alter the up to two seconds or more. At 100 km/h, a driver
number and type of collisions. For example, traffic moves 3 m during the shortest glance. During
control signals installed at a location previously more complex tasks, like reading a guide sign, a
controlled by a stop sign may reduce the number driver can move up to 60 m or more during a single
of right angle collisions, but increase the number fixation. Thus the number of fixations that can
of rear-end collisions. Therefore, the installation be made, and the number of objects that can be
of traffic control signals does not necessarily identified as a driver moves through a road section,
guarantee a reduction in collision frequency, is quite limited.

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

Where drivers look is mainly determined by the the intersection. If the final repairs will take a
demands of the driving task. On curves, eye considerable amount of time (e.g., longer than it is
movement studies show that the number of practical to keep a police officer on site), the interim
glances a driver makes at the road to maintain installation should be considered as being required.
lane position doubles. Time available for noticing or The temporary signal heads must conform to the
reading signs is reduced. At intersections, freeway requirements for traffic control signals.
interchanges, or merges, drivers also face increased
visual search demands associated with noting other
road users, and have less time to devote to reading
1.7 Traffic Signal Life Cycle Process
signs or noticing unusual roadway features. For
Diagram
this reason, standardization in location and design
of traffic control devices is critical in assisting the
Many of the remaining sections of this book deal
driver to know where to direct his attention and
with traffic signals at the various stages of the
when.
justification, design, and operation life cycle. The
detailed life cycle diagram shown in Figure 1 assists
As environments continue to increase in complexity,
in understanding the interrelationship between the
the importance of effectively providing information
various stages. Broadly speaking, the stages include
to drivers continues to increase. The standards
determining the need for signalization, establishing
selected for the design and operation of traffic
the necessary and required operations, undertaking
control signals need to continually promote this
the design, identifying the ongoing operations and
effective communication to drivers.
maintenance requirements, and even the possible
decommissioning of a signal. Specific details of
each process follow in the remaining sections of
1.6 Continuity of Operation this manual.

Unless power has been interrupted, or unusual or

emergency conditions prevail at the intersection,
a set of traffic signals should always operate with
some active indications displayed to the road users.
If activities are planned that involve the deactivation
of the signal indications, control should be provided
by a police officer.

When the traffic signal is to be taken out of

service for an extended period of time, the
signal heads should be removed or the signal
indications covered in such a manner that they are
no longer visible to motorists and/or pedestrians.

If some or all of the existing traffic signal heads

have to be replaced or relocated due to a collision or
reconstruction, an interim installation of temporary
signal heads should be considered. It is necessary
to maintain the proper and safe operation of

4 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

Collection of Traffic Volume Data

• TM if existing intersection
• Projected volumes if new
intersection/roadway

Deactivation and Removal of Signal

• Public notification, consultation
• Determine appropriate traffic control after
removal
Determine/Calculate Justification for Traffic • Provide information sign to public if a formal
Control Signal [Section 4] or public meeting was not held
• Signal justifications Existing Signal
no longer justified • Deactivate the signal and remove the
• Field review above-ground hardware. Secure and make
• Gap study any underground plant safe.
• Side road delay study • Add sunburst "NEW" signs along with the
• Approach roadway geometry appropriate warning and advance warning
signs to indicate the new form of traffic control.
• Monitor the new operation and make
New Signal justified modifications to signing if required.

Signal Design Process [Section 5]

• Capacity analysis to determine Construction of Traffic Control Signal
• Lane configuration • Contract package to include:
• Phasing • Civil roadway work
• Timing • Electrical design
• Preliminary signal design layout • Signal layout - legal design drawing
• Signal heads turned or bagged until
activation
• Changes to layout reflected in as-built
drawing
Review Road Design/construction/
maintenance/planning:
• Property restrictions
• Future rehabilitation projects
• Future expansion plans
Activation of Traffic Control Signal
• Public awareness - ‘Star Burst’ signs installed,
flashing operation
• Third party review of all wiring
Finalize Intersection Design • Ensure timing plans entered correctly in controller
• Civil Design Scope • Police point duty while signals are un-bagged and
• Crosswalks required stop signs removed
• Stop line revisions • Pavement markings should be adjusted day of
• Pavement marking revisions turn on if possible
• Turning path revisions • Activation should not occur on a Friday, the day
• Geometric changes before stat holidays or under inclement weather
• Traffic Design conditions
• Legal sign requirements
• Guide signing requirements
• Island flashers?
• EV, RR pre-empt?
• Transit priority/pre-empt?
• Pedestrian and bicycle accommodation? Ongoing Operation of Traffic Control Signal
• HOV requirements • Update TMs and review timing at desirable
• Special detection requirements intervals of every three years
• Future expansion requirements • Safety review to identify high collision rates and
• Controller/cabinet requirements identify corrective actions
• Development of civil design drawings • Response to public complaints
• Development of final legal design drawings • History of all the above and any timing and
phasing changes kept as per retention schedule

Electrical Design
• Ducts
• Electrical chambers Ongoing Maintenance
• Junction boxes • According to road authorities mtce quality
• Cable routing standards
• Illumination • According to minimum maintenance quality
standards identified in the municipal act
• Identify maintenance needs and feed back
into planning

Figure 1 – Life Cycle Diagram

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

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 Book 12  •  Traffic Signals

2.2 Highway Traffic Act –

2. Legal Requirements Section 144

HTA Statute 144 (31) – Approvals of Signal

Designs
2.1 General
1. General
Section 2 provides an interpretation of various
Sections and Regulations of the Highway Traffic
A revision to The Highway Traffic Act (HTA)10, Sub-
Act (HTA)10 associated with traffic control signal
section 144 (31), was proclaimed into law in the
systems and traffic control signals. These Sections
Ontario Legislature on March 3, 1997.
include:
• Section 144 – Traffic Signals 2. Legal Requirements
• Regulation 626 – Traffic Signal Heads
The following is the text of the revision:
• Section 146 – Portable Lane Control Signals
(31) “Subject to subsection (31.1), no traffic control
and Regulation 606 – Portable Lane Control
signal system or traffic control signal used
Signal Systems
in conjunction with a traffic control signal
• Proposed Future – Bicycle Signals system shall be erected or installed except in
accordance with an approval obtained from
For the purpose of understanding the Regulations a person designated to give such approvals
of the Highway Traffic Act, “traffic signal control by the Municipality or other authority that
system” means the entire signalized intersection, has jurisdiction over the highway or the
which includes all electrical components, signage intersection.
and pavement markings. The system also includes
(31.1) No traffic control signal system or traffic
the “traffic control signals”, which are the actual
control signal used in conjunction with a
traffic signal heads.
traffic control signal system shall be erected
or installed on a highway designated as
a connecting link under subsection 21(1)
of the Public Transportation and Highway
Improvement Act except in accordance with
an approval obtained from the Minister or
an official of the Ministry authorized by the
Minister to grant such approval.”

3. Interpretation
i All Road Authorities in Ontario are responsible
for designating a person to approve traffic
signal designs and installations on their own
roadways.
ii The Ministry of Transportation is responsible
for approving traffic signal designs and
installations for connecting links.

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

iii For highways and ramp terminal intersections iii As a minimum, it is a recommended practice
under Ministry jurisdiction but where the that the traffic control signal system plans
Ministry has entered into maintenance and should be produced to a scale of 1:200,
operations agreements with Municipalities, 1:250 or 1:500. The plans should show the
the particular Municipality is responsible for intersection details on all approaches for the
preparing the legal drawing (PHM-125 format) distance from the intersection that directly
and submitting it to the Ministry for approval. affects the signal operation (not less than
30 m) and should indicate, to scale, the
4. Recommended Practice following (minimum) details:
i It is a recommended practice that all road • Edge of roadway (edge of pavement or curb
authorities ensure that competent, qualified and gutter), sidewalks, islands
persons review the design for the traffic
• Legal and lane designation signs
control signal system to ensure the design
complies with applicable standards and • Property access (driveways, curb cuts, ramps)
guidelines, thereby optimizing the safety
• Utility poles if signal attachments are required
and operation of the signal and assisting in
the protection of the road authority should • The exact location, orientation and type of
a traffic collision or other mishap occur. In traffic signal heads and their mounting height
many cases, Municipalities have formally
• The exact location and orientation of
designated the positions responsible for
pedestrian signal heads and pushbuttons
the approval through Council resolutions
(although this is not specifically required by • Geometrics
law). It is recommended practice that the
• Pavement markings (centreline, lane lines,
responsibility for approval should be granted
crosswalks, stop lines, turn arrows)
to two people designated to authorize
the signal design. It is also recommended • Blank-out signs and active or continuous
that the signal design be represented as a flashing advance warning signs or other types
drawing as this is the best way to represent of equipment operated by the signal controller
head placements and aiming requirements
• Vehicle detection devices and their location
that are consistent with HTA Regulation 626,
this manual and the road authority’s internal • Signs relating to signal operation
standards.
iv As a guideline, the following items may also
ii Where smaller Municipalities are undertaking be added to the plan at the option of the
traffic signal installations or modifications road authority:
and do not have a person experienced with
• Location of traffic signal controller cabinet
the work, it is strongly suggested that the
Municipalities engage competent, qualified • Property lines, street lines, building outlines,
persons with experience and training who parking meters and parking control
can design and/or certify the design before
• Bus bays and bus stops
approval by the designated persons of the
Municipalities. These persons do not have to • Lane dimensions
be an internal staff member.

8 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

v It is recommended practice that if signal HTA Statute 144 (13) – Flashing Green
heads are relocated, additional signal heads
installed, or roadway geometrics/lane 1. Legal Requirements
configurations modified, the entire installation
A driver approaching a traffic control signal
be re-approved by the designated approval
showing a circular flashing green indication or a
person(s).
solid or flashing left turn green arrow indication in
vi It is recommended practice that approval conjunction with a circular green indication and
plans should be prepared for both temporary facing the indication may, despite subsection 141
and permanent signals. (5), proceed forward or turn left or right unless
otherwise directed. (R.S.O. 1990, c. H.8,
s. 144 (13))
HTA Statute 144 (19.1) – White Vertical Bar
Indication 2. Interpretation
i. The circular flashing green indication has been
1. Legal Requirements
used to provide a separate advanced left turn
phase to represent the protected portion
Section 19.1 states “a driver operating a bus or
of a protected/permissive phase in a single
street car on a scheduled transit authority route
direction only.
approaching a traffic control signal showing a white
vertical bar indication may, with caution, proceed ii. The protected portion of the protected/
forward or turn right or left. 1994, c. 27, s. 138 (13)”. permissive left turn phase may also be
provided using a solid or flashing arrow in
2. Interpretation conjunction with a green ball.
i Transit signals apply to the lane(s) occupied
3. Recommended Practice
by transit vehicles.
i. Ontario is one of only a few users of the
ii Transit signals must also conform to the
circular flashing advanced green in North
standards set out in HTA Regulation 626.
America and its use may cause some
confusion for unfamiliar motorists. In the
3. Recommended Practice
future, the Highway Traffic Act will no longer
i It is strongly recommended that all transit recognize the flashing green indication as a
operators be educated on the intended valid display. Consequently, it was previously
meaning of transit signals when the signals recommended that after January 1, 2010, the
are first introduced on a jurisdiction’s use of the circular flashing advanced green
roadways. should no longer be permitted in Ontario. At
this time, the flashing green ball display is
ii Where a white vertical bar transit priority
no longer a recommended practice and any
section is used, the total number of
jurisdictions still operating flashing green
indications, including the transit section,
ball indications should have plans to remove
should not exceed five.
them or replace them with left turn arrow
indications.

Ontario Traffic Manual  •  March, 2012

9
 Book 12  •  Traffic Signals

ii. The flashing green arrow indication is a iii The green indication may be composed of a
permissable display in Ontario as long as single circular green or a maximum of three
it is for a single direction of travel and not green arrows, indicating only right, left and
for back-to-back left turns. However, if the through traffic movements.
flashing green ball indication was in use at a
iv Every circular green indication must have a
site, consideration should be given to the use
circular amber indication to indicate that the
of the solid green arrow to provide a period
green interval has ended.
of time as a transition period. Also, during the
phase out period, it is strongly recommended v Where the green indication consists of either
that a flashing green arrow not be used in left, right or through arrows, or any proper
the proximity of intersections with circular combination thereof, shown concurrently with
flashing advanced greens since drivers may a circular green (for example, with type 10 or
be confused by the different displays. 10A heads as per Figure 2), then the arrows
indicate single protected movements that
are active at the same time as the circular
green (and not independently active), and one
2.3 Regulation 626 (as amended)
circular amber indication only shall be used.
This type of operation may occur, for instance,
HTA Regulation 626 Sub-section 1. (1) at a “T” intersection facing the side road.
-Minimum Signal Head Requirements
3. Recommended Practice
1. Legal Requirements i For reasons of simplicity and physical
constraints and to increase their effectiveness,
Sub-section 1. (1) states: “Every traffic control signal it is a recommended practice that no more
shall consist of one circular amber and one circular than five indications should be combined
red indication in combination with, in one signal head.
(a) a circular green indication; ii Where a circular green indication is displayed
(indicating that all traffic movements are
(b) a circular green indication and one or more
allowed, i.e., a “permissive” display), only
green arrow indications;
one additional green arrow indication may
(c) a circular green indication, one or more green be displayed in the same signal head at
arrow indications and one or more amber the same time to indicate that either left or
arrow indications; or right turns, specifically in one direction only,
are ”protected” from interference from a
(d) one or more green arrow indications.”
conflicting traffic movement.

2. Interpretation iii Where both a circular green and a left green

arrow indication are used to allow protected/
i Every traffic control signal must have a
permissive movements during a single
mandatory circular red and circular amber
direction left turn, the circular amber indication
indication.
operates in conjunction with the circular green
ii Every traffic control signal head must have a indication. An amber arrow is recommended
mandatory green indication. to act in conjunction with the green arrow to
indicate that the protected portion of the left
turn phase is terminating and to be consistent

10 Ontario Traffic Manual  •  March, 2012

 Oversize
St andar d Hi ghway Hi ghway Type 1 Type 2 Type 3 Type 4 Type 5 Type 6 Type 7

200 mm Diameter
Lens (typical)

Solid circular green or amber lenses

may be either 200 mm or 300 mm diameter.

300 mm Diameter
Lens (typical) G r een/ Am ber G r een/ Am ber
Bi-Modal Bi-Modal
Ar r ow Ar r ow 200 mm or 300 mm
Book 12  •  Traffic Signals

Ontario Traffic Manual  •  March, 2012

Figure 2 – Traffic Control Signal Heads
Type 8 Type 8A Type 9 Type 9A Type 10 Type 10A Type 11 Type 11A Tr ansi t

11
 Book 12  •  Traffic Signals

with the requirements for simultaneous v Lens sizes may be either 200 mm or 300 mm
protected/permissive left turns as given under for solid green and amber circular displays
HTA Subsection 1. (11). Where provided, the in any of the signal heads given in Figure 2.
left turn amber arrow may consist of either All arrow lenses and all circular red lenses,
a single arrow that changes from green to except the red lens for the” standard” signal
amber (type 9 and 9A heads) or a separate head, should be 300 mm diameter.
amber arrow mounted above the green arrow
(type 8 and 8A heads).
HTA Regulation 626 Sub-section 1. (2) -
iv The standard indications shown in
Vertical Order of Signal Indications
Figure 2 are the only configurations that
should be allowed to be installed in the 1. Legal Requirements
majority of circumstances so that the
burden of interpretation is not on the motorist.
Sub-section 1. (2) states: “Green arrow, amber
In unusual conditions, it may sometimes be
arrow, circular green, circular amber, circular red and
required to use a non-standard signal head
white vertical bar indications may be used for traffic
that is not shown in Figure 2. This should be
control signals and where they are used, they shall
done only under the supervision and approval
be arranged vertically from the bottom as follows:
of a very senior and fully experienced traffic
right turn green arrow, right turn amber arrow, left
engineer/analyst and with the approval of the
turn green arrow, left turn amber arrow, straight
road authority.
through green arrow, circular green, circular amber,
circular red and white vertical bar.” O. Reg. 65/96, s.
1.

Table 1 – Relative Vertical Positions of Signal Indications

Signal Indication Comment

White Vertical Bar Transit Priority Only
Red Mandatory
Amber Mandatory
Green Notes 1 and 3 below
Amber Arrow Note 2 below
Straight Through Green Arrow Note 3 below
Left Turn Green Arrow Note 3 below
Right Turn Green Arrow Note 3 below
Notes:
1. The circular green indication may be replaced by a straight through, left
turn, or right turn green arrow where indicated.
2. The amber arrow direction must be the same as that of the green
arrow below it.
3. A green indication, either a circular green or a green arrow, is
mandatory on a signal head.

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 Book 12  •  Traffic Signals

2. Interpretation ii A red indication must not be displayed at

the same time as a circular amber or circular
i Whether combined in one unit or mounted
green indication, but may be displayed at the
as connected sections, the relative vertical
same time as any arrow indication(s) on heads
locations, from top to bottom, of the various
which also have a circular green.
indications must be as specified in Table 1.
3. Recommended Practice
3. Recommended Practice
i In practice, a circular amber indication is
i For reasons of simplicity and physical
displayed immediately after the time of
constraints and to increase their effectiveness,
de-energization of a circular green indication
it is a recommended practice that no more
(or green arrow indication where a circular
than five indications be combined in one
green does not exist as in Figure 2, signal
signal head.
head types 1 to 7) such that both the amber
ii Figure 2 shows the only types of traffic and green are not illuminated at the same
signal head configurations that should time.
be used due to the need to maintain
ii Similarly, a circular red indication is always
uniformity in Ontario (with the exception of
displayed immediately after a circular amber
lens size which may be either 200 mm or
indication, but a circular red or green may
300 mm for circular lenses). Exceptions to the
be displayed after an amber arrow (Figure 2,
types of heads shown should only be used
signal head types 8, 8A, 9, 9A).
where authorized by a senior and experienced
traffic engineer/analyst and with the approval
of the road authority.
HTA Regulation 626 Sub-section 1. (4) -
iii Where a white vertical bar transit priority Two Signal Heads Required
section is used, the total number of
indications, including the transit section, 1. Legal Requirements
should not exceed five.
Sub-section 1. (4) states: “Every traffic control
signal system that is installed shall have at least two
HTA Regulation 626 Sub-section 1. (3) - traffic control signals located on the far side of the
Use of Circular Signal Indications intersection from which vehicles are approaching, at
least one of which shall be located on the far right
1. Legal Requirements side.” O. Reg. 65/96, s. 2.

Sub-section 1. (3) states: “No traffic control signal 2. Interpretation

system shall be operated so as to show more than
i Every traffic approach to an intersection
one circular indication simultaneously on the same
requires that two signal heads must face
traffic control signal.”
oncoming traffic from the far side of the
intersection. The “far side” of the intersection
2. Interpretation
is the half or side of the intersection that is
i One circular indication only (green or amber across the intersecting roadway from the
or red) must be shown if no green or amber traffic approaching the signals.
arrows are active.

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

ii At least one signal head must be mounted public that front onto an intersection, such as
at the far right hand side of the intersection schools, churches, and community centres,
quadrant or in an equivalent location on the far should be signalized normally.
right side if there is no intersecting roadway
v Private driveways that front onto an
on that side of the intersection.
intersection may be provided with traffic
iii Partial signalization or signalization of control signals. In most instances, it is not
less than all of the traffic approaches of an necessary to provide traffic signal indications
intersection shall not be permitted except for single-family dwellings or where there is
for Intersection Pedestrian Signals. no general public access.
vi A protected/permissive left turn operation
3. Recommended Practice
facing type 8, 8A, 9, 9A, 10 or 10A signal
i The signal head on the far right side is heads mounted in the median traffic island
designated as the “primary” signal head. The must not utilize four signal heads on the
signal head on the left of the primary head is same side of the intersection to ensure
designated as the “secondary” signal head. the orientation of the heads is distinct from
A signal head installed in addition to the a fully protected type of left operation. A
primary and secondary signal heads is for the maximum of three heads is permitted, and a
purposes of aiding in signal visibility and is minimum of one or a maximum of two of the
termed an “auxiliary” signal head. three heads must display the left turn arrow.
The protected/permissive type of operation
ii Auxiliary signal heads shall display the
is intended to protect left turning traffic by
same indications at the same times as the
operation of a green left arrow when opposing
primary and secondary heads. If signal head
traffic is stopped followed by a circular green
indications are timed differently, they must
indication that permits traffic to proceed
be on a separate phase from the primary and
through the intersection, turn left when the
secondary heads.
opposing traffic allows for a suitable gap, or
iii Two separate signal heads shall be provided turn right when the intersecting roadway is
for any fully protected phase, such as a left clear of pedestrian traffic.
turn operation facing type 2 signal heads, a
bicycle phase, or a phase that represents the
only opportunity for traffic to be served during HTA Regulation 626 Sub-section 1. (4.1)
a cycle. In the case of the fully protected -Intersection Pedestrian Signals
left turn operation, the type 2 head on the
traffic island is the primary signal and the 1. Legal Requirements
type 2 signal head on the far left side of the
intersection fulfills the need for the secondary Sub-section 1. (4.1) states: ”Despite subsection
signal head. (4), a traffic control signal system installed at a
crosswalk at an intersection for the purpose of
iv At “T” intersections of publicly owned assisting pedestrians to cross the roadway shall
roadways, any public-use driveway opposite have
the terminating roadway should be treated
as a highway for the purposes of traffic (a) at least two traffic control signals facing the
control signals. This indicates that driveways directions from which vehicles on the roadway
to commercial establishments open to the approach the crossing; and

14 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

(b) at least one stop sign facing vehicles HTA Regulation 626 Sub-section 1. (5) -
approaching the intersection from the other Height of Signal Heads
intersecting roadway.” O. Reg. 65/96, s. 2.
1. Legal Requirements
2. Interpretation
Sub-section 1. (5) states: ”Traffic control signals,
i This subsection allows the use of Intersection
where installed, shall not be less than 2.75 metres
Pedestrian Signals (IPS) in Ontario.
above the level of the roadway when adjacent to
ii For the roadway being signalized, two the travelled portion of the roadway and not less
signal heads must face approaching traffic than 4.5 metres above the level of the roadway
in each direction. The signal heads shall when suspended over the travelled portion of the
be conventional ”standard” or “highway” roadway.”
signal heads as no turns are to be signalized,
although a Transit Priority signal head may be 2. Interpretation
used for turning buses.
i Signal heads shall not be mounted at a height
iii The other roadway is always controlled of less than 2.75 m from finished grade to
with stop sign(s). the bottom of the signal head or backboard
(clearance point).
3. Recommended Practice
ii All signal heads mounted over the lanes of
i IPS applications are intended for use as an a roadway, the flare areas of intersections,
alternative to Pedestrian Crossovers (PXOs). ramps or any other area normally travelled by
The decision to choose a PXO or an IPS vehicles must be mounted at not less than
should be based on factors such as pedestrian 4.5 m from finished grade to the bottom of
volumes, pedestrian types (young and the signal head or backboard (clearance point).
seniors), consistency with other traffic control
iii It is permissible to mount signal heads
devices in the area, the road authority’s policy,
higher than the minimum heights given, as
and/or roadway/intersection geometry.
long as the height is practical for viewing by
ii Conventional pedestrian heads are required motorists.
to cross the main roadway as there are no
other signal indications facing either direction 3. Recommended Practice
along the crosswalk.
i The recommended practice for mounting of
iii At this time, it is recommended that the IPS any signal heads over traffic lanes is 5.0 m
should be restricted to a single crosswalk height, with 5.8 m recommended for span-
at any intersection. The opposite side of the wire mounted signal heads. It has been found
intersection requires a pedestrian crossing by experience that signal heads mounted
prohibition sign. (The MUTCDC14 indicates the at the 4.5 m minimum height sometimes
use of two crosswalks crossing the main road interfere with over-height trucks, loose truck
and this type of IPS is used in some parts of tarpaulins or similar objects and are then
Canada.) damaged. Further, span-wire mounted signals
with 8-pole rather than 4-pole configurations
may be considered so that the entire
assembly is not damaged in the event of a
vehicle colliding with a pole.

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 Book 12  •  Traffic Signals

ii Primary heads should be mounted at a 2. Interpretation

minimum height of 4.5 m or higher and
i The low-mounted signal head referred to in
desirably at a height of 5.0 m regardless of
(a) is required because the stop line is very
roadway posted speed.
near to the signal head, and it is necessary
iii Secondary heads, where mounted on the that drivers can readily see the head as the
far left and not over traffic lanes, may be metering is accomplished by allowing only
mounted at a minimum height of 2.75 m or one vehicle per lane per green indication
higher, and desirably at a height of 5.0 m so through the location.
that they may be seen from a distance over
ii The primary or right-hand signal head is to
the tops of vehicles. Intermediate mounting
be mounted at not less than 2.75 m to give
heights between 2.75 m and 5.0 m are useful
continuity with normal traffic control signals
for improving visibility in congested urban
and to allow for reasonable visibility on
areas where it may be difficult to otherwise
approach.
keep the secondary heads from being masked
by the opposing primary heads. For roads
3. Recommended Practice
with a posted speed of 80 km/h and over, all
secondary heads should be mounted at least i This subsection refers to special “ramp
at the 5.0 m clearance height. metering” signals used on some freeways
to control the number of vehicles per hour
iv Auxiliary heads may be mounted at a height of
entering the main freeway traffic. The
2.75 m or as high as necessary to obtain good
recommended practices and guidelines for
visibility. The desirable height in most cases
normal traffic control signals do not apply to
is still 5.0 m. Auxiliary heads mounted at the
these special signals because the approach
far left of the intersection at various heights
speed is very low, and because the signals
are normally used to provide better visibility
are predominantly used in “rush hour” to
where the left turn lane is often blocked by
meter or gate the volumes of traffic, not to
large vehicles.
allow right-of-way to other vehicles at an
intersection.
HTA Regulation 626 Sub-section 1. (6) -
Ramp Metering Signals
HTA Regulation 626 Sub-section 1. (7) -
Don’t Walk Signals
1. Legal Requirements
1. Legal Requirements
Sub-section 1. (6) states: “Notwithstanding
subsection (5), where a traffic control signal system
Sub-section 1. (7) states: “A symbol ‘don’t walk’
is installed at a freeway entrance ramp as a part of a
pedestrian control indication shall:
traffic management system,
(a) be rectangular in shape and shall not be less
(a) one traffic control signal shall be located to
than thirty centimetres in height or width; and
the left side of the roadway not less than one
metre above the level of the roadway; and (b) consist of an orange silhouette of a hand on
an opaque background as illustrated in the
(b) one traffic control signal shall be located to
Figure 3.”
the right side of the roadway, not less than
2.75 metres above the level of the roadway.”

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 Book 12  •  Traffic Signals

the “walk” section of the head where used

independently or as part of a two-section
“pedestrian head”.
v Pedestrian control indications shall be
mounted so as to be visible along the
crosswalk from the opposite side of the
roadway at an intersection and shall not be
mounted over the travelled portions of roads.
vi The orange hand (“Don’t Walk”) or flashing
orange hand (Pedestrian Clearance Interval)
Figure 3 – Don’t Walk Signal must not be displayed at any time during
which the walking man (“Walk”) signal is
displayed.
2. Interpretation
i Previous iterations of the pedestrian control HTA Regulation 626 Sub-section 1. (8) -
signal displaying the words “DONT WALK” Walk Signals
must not be used.
ii The colour of the “hand” shall be orange (not 1. Legal Requirements
red as per international practice) and the hand
shall present an outline figure. Sub-section 1. (8) states: “A symbol ‘walk’
pedestrian control indication shall be rectangular in
iii “Opaque” shall mean black or non light- shape and shall not be less than thirty centimetres
emitting. in height or width and shall consist of,

3. Recommended Practice (a) in the case of a lens that cannot provide a

solid symbol, an outlined symbol of a walking
i Minimum 300 x 300 mm pedestrian control pedestrian in lunar white on an opaque
heads should be used. background as illustrated in Figure 4; or
ii Light sources for pedestrian control
indications must meet the colour
requirements of ITE Publication ST-217. Figure 1 Figure 2

30 cm 30 cm
iii The shape of the orange hand shall conform
to the figures provided in the HTA Regulation
626 Sub-section 1 to the satisfaction of the
road authority.
30 cm 30 cm
iv The pedestrian control signal shall be
mounted at a minimum height of 2.75 m or
higher from finished grade to the bottom Opaque
Opaque
of the housing (clearance distance) if in a Translucent Lunar White Translucent Lunar White
single housing, or at a minimum height of
2.75 m from finished grade to the bottom of Figure 4 – Walk Signals

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 Book 12  •  Traffic Signals

(b) in the case of a lens that can provide a solid HTA Regulation 626 Sub-section 1. (9) -
symbol, a solid symbol of a walking pedestrian Mounting of Pedestrian Signals
in lunar white on an opaque background as
illustrated in Figure 4.” O. Reg. 213/92, 1. Legal Requirements
s. 1(1).
Sub-section 1. (9) states: “The positions of the
2. Interpretation symbol pedestrian control indications referred to in
subsections (7) and (8) shall be as provided in any
i Standard minimum 300 x 300 mm pedestrian
one of the following paragraphs:
control heads shall be used.
1. The symbols are mounted vertically with the
ii Previous iterations of the pedestrian control
hand outline on top.
signal displaying the word “WALK” must not
be used. 2. The symbols are within the same lens and are
superimposed over each other.
iii The colour of the walking man must be
a bright (“lunar”) white (not green as per 3. The symbols are side by side within the same
European and some other international lens with the hand outline to the left.” O. Reg.
practices) and may be illustrated either as a 213/92, s. 1 (2).
solid figure or as an outline.
2. Interpretation
iv “Opaque” is taken to mean black or non light-
i There are three ways that the standard
emitting.
300 x 300 mm (minimum) pedestrian control
3. Recommended Practice heads shall be used:
i The walking pedestrian symbol must not be • Both displays may be integrated into a single
displayed at any time during which the orange lens with the “hand” symbol superimposed
hand (“Don’t Walk”) or flashing orange hand on the “walking pedestrian” symbol.
(Pedestrian Clearance Interval) is displayed.
• Both displays may be integrated in a single
ii Pedestrian control signals shall be mounted lens with the “hand” symbol to the left of the
at a minimum height of 2.75 m from finished “walking pedestrian” symbol.
grade to the bottom of the housing (clearance
• The “walking pedestrian” symbol may also
distance).
be in a separate section mounted below the
iii Pedestrian control indications shall not be hand.
mounted over the portions of roads travelled
3. Recommended Practice
by vehicles and shall be mounted so as to be
visible along the crosswalk from the opposite i Single head pedestrian heads or two-section
side of the roadway at an intersection. pedestrian heads with incandescent lamps
may be used.
iv Light sources for pedestrian control
indications must meet the colour ii The walking pedestrian (“Walk”) symbol shall
requirements of ITE Publication ST-217. not be displayed at any time during which the
orange hand (“Don’t Walk”) symbol or flashing
v The shape of the walking pedestrian symbol
orange hand (Pedestrian Clearance Interval) is
shall conform to the figures provided in the
displayed.
HTA Regulation 626 Sub-section 1 to the
satisfaction of the road authority.

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 Book 12  •  Traffic Signals

iii Pedestrian symbols shall be located at the primary, secondary and auxiliary signal heads
intersection so as to be visible from the should obey the legal requirements as if an
opposite side of the intersection where intersection were present in front of the
pedestrians are expected to stand to wait to activity that is taking place.
cross the roadway.
3. Recommended Practice
i The appearance of the special traffic signals
HTA Regulation 626 Sub-section 1. (10) -
should match the appearance of a normally
Signals Not At Intersections
signalized intersection in the area as closely
1. Legal Requirements as practical.

Sub-section 1. (10) states: “A traffic control signal

HTA Regulation 626 Sub-section 1. (11) -
system may be erected and maintained at a place
Amber Left Turn Arrows
other than an intersection, in which event the
arrangement of the traffic control signals shall
1. Legal Requirements
comply as nearly as possible with the provisions of
subsections (4) and (5).”
Sub-section 1. (11) states: “A traffic control signal
system that operates as a simultaneous protected
2. Interpretation
and permissive left turn system shall display a left
i This sub-section allows for the installation of: turn amber arrow indication immediately after the
display of a left turn green arrow indication.”
• “Midblock Signals” where traffic control
signals are installed solely to allow crossing of
2. Interpretation
the roadway by pedestrians.
i A simultaneous protected and permissive
• “Traffic Signals” at the intersection of a
left turn operation includes opposing left
roadway with a private driveway.
turn movements that overlap but do not
• Special traffic control signals where it is necessarily terminate at the same time.
considered necessary to install signals for
ii Where both a circular green and a left
the protection of the public. These situations
green arrow indication are used to allow
may occur at moveable bridge spans, at rail or
simultaneous protected/permissive
transit crossings, at special factory equipment
movements during a left turn, an amber
or material moving crossings of a roadway,
arrow must follow the green arrow to
and at other locations where it is necessary to
conclude the protected left turn portion of
interrupt the right-of-way of the roadway for
the phase. The left turn amber arrow may
good reasons.
be included with the green arrow in a single
• “Ramp Metering Signals” for control of traffic unit which changes from green to amber,
volumes on ramps entering a roadway (see or a separate amber arrow section may be
Subsection for HTA Regulation 626, 1. (6)). mounted directly above the left green arrow
section.
ii The appearance of traffic signals installed at
the foregoing locations shall be consistent for iii Refer to Section 3 for explanation of the terms
approaching motorists with the appearance “permissive” and “protected”.
of a normally signalized intersection. All

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 Book 12  •  Traffic Signals

3. Recommended Practice Conditions. Portable lane control signals

should be operated only during daylight hours
i Signal head types 8, 8A, 9 or 9A of Figure 2
and should be attended during use.
should be used for the protected/permissive
indications; ii It is recommended that two signal heads per
approach be used in a portable lane control
ii Flashing green and amber arrows are not
situation and that the second signal head
allowed for simultaneous left turns.
be located in the standard secondary head
location.
iii In the event that a portable lane control signal
2.4 HTA Statute 146 - Portable Lane
has to be left unattended or operated for Long
Control Signals and Regulation
Term Duration work as defined in OTM Book
606 (as amended) – Portable
7, Temporary Conditions, the signals should
Lane Control Signal Systems
meet the requirements for temporary signals,
and a legal drawing should be prepared and
While HTA Statute 146 discusses the use of Lane
approved in conformance with Regulation
Control Signals, legal details for portable lane
626, including the use of at least two signal
control signals are all listed in Regulation 606 as
heads for each approach.
noted below.

HTA Regulation 606 Section 1 2.5 Proposed Future Legislated Items

1. Legal Requirements
Bicycle Signals
Section 1 states: “Every portable lane control signal
system shall consist of at least one set of green, 1. Legal Requirements
amber and red signal-lights for each direction from
Traffic signals with images of bicycles on the lenses
which traffic is to be controlled by the system
are in use in other parts of Canada. However,
approaches.”
the Province of Ontario currently has no legal
regulations or statutes for bicycle signals.
2. Interpretation
Although bicycle signals have no formal status in
i Portable lane control signals must conform to
Ontario, the Transportation Association of Canada
the standards set out in HTA Section 146.
is currently formulating usage guidelines and
ii A legal approval process is not required for a specifications for the symbol. An Ontario jurisdiction
portable lane control signal. wishing to use a bicycle signal would have to apply
for permission under section 228 of Highway Traffic
3. Recommended Practice Act (HTA).
i Portable lane control signals are intended
for use on work sites for mobile operations,
Very Short Duration or Short Duration Work
as Defined in OTM Book 7, Temporary

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Standardization
3. Operational Practice
Standardization of the many aspects of traffic
control signal operation throughout Ontario
is important from the viewpoint of motorists’
expectations and safety. Standardization is achieved
3.1 Introduction
through the application of:
• Consistent decision-making on the need for
General and type of traffic control signals

This part of the manual gives an overview of traffic • Consistent signal head use and placement
signal operational practice. Operational analysis • Consistent traffic systems engineering/
requires an understanding of the theories of traffic analysis practices in relation to selection of
flow and experience in the application of those the mode of control
theories to traffic control signals. References may
be found in the Transportation Research Board • Consistent decision-making on the need and
(TRB) “Highway Capacity Manual”11 (HCM) and type of phasing
in ITE’s “Canadian Capacity Guide for Signalized
Intersections”1 (CCG). Items requiring standardization provincially and
locally are:
It is necessary to use industry jargon to describe • Operational design of phasing requirements
hardware and signal operations terms. The reader is and phase and interval timing
referred to the Glossary to obtain an understanding
of any unfamiliar terms that are not explained • Timing of clearance intervals
here. One specific term that is widely used by the • Determination of phase omissions or
industry is “traffic control signals”. In this section of additions by time-of-day
the manual, the term traffic control signals refers
to the system of equipment (e.g., poles, heads,
controllers, detectors, etc.) that controls traffic at Signal Operations Report
an intersection. An individual signal indication is
referred to as a “traffic signal head” or “traffic signal A Traffic Signal Operations Study may be undertaken
indication”.These terms differ slightly from the legal at intersections with operational concerns and at
definitions presented in Section 2. new intersections being considered for signals.
The Traffic Operations Study should consider the
following elements:
• Collision history at the intersection
• Pedestrian volumes at various times of day
• Turning movements, including truck and bus
volumes
• Approach speeds
• Geometric requirements
• Sight distance requirements

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 Book 12  •  Traffic Signals

• Requirement for phase adjustments (adding • Various peripherals monitor the controller
or removing) circuits: “watchdog” circuits monitor voltages
and currents and alert the “Conflict
• Modifications to timing (clearances,
Monitor/Malfunction Management Unit
minimums, splits)
(MMU)” to shut down the signals and revert
• Requirements for preemption or priority to “all flash” mode in the event of a conflict,
operations the absence of red signal indications, or low
power supply voltage.
• Proximity to other intersections
• The need to operate independently or in a It is at the discretion of the roadway authority
system to select the type and brand of traffic signal
controllers.
Chapter 4 provides a methodology for estimating
the safety impacts of signalization and may be used The Ministry and several large municipalities use
in conjunction with the standard signal justifications the Type 170 signal controller which was developed
to determine whether an intersection should be as a hardware based modular controller. The
signalized or not. Type 170 controller is based on a common set of
input/output specifications and hardware for any
manufacturers to follow. Operational software must
3.2 Controller Operation be purchased separately and is usually function
dependent.
This section addresses some of the physical
attributes of traffic signal controllers. This section Many municipalities use the NEMA specification23,
concentrates on solid state controllers, including
24
controllers, either TS1 or TS2 (Type 1 or Type
the Type 170 controller17 and the NEMA Standard 2). NEMA is a functional standard that specifies
controller23, 24. Although other types of solid state functions that all controllers must follow. The NEMA
and electro-mechanical controllers are still used controller is supplied complete with manufacturers’
by municipalities, they are not discussed in this software designed to meet or exceed the functional
manual. specifications.

Modern signal controllers consist of printed circuit All modern controllers provide connections for
boards with various peripheral devices to control conflict monitors. Conflict monitors detect the
different operations. A simplified description of their interruption of electronic circuits; signal conflicts
operation follows: on green, amber and walk signals; the absence
of sufficient voltage; and the absence of all red
• The controller’s Central Processing Unit signal indications for a given approach. Industry
(CPU) (or Remote Processing Unit (RPU) if specifications require 170 and NEMA controllers to
the controller is in a system) is programmed be operated only with conflict monitors.
using appropriate software to set all timed and
actuated intervals and variables, and to allow Detailed information on controllers may be
the required phases for the intersection. found in the publications of the major controller
• The computer board sends commands via a manufacturers and in the NEMA23, 24 and Ministry17
24 volt line to an electronic loadswitch that specifications.
allows 120 volts to pass through or be cut
off from the incoming line to the signal head
indications.

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3.3 Determination of Intersection queues, minimization of gridlock risk, minimization

Operation of vehicle stops, etc.1.

The mode of control used (see Subsection 3.4) can 2. Analysis

have a profound effect on the operational efficiency
and safety of any signal. The selection of the best Analysis includes investigation of intersection
type of control for any location can be made only conditions and the determination of relevant
with full knowledge of local conditions but, in evaluation, design or planning variables and
general, can be based on: parameters. Analysis includes consideration of
preliminary signal timing, any constraints and the
• The variation in traffic volumes on all level of detailed traffic input required. The balance
approaches throughout the day between maximum efficiency and optimal safety
• The volume of pedestrians using each is only derived from traffic control signals when
crosswalk the lengths of the various intervals are set in
accordance with traffic demands with consideration
• The percentage of large vehicles given to the safety of both vehicular and pedestrian
• The volume of specialized vehicles such as traffic.
bicycles, transit vehicles and emergency
3. Planning and Design
vehicles
• The volume of turning vehicles The planning and design step considers future
geometric features and the iterative design of the
• The seasonal variations in traffic volumes and operational parameters. The step may include field
characteristics surveys for arrival flow, saturation flow, overload
factor, average overall delay, average stopped delay
• The length of time that the signal will be in
and queue length. Appropriate methods are defined
operation (if temporary)
in the CCG.
• The volume of pedestrians with special needs
4. Evaluation
For any intersection, it is desirable to maximize
The evaluation step includes the evaluation of
efficiency of the traffic flow through the intersection
any changes made to the traffic control signals.
and provide a measure of quality of service to
Because the introduction of new traffic control
pedestrians, motorists, passengers, cyclists and the
signals interrupts the traffic flow on all intersection
movement of goods. To achieve these objectives,
approaches, it is necessary to determine:
the ITE’s “Canadian Capacity Guide for Signalized
Intersections”1 (CCG) recommends a four-step • Measured or predicted traffic flow
process which is paraphrased as follows: • Existing or planned intersection geometry

1. Definition of Objectives at an Intersection • Cycle composition of traffic movements,

phases, phase sequence, and clearance
Objectives should be clearly stated and measurable. intervals
They may include minimization of average overall • Timing design for cycle times that include
vehicle delay, equitable allocation of vehicle or times for green intervals, walk intervals and
person delay to individual intersection approaches clearance intervals
or lanes, maximization of vehicle capacity, control of
• Intersection capacity, queuing, arrival traffic
flow, peaking characteristics, and mode splits

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

The four steps and associated analyses are Pretimed (or Fixed Time) Mode
discussed in detail in ITE’s “Canadian Capacity
Guide for Signalized Intersections”1 (CCG). A pretimed controller is one that operates within
a fixed cycle length using preset intervals and no
Alternately, the practitioner may choose to use detection. A pretimed signal is a traffic control
a software program to evaluate many of the signal that directs traffic to stop and permits
factors, both local and system. The practitioner traffic to proceed in accordance with a single
should choose the appropriate software based on predetermined time schedule or a series of such
the particular problem and need. The key to the schedules. Operational features of pretimed signals,
successful use of any automated approach is a such as cycle length, split, sequence, offset, etc.,
thorough understanding of the assumptions and can be changed according to a predetermined set
constants built into the program. program or plan.

Pretimed control is best suited to locations where

traffic patterns and volumes are predictable. The
3.4 Selection of Mode of Control
equipment can usually accommodate several plans
with differing cycle lengths, splits and offsets.
General Potential advantages include:
• The consistent starting time and interval
The selection of the mode of control at any duration facilitates coordination with adjacent
intersection will depend on several factors: traffic signals. It also provides more precise
• Proximity to other signalized intersections coordination than does traffic-actuated control,
especially when coordination is needed
• Operation within an existing area of with adjacent traffic signals on two or more
interconnection intersecting streets or in a grid system.
• Operation within an arterial or area wide • Pretimed controllers do not depend on the
system movement of approaching vehicles past
• Variations in traffic flows for each approach by detectors. Thus the operation of the controller
time of day, day of week, and season is not adversely affected by such conditions as
a stopped vehicle or construction work within
• Side street to main street volume the area.
relationships
• Pretimed control may be more appropriate
• Volumes of pedestrians crossing the main than traffic-actuated control in areas where
road large and fairly consistent pedestrian volumes
• Percentage of buses and heavy trucks are present, or where confusion may occur
with the operation of pedestrian pushbuttons.
The following modes of control may be used for • Generally, pretimed equipment costs less
isolated intersections (operating independently), to purchase and install, and it is simpler and
within an interconnected system, or for a central more easily maintained than traffic-actuated
system: equipment.

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 Book 12  •  Traffic Signals

Actuated Mode In the more flexible types of controllers, the

duration of the side road green interval varies
An actuated signal is a traffic control signal that according to the traffic demand, with provision
makes use of detection to respond to vehicle and/ for a maximum limit. When the minor-street
or pedestrian demand. Depending on the number phase expires, the green indication reverts to the
and placement of loops, the operation may be fully- major street where it must remain for at least
actuated or semi-actuated. Potential advantages a predetermined minimum interval. When this
include: minimum interval expires, the control is again free
to respond to minor street actuation.
• Traffic-actuated control may provide
maximum efficiency at intersections where
As the semi-actuated controller receives no
fluctuations in traffic cannot be anticipated
actuation from traffic on the main road through
and programmed using pretimed control.
lanes, the controller may assign the right-of-way to
• Traffic-actuated control may provide maximum the side road at inopportune times (e.g. just before
efficiency at complex intersections where one the arrival of a main road platoon of vehicles). The
or more movements are sporadic or subject to effective use of semi-actuated control is therefore
variation in volume. limited to intersections with very lightly travelled
side roads, or intersections in coordinated systems
• Traffic-actuated control may provide maximum
where main road progression can be assured.
efficiency at intersections that are poorly
located within progressive pretimed systems.
In a coordinated system, side road actuation each
In these locations, interruptions of main road
cycle can be limited to a ”window” of time that
traffic are undesirable and must be held to a
best accommodates a break in the main street
minimum frequency and duration.
progression.
• Traffic-actuated control may minimize delay
during periods of light traffic because no In a semi-actuated controller, side street signal
green time is provided to phases where no indications are not usually of fixed length, but
traffic demand exists. determined by the side road’s changing traffic flow
at the intersection. The side street signal indication
• Traffic-actuated control may reduce the
can occur within a fixed cycle length, or within
number of collisions associated with the
specified minimum and maximum limits of main
arbitrary stopping of vehicles.
and side road green indications. In some cases,
certain phases or intervals may be omitted when
Semi-actuated Mode there is no actuation or demand from waiting
vehicles or pedestrians.
In semi-actuated control, detectors are located on
the side road approaches and in the left turn lanes Many jurisdictions run the semi-actuated operation
of the main road. Semi-actuated control is suitable using the “mainroad ped recall” feature. In this
for use at intersections with heavy traffic volumes mode, the controller will cycle back to the main road
on the arterial and relatively light volumes on the green/walk interval and rest in this state (called the
side road. The signal rests in green on the main non-actuated phase) until demands are detected on
road, changing to the side road only as a result of a the actuated phases.
vehicle or pedestrian actuation.

Ontario Traffic Manual  •  March, 2012

25
 Book 12  •  Traffic Signals

Fully-actuated Mode System Operation

Fully-actuated control requires detection on all General

approaches of both the main road and the side road.
Fully-actuated operation is suitable for use at: A system can vary from two or more
• Intersections where the traffic volumes of the interconnected controllers to large centralized
main road and the side road are more or less computers controlling thousands of intersection
equal but where the traffic distribution may be controllers. System intersections may be controlled
sporadic and varying as follows:

• Locations where turning volumes are high at • Local controllers at each intersection are
times and low at other times controlled by a field master controller.

• High speed locations where there is a need to • Local controllers at each intersection are
avoid “dilemma zone” problems controlled by a central computer (normally
a PC for small systems). Each controller can
In rural situations where traffic volumes on both have its own dedicated connection to the
the main road and side road are similar, central computer or a group of controllers can
presence/extension loops may be installed at the be connected to the central computer via a
stop lines on both roads. The signal phase rests in master controller.
the green display of the traffic direction last served.
Alternatively, a recall for the main road may be With the exception of signal systems using traffic
programmed so the signal rests on the main road adaptive software, systems use a common cycle
green in the absence of any other demands. length and have a definite offset relationship
for all system intersections. Any system that
Many fully-actuated intersections use set back accommodates traffic progression offers the
loops, which are located in each lane upstream following advantages over isolated/independent
from the intersection. The loops can be operated in operation:
a variety of ways. For example, set back loops can • Traffic is processed into tightly spaced groups,
count the number of vehicle actuations during a red or platoons, with gaps between platoons. The
phase and provide a green time that is based on the gaps may be used for vehicle or pedestrian
number of actuations. crossing times on sideroads, at unsignalized
intersections, or at entrances between
Another variation of fully-actuated operation is signalized intersections.
commonly used on roadways posted at 80 km/h
or greater where the side road is actuated but the • Although delay may be increased on
main road rests in green. Set back loops are used sideroads, stops for main road traffic are
to extend the green. This form of control is referred reduced and overall delay is generally
to as “long distance detection” and is described in decreased.
detail in Section 5. • Increased intersection capacity is achieved by
decreasing the number of queued vehicles
and thereby decreasing startup delays.

26 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

• The number of collisions is reduced by from the first intersection with a high probability of
reducing the speed differential between staying within a green band (successive greens).
individual vehicles.
Actuated control may allocate unused phase time
• Fewer rear-end collisions occur due to fewer
from the actuated phases (side streets or main
stops.
street left turns) back onto the main street further
• Fuel consumption, noise and air pollution are increasing progression opportunities, but decreasing
all reduced due to fewer stops and lower the certainty of the progression pattern. Actuated
delay. control simulates pretimed control when vehicle
volumes on the side street are high enough to lead
• Maintenance benefits are achieved by
to continuous vehicle actuation and cause the side
reducing field visits required to update timing
road to go to the full phase time allowed.
plans, and by providing quicker response
to problems through earlier notification of
Design and analysis software is available for
equipment malfunctions.
coordination and network analysis. The coordination
calculation is designed to progress traffic through
Coordination a particular set of traffic signals along an arterial
by using an offset time at each intersection. When
Coordination may be considered advantageous determining offsets, preference is normally given to
where intersections are spaced less than 1.0 km the direction with the higher traffic demands.
apart with posted speeds less than 80 km/h, or
where intersections are spaced less than 1.5 km The effectiveness of two-way progression is a
apart for posted speeds of 80 km/h and over. function of intersection spacing, cycle lengths,
and the number of signals in the control area.
In a simple coordinated system, different timing When controlling a grid network, the balancing of
plans may be selected on a time-of-day basis or directional preferences is more difficult than for
on a traffic responsive basis. In traffic responsive single arterials, but similar principles are used.
systems, vehicular volume and density (occupancy)
are measured by detection devices in the roadway,
and appropriate cycle lengths and offsets are Modes for Isolated Operation
chosen for programming into the master controller
or central computer. When a traffic signal is running isolated from other
surrounding signals, it does not necessarily have
In a more complex traffic adaptive system, the to operate in a coordinated manner and therefore
traffic is continually travelling over loops placed does not need a constant cycle length. Actuation
downstream of all intersections and the central of vehicle phases is generally the most efficient
computer calculates and applies new cycle lengths, means of operating isolated signals if traffic
splits and offsets to better accommodate the traffic volumes vary. Similarly, pedestrian actuation is
flows. generally the most efficient means of operating
the signals if pedestrians are not present for the
Where good progression is possible, pretimed majority of signal cycles.
operation can promote the formation of tight
platoons of traffic. This is because vehicles entering
the coordinated route will usually be released

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 Book 12  •  Traffic Signals

3.5 Phase Determination

(F4) (F7)

SIDE ROAD
F8 F3
OR
(4P)
General 8P

6P (6P)
The number of phases required for efficient
operation depends on the physical characteristics of F6 (F6)
the intersection, collision trends and patterns, and (F5) F5 F1 (F1)
(F2) F2
the through and turning movements taking place. MAIN ROAD

The smallest practical number of phases should 2P

always be used to reduce the “lost time” due to
clearance intervals between phases. 4P
(8P)
Note: Movement designations
with “( )” denotes 170 faze F7 F4
Guidelines are available in ITE’s “Canadian Capacity conventions. (F3) (F8)

Guide for Signalized Intersections”1 (CCG).

Figure 5 – NEMA and 170 Movements
Where the volume of vehicular or pedestrian
The NEMA convention for traffic movements
traffic entering or crossing one or more
is shown in Figure 5. “F” designates a “faze”
approaches is sufficient to impact the operation
(movement) number, and “P” designates a
of the intersection, but not sufficient to justify a
pedestrian movement number. The following
completely separate phase, one or more of the
convention is used:
normal phases may be split or programmed as a
“subordinate” phase to provide an interval within • The through fazes are even numbers starting
the associated or parent phase. An advanced green with faze 2 (always on the main road) in either
combined with a through movement is an example the northbound or eastbound location and
of a subordinate phase. progressing counter-clockwise around the
intersection (clockwise for 170 controllers).
The number and type of phases required will
• Unless separate signal indications are
largely depend on the volumes and intersection
provided, the right turn movements are
geometrics. The number of required phases and
usually represented by the faze number
their sequence constitute the cycle structure.
designated to the adjacent through
movement.
Standard Movements • The left turn fazes are odd numbers, starting
with faze 1 (always on the main road) in the
General southbound to eastbound or the westbound
to southbound direction and progressing
It is recommended that the standard traffic counter-clockwise around the intersection
movements be identified by number according (clockwise for 170 controllers).
to the type of controller. The type 170 controller17 • Faze 1 always opposes faze 2. Odd number
and the NEMA type controller23,24 use similar fazes are always left turn movements and
numerical methods to identify phases. However, by even numbered fazes are always through
convention, the side street phase numbers used by movements.
170 and NEMA controllers are reversed.

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Interval Sequence pedestrians clearing the intersection23.

In a protected mode the left-turning motorist is
A phase can be broken down into a sequence of given a signal display that provides right-of-way over
intervals. An interval may be defined as a period conflicting traffic. Both pedestrians and opposing
of time during which the signal indications do not traffic are prohibited from crossing the path of the
change. An interval may include, for example, a left-turning vehicle during the protected left-turn
green ball and green arrow, or a solid amber ball movement. The protected left turn is indicated by a
indication. The traditional normal sequence of left arrow display.
indications is indicated in a phase “diagram”.
In a fully-protected mode, left turning traffic is
prohibited from moving other than when provided a
protected left turn indication.
Phase Diagrams
Permutations and combinations of different modes
It is recommended that phase sequence diagrams of left turns are possible. For example, a permissive
be on or attached to the approved signal timings movement may be applied to one approach and a
to ensure the phasing matches the signal layout protected movement may be applied to another
within the same intersection.
shown. The phase sequence diagram should include
the following information:
In some cases, simultaneous left turns are used
• Each lane should be shown. where left turning traffic from opposing directions
are allowed to make their turn at the same
• The signalized movements should be shown
time during protected left-turn movements. The
in solid lines with the appropriate movement
simultaneous left turns are indicated by left arrow
numbers.
• The movements within each circle should
PHASE A PHASE B
represent only those taking place within
the phase. 6P

• The connecting lines between the phase 6

8
circles should be solid with arrows indicating

8P
4P

4
the permitted direction of phase change. 2

All phase sequence diagrams are specific to 2P

the intersection and must be individually
determined.
170 CONTROLLER
The examples in Figures 7 and 8 show three phase
and multi phase diagrams for “permissive” and PHASE A PHASE B
“protected” left-turn movements for the 170 and 6P
NEMA controllers.
In a permissive mode, the left-turning motorist is 6
4
8P

4P

permitted to turn during the normal circular green 8

display, and can complete the turn if adequate 2
gaps occur in opposing traffic. The motorist must
yield to opposing traffic and pedestrians crossing 2P
the roadway. The left-turning vehicle can clear the NEMA CONTROLLER
intersection on the normal amber indication after
yielding to any opposing through vehicles and Figure 6 – Two Phase Diagram

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

displays facing each opposing lane of turning

PHASE B
vehicles. For true simultaneous operation, both PHASE A "RECALL PHASE"

opposing left-turn phases start and stop at the 6P

same time. However, because it is common to 5

6

apply detection to both opposing lefts, the term 2

“simultaneous” is also used for the case where 2P

2

the two left-turn indications may start and end at 2P

different times.
PHASE C

Two Phase Operation 4P

4
8
In a two phase operation, the controller simply
8P
alternates between main road and side road greens
and can run under any mode of operation. Figure 6
shows the phase diagram. 170 CONTROLLER

PHASE B
PHASE A "RECALL PHASE"

6P
Three Phase Operation
5 6
2
A three phase operation adds a left-turn signal 2
2P
on one approach. An example of this operation 2P
is shown in Figure 7 in which movement 5 is the
advance green. Note that this operation would be PHASE C
classed as “protected permissive” as the left-turn
green signal display shows a left-turn arrow type 8P
8, 8A, 9 or 9A, or a flashing green arrow for the 8
protected left-turn movement. Permissive left turns 4
4P
are permitted after the left-turn display has cleared.

Note that in Figure 7, the phase sequencing arrows NEMA TYPE

show that the signal can not sequence from Phase

B directly to Phase A, but must first pass through Figure 7 – Three Phase Diagram
Phase C. (This operation ensures that a call for an
Multiple Phase Operation
advance green within Phase B does not create a
trap situation.) The arrows also ensure that after
The number of phases may be increased where
serving an advance green phase, the signal must
analysis indicates that additional phases are
sequence to Phase B so as not to violate driver
required to serve the traffic demands effectively.
expectancy: drivers expect the parent through
phases to come up after an advance green.
For more complete discussions of phase
diagrams and allowable phases and interval
sequencing within the dual ring configurations,
the engineer/analyst should consult the printed
materials of the major controller manufacturers
and the Ministry’s Electrical Design Manual3.

30 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

"RECALL PHASE"
"RECALL PHASE"

170 CONTROLLER NEMA TYPE

Figure 8 – Multi Phase Diagrams with Fully Protected Operation on the Main Road
and Protected/Permissive Operation on the Side Road

For demonstration purposes, diagrams showing • Walking Pedestrian (“Walk”) shall be displayed
eight phase operations with protected/permissive only when the corresponding through
simultaneous left turns on the side road approaches movement green indications are displayed, or
and fully protected simultaneous left turns on the when an all-red period is displayed if special
main road are shown in Figure 8. The following pedestrian phasing is used (such as leading
should be noted: pedestrian intervals or exclusive pedestrian
• Stopped traffic is not shown. phases). The Walking Pedestrian indication
does not necessarily have to be displayed
• The operation shown will operate with a with the green at actuated intersections
maximum of six phases per cycle since only (where a pushbutton actuation is used) as this
phase ’B’ or ‘C’ on the main road and phase approach allows for the use of less vehicular
‘F’ or ‘G’ on the side road may occur in any green time during cycles when no pedestrians
one cycle. are waiting to cross.
• Flashing Hand (“Flashing Don’t Walk”, (FDW))
Pedestrian Phases should be displayed after every Walking
Pedestrian indication as this is a clearance
interval required to warn pedestrians of an
General
upcoming steady Hand Outline indication.
Most agencies terminate the flashing hand
Pedestrian signal indications should follow the
at the beginning of the amber but it is
following sequence:
permissible to continue the FDW through

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31
 Book 12  •  Traffic Signals

the amber or all-red clearance intervals as but in practice the clearance interval is also allowed
this may provide additional information or to continue until the beginning of the all-red.
reassurance to crossing pedestrians.
Pedestrians facing the flashing Hand Outline must
• Steady Hand Outline (“Don’t Walk”) shall be
not start to cross the roadway in the direction of
displayed with any conflicting phases. This
the pedestrian signal indication. Pedestrians who
indication may also be displayed during the
have started the crossing while facing the Walking
amber and all-red displays.
Pedestrian indication may complete their crossing
and have the right-of-way over traffic to do so.
Exclusive Pedestrian Phases Pedestrians facing the steadily illuminated Hand
Despite the pedestrian indications discussed above, Outline indication must not enter the roadway.
an exclusive pedestrian phase typically shows
the walk indications for one or more pedestrian The flashing Hand Outline should be flashed at a
movements while displaying red on all traffic rate of not more than 60 nor less than 50 ON and
signal indications. Exclusive pedestrian phases OFF flashes per minute, with the length of each ON
are normally required only where the volumes period approximately equal to the length of each
of crossing pedestrians are extremely high and OFF period.
safety is impaired by the use of normal pedestrian
display intervals parallel to the (vehicle) signal head.
Left-Turn Phase Justification
Driver confusion and undesirable delays must
be carefully considered before implementing an
exclusive pedestrian phase. “No Right Turn On Red” General
regulations implemented with this phasing may
be considered to minimize conflicts and maximize Left-turning movements are affected by
pedestrian throughput. turning volume, lane configurations, pedestrian
movements, opposing traffic flow, the width of the
intersection, and the phasing of the traffic control
Leading Pedestrian Phases
signals.
Another form of priority pedestrian phasing is the
advance pedestrian interval where a walk indication Except for the case of a protected left-turn phase,
(generally around 4 to 6 seconds in duration) is left-turning vehicles will take more time to clear
provided in advance of the corresponding vehicle the intersection than the straight through vehicles
green indications to give pedestrians a head start on because of the opposing traffic. The left-turning
parallel or turning traffic. vehicles may also block through vehicles unless
a separate left-turn lane with adequate storage is
Pedestrian Signal Operation provided.

Pedestrians facing the Walking Pedestrian indication The contents of this subsection assume that an
may enter the crosswalk and proceed in the adequate left-turn lane can be provided.If this is
direction of the Walk display. For the pedestrian not the case, consideration should be given to
interval clearance, the Hand Outline should be restricting left-turning movements to one direction
a flashing indication. The clearance interval may only or to providing a separate phase. Where shared
terminate (and change to the steady Hand display) left-through lanes are considered, and through
at the onset of the accompanying vehicular amber, traffic is blocked by a left turn vehicle, lane changes
by through traffic must be taken into account.

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Approximation Table 2 – Capacity Factor for Opposing Lanes

A simplified method using traffic volumes to

Number of Opposing
estimate delays may be used initially to analyze 1 2 3 4
Flow Lanes
the need for left-turn phases at planned or existing
signalized intersections. The method is as follows. (f) value 1.0 0.625 0.5 0.44

Source: ref. 23
A left-turn phase may be justified:
i If the left-turning vehicles are not finding modified by a factor “f” to take into account the
suitable turning gaps, volume exceeds at effect of multiple opposing lanes, as given in
least two vehicles per cycle, and the Level Table 2.
of Service at the intersection will not be
jeopardized; or The left-turning volumes normally include an
allowance of two vehicles clearing the intersection
ii If the left-turning volume plus the opposing
per cycle by turning on the amber/all-red interval,
volume > 720 vehicles per hour; or
(assuming a reasonably large intersection).
iii If a field check shows that vehicles
consistently require more than two cycles in The capacity of the left-turn lane during the
the queue in order to turn left; or permissive stage (no separate left-turn phase) is
given by:
iv. If an over-representation of left turning
collisions is identified at the intersection
cLt = 1400 G/C - (f) Vo + Lta

Analytical Method where:

cLt = the capacity of the separate left-turn lane
Several analytical methods for determining the
during the permissive stage of the phase in
justification for separate left-turn phases are used in
vehicles per hour
Ontario.
(f) = the volume adjustment for the opposing
Ontario Capacity Analysis Method number of lanes (Table 2)
Vo = total opposing traffic flow (vph), including
The capacity analysis method is particularly useful
through lanes, shared lanes and right-turn
for the planning of new signals.
lanes where right-turn channelization does
not exist
The threshold capacity of a left-turn lane can be
stated as [1400 G/C - Vo] taking into account Vo, the G/C = green time interval for the opposing
opposing volume of traffic. This method checks to flow/cycle length (seconds)
determine whether the left-turn volumes are greater
Lta = 7200/C vph and is the number of vehicles
than the threshold capacity required for a left-turn
turning left on amber assuming two
phase. Vo includes right-turning traffic if there is no
vehicles per cycle
right-turn channelization. G is the green time for the
opposing flow in seconds, and C is the cycle length
If the calculated value of cLt is less than the
in seconds. If there is more than one opposing lane
actual number of left-turning vehicles, then a
(not counting opposing left-turning vehicles), the
separate left-turn phase may be justified. If the
left-turn lane capacity of [1400 G/C - Vo ] must be

Ontario Traffic Manual  •  March, 2012

33
 Book 12  •  Traffic Signals

opposing and the left-turning traffic is mixed with protected operation should be considered.
transit buses and trucks, the volumes in the formula Protective/permissive operation may be
should be adjusted to represent passenger car considered for use with dual left-turn lane
equivalent volume. operation only when:
• The geometry of the intersection and
Canadian Capacity Guide approaches allows proper turning
treatment.
The Canadian Capacity Guide1 provides capacity
• The opposing through volumes are very
evaluation techniques for left turns which consider
low and it is considered that motorists
many variables such as lane geometry, city
will not have problems judging gaps in
environment, pedestrians and multiple turn lanes. It
opposing traffic from the most right-
is particularly applicable if saturation flow rates have
hand left-turn lane.
been measured for a jurisdiction, and particularly
useful for understanding the effect of various 3. Simultaneous left-turn operations should be
factors in complex situations. The relative capacities considered wherever both opposing left-
of various options can be compared to find the turn lanes require separate phases and the
phasing which best suits the left-turn demand. geometry of the intersection allows. The left-
turn phases may be operated in the
protected/permissive mode or the fully
Determination of the Type of Left-Turn Phase protected mode.
Recommended practice for simultaneous
General protected/permissive left-turn operation with
single left-turn lanes uses type 8, 8A, 9 or
Once it has been determined that a left-turn phase 9A signal heads. Fully-protected left-turn
is required, it is necessary to assess the type of operation must use separate left-turn signal
operational characteristics required. These range heads (type 2 heads). A sign showing “Left-
from the relatively simple and common protected/ Turn Signal” is also required for fully protected
permissive advanced green on one approach only left-turn operation. The sign should be located
(using type 8, 8A, 9 or 9A signal heads) to the to the left of the median pole between the
complex multiple phase operation with left-turn left-turn signal head and the pole, or as close
phases in all directions. The traffic engineer/analyst to the signal head as practical and as specified
must choose the type of operation and should in Book 5 – Regulatory Signs.
consider the following issues:
4. Delayed green or permissive/protected
1. If there is a geometric or visibility problem operation should be considered only where
at the intersection, or if there is a historical there is no opposing left-turn movement
collision pattern involving left turn vehicles, that could create an unsafe trap situation.
a fully protected left-turn phase should be The MUTCDC (B4.5.3) defines the trap as
considered. entrapment and uses the following example,
2. Where the capacity analysis of equivalent “an entrapment could be created if Approach
turning volumes or queue end requirements 1 rests in green and Approach 2 goes to
indicates that dual left-turn lanes are required, amber. Left-turn drivers on Approach 2 would
due to equivalent left-turning volumes or expect that vehicles on Approach 1 also
because of queue length requirements, fully have the amber indication and, therefore,

34 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

would be preparing to stop. Left-turn drivers of the HTA, the 2007 edition of this guide directed
on Approach 2 may try to use the clearance that the use of the flashing green ball should be
interval to cross opposing traffic which would discontinued after January 1, 2010. Jurisdictions
still have a green indication on Approach 1.” still employing the flashing green ball display should
now have plans for phasing out all such operations.
Types of Left-Turn Phasing
Protected/permissive, single direction, left turn
phasing is shown in Figure 9.
The figures shown in this section are intended
only to show the left-turn parameters. They have
2. Right Turn Overlap Phase
been adopted from the TAC MUTCD14. Additional
amber, clearance and other traffic movement
Right turn phasing may be controlled in a permissive
phases beyond those shown may be required to
or protected manner depending on demand, lane
accommodate the local conditions of a specific
configuration, the presence of pedestrians, and the
intersection.
operation of other phases at the intersection.
1. Protected/Permissive Single Direction
Right turns may be operated in a protected mode
Left Turn Phasing
on an overlap phase to increase efficiency at an
intersection. The most typical overlap is the right
Protected/permissive single direction left turn signal
turn operating at the same time as a perpendicular
phasing (also known as “advance green” phasing)
left turn protected phase.
gives a protected/permissive left-turn movement
in one direction. The left-turning vehicles are first
Right turn overlap phasing is shown in Figure
given a protected interval on which to turn with the
10. The overlap right turn phase is controlled by
opposing traffic (including conflicting pedestrians)
a four section signal head, (Type 11 or 11A) in the
stopped. The associated through and right-turning
primary position. The clearance from protected to
vehicles are also allowed to proceed during the
permissive right turn is typically achieved through
protected left-turn phase. After the protected left
a short period between the end of the right turn
turn movement terminates with a clearance interval,
arrow display and the beginning of the Walk display
the opposing traffic is released with a normal
and green ball display.
circular green ball display, allowing the left-turning
vehicles to turn only after yielding to any opposing
Right turn overlap phasing is generally only required
traffic.
where there is high right turn demand through parts
of the day. An exclusive right turn lane is strongly
Signal heads 8, 8A, 9, 9A, 10 or 10A may be used
recommended for the operation of right turn overlap
for protected/permissive single direction operations.
phasing. It should be noted that as this phasing
The use of the amber arrow after a green left turn
may cause some issues for visually impaired
arrow is mandated by Regulation 626 of the HTA
pedestrians, the use of accessible pedestrian
for simultaneous left turn operation. For single
signals may be required to provide an audible cue to
direction left turns, the use of the amber arrow is
waiting pedestrians as to when to start crossing.
optional but should be used for consistency and to
conform with TAC’s requirements. While the use of
Right turn overlap phasing can also be implemented
either a circular flashing ball (in a Standard, Highway
with back-to-back dual left turn protected permissive
or Oversize Highway head) or a flashing arrow
display is currently allowed under Section 144 (13) phasing.

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 Book 12  •  Traffic Signals

3. Protected/Permissive Simultaneous Left To help the motorist to recognize the Type 2 left-
Turn Phasing turn signal heads, a “Left Turn Signal” sign must
be placed adjacent to the Type 2 heads. The fully
Protected/permissive simultaneous left turn phasing protected simultaneous left turn operation is used
gives left-turning vehicles from opposing directions where the visibility of vehicles making left turns
a protected left-turn phase at the same time. No to the opposing traffic (or vice versa) is limited,
other conflicting vehicles or pedestrians are allowed or where distractions caused by turning traffic
to enter the intersection during the simultaneous are a concern. The operation may also be used
protected left-turn phase. After the simultaneous where the opposing traffic approach has high
protected left-turn phase has been terminated, the volumes resulting in poor availability of gaps in
left-turning vehicles are permitted to turn through the opposing traffic for permissive left turns. Fully
opposing traffic, but they must yield right-of-way. protected simultaneous left turn phasing should
also be used on high speed roads with potential
When the left-turn lanes are separately actuated, visibility problems due to geometry, or where
the protected left-turn phase from one direction collision problems exist. Double left-turn lanes may
may terminate before the other left-turn phase. also require fully protected simultaneous left turn
When this occurs, the associated through and phasing. Figure 12 shows the basic intervals.
right-turn vehicles, and non-conflicting pedestrians,
are allowed to proceed with the one remaining 5. Permissive/Protected Lagging Left Turn
protected left-turn movement. If there are no Phasing – Single Direction
opposing left-turning vehicles during a cycle, the
opposing protected left-turn phase can be skipped. For permissive/protected lagging left-turn phasing,
In this case, the operation during that cycle will be left-turning vehicles are first permitted to turn after
similar to a single direction protected/permissive yielding to opposing vehicles during a normal green
operation. Figure 11 shows the basic intervals. ball display. They are then provided with a protected
left-turn phase in one direction after the opposing
4. Fully Protected Simultaneous Left approach has been terminated with a circular amber
Turn Phasing and circular red display. The associated through and
right-turn movements are allowed to proceed during
In full protected simultaneous left turn phasing,
the protected left-turn phase. This type of phasing
left turns move only in a fully-protected mode. This
should only be used at locations where there is
phasing requires left-turning vehicles to be provided
no opposing left-turn movement, for example,
with their own traffic control signal heads. Left-
at “T” intersections and at 4-Leg intersections
turning vehicles from opposing directions are given
where the opposing left-turn movement is
a left-turn indication at the same time. No other
prohibited. If used in other situations, an opposing
conflicting vehicles or pedestrians are allowed to
left-turn vehicle may choose an inappropriate time
enter the intersection during the left-turn phase.
to proceed while waiting for a gap as motorists
In normal Ontario practice, the turn movements
generally expect the opposing traffic to receive the
are usually programmed to give overlapping
same signal indications (i.e., an amber display) at
simultaneous lefts. The left-turn intervals are
the same time. It is also suggested that signs be
terminated with their own clearance displays, and
installed indicating the operation of the extended
left-turning vehicles are not permitted to proceed
left turn. Figure 13 shows the basic intervals.
when the opposing through traffic is given a green
indication. The opposing left turns may terminate at
different times.

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 Book 12  •  Traffic Signals

6. Separate Protected Left Turn Operation

(Separate Phasing)

Seperate protected left turn phasing allows one

traffic approach to the intersection to proceed
while the traffic on all other approaches is stopped.
All movements on the separate phase approach
including left turns are permitted to proceed through
the intersection.

Separated protected left turn phasing is typically

used to improve capacity where intersection
geometrics prevent simultaneous left turns, or
where there are shared lanes. This phasing may
also be chosen as an effective countermeasure
where a left turn with opposing through collision
pattern cannot be resolved through other, less
restrictive methods. Separate phasing is generally
less efficient than other types of left turn phases
or the standard two-phase operation, but it offers a
very effective way to eliminate this specific collision
type.

Figure 14 illustrates the basic intervals for separated

protected left turn phasing.

7. Lagging Fully Protected Simultaneous

Left Turn

The lagging fully protected simultaneous left turn is

similar to the Fully Protected Simultaneous Left Turn
operation described previously except that left-turn
movements are given a protected phase after the
through traffic phase.

Lagging fully protected simultaneous left turn

phasing is seldom used, however, since left-
turning displays are normally displayed before the
through traffic indications. The exception occurs
at intersections that are running fully actuated
operation. At these locations, the fully protected left
turn phase may lead or lag the through movement
for any specific cycle depending on vehicle
actuation.

Ontario Traffic Manual  •  March, 2012

37
38
PROTECTED/PERMISSIVE SINGLE DIRECTION LEADING LEFT-TURN PHASING

SIGNAL HEAD PLACEMENT

The minimum requirement is one
primary and one secondary
signal head for each approach.
Auxiliary signal heads may be
used as necessary.
INTERVAL I II III IV V VI VII VIII IX

A A
1
A
A 2
A
B
B 1 A

A A

2 4

Signal head (B) should be located

directly in line with the left-turn
A lane. It is normally mounted on a
signal pole located on the median
island.

A P P ROAC H
3

3
Book 12  •  Traffic Signals

A A
A
A

Ontario Traffic Manual  •  March, 2012

2

B
1
A A

A A
4
A
4
NOTE: Signal head (B) can be a five-section signal head with separate amber and green arrow lenses as illustrated, or a four-section signal head with a single
If no median island is present, this
fibre optic green/amber arrow lens.
can be accomplished by using an
OPERATION: extended mast arm, span wire, or
a signal bridge that also holds the
The phasing sequence has a protected left turn on approach (1) during which all traffic on approach (1) may exclusively enter the intersection (Interval I). The
primary signal head (A) for the
protected left-turn phase is cleared through the use of an amber arrow indication (Interval II). All traffic on approaches (1) and (2) are permitted to enter the through/right-turn movements.
intersection (Interval III) during which time left turns on approaches (1) and (2) are permitted. Traffic on approaches (1) and (2) are cleared with an amber ball
indication (Interval IV) and an all-red indication (Interval V). The standard phasing is used for approaches (3) and (4) (Intervals VI to VIII).

Figure 9 – Protected / Permissive Single Direction Leading Left-Turn Phasing (Source: TAC Figure B4-1)
 PROTECTED/PERMISSIVE SINGLE DIRECTION LEADING LEFT-TURN PHASING AND RIGHT-TURN OVERLAP

SIGNAL HEAD PLACEMENT

The minimum requirement is one
primary and one secondary
signal head for each approach.
Auxiliary signal heads may be
used as necessary.
INTERVAL I II III IV V VI VII VIII IX

A C
1
A
A 2
A
B
B 1 A

A A

A 4
2
P
Signal head (B) should be located
P directly in line with the left-turn
R A lane. It is normally mounted on a
O signal pole located on the median
A island.
C
H 3

A
Book 12  •  Traffic Signals

A C
C
A 2

Ontario Traffic Manual  •  March, 2012

B
1
A A

A A
4
A
4
NOTE: Signal head (B) can be a five-section signal head with separate amber and green arrow lenses as illustrated, or a four-section signal head with a single
If no median island is present, this
fibre optic green/amber arrow lens.
can be accomplished by using an
extended mast arm, span wire, or
OPERATION:
a signal bridge that also holds the
The phasing is similar to that of Figure 9 with the addition of a protected right-turn on an overlap phase (3). The protected phase occurs simultaneously with the primary signal head (A) for the
protected left-turn phase (1). The clearance occurs during the amber arrow display for the perpendicular street. through/right-turn movements.

Figure 10 – Protected / Permissive Single Direction Leading Left-Turn Phasing and Right-Turn Overlap

39
40
PROTECTED/PERMISSIVE LEADING SIMULTANEOUS LEFT-TURN PHASING

SIGNAL HEAD PLACEMENT

The minimum requirement is one
primary and one secondary
signal head for each approach.
Auxiliary signal heads may be
used as necessary.
INTERVAL I II III IV V VI VII VIII IX

A A
1
A
A 2
B
B
B 1 A

A A A
P
P
R
O 4
A 2
C A Signal head (B) should be located
H
directly in line with the left-turn
lane. It is normally mounted on a
B signal pole located on the median
island.

3
Book 12  •  Traffic Signals

A A
A

Ontario Traffic Manual  •  March, 2012

A 2

B B
1
A

A A
4
A
4
NOTE: Signal head (B) can be a five-section signal head with separate amber and green arrow lenses as illustrated, or a four-section signal head with a single
If no median island is present, this
fibre optic green/amber arrow lens.
can be accomplished by using an
OPERATION: extended mast arm, span wire, or
a signal bridge that also holds the
The phasing sequence has a protected left turn on approaches (1) and (2) during which left-turning traffic may exclusively enter the intersection simultaneously
primary signal head (A) for the
(Interval I). Each protected phase is cleared through the use of an amber arrow indication (Interval II) and an all-red interval (Interval III). All traffic on through/right-turn movements.
approaches (1) and (2) are permitted to enter the intersection (Interval IV) during which time left turns are allowed. Traffic on approaches (1) and (2) are cleared
with an amber ball indication (Interval V) and an all-red indication (Interval VI). The standard phasing is used for approaches (3) and (4) (Intervals VII to IX).

Figure 11 – Protected / Permissive Leading Simultaneous Left-Turn Phasing (Source: TAC Figure B4-2)
 FULLY PROTECTED LEADING SIMULTANEOUS LEFT-TURN PHASING

SIGNAL HEAD PLACEMENT

The minimum requirement is one
primary and one secondary
signal head for each approach.
Auxiliary signal heads may be
used as necessary.
INTERVAL I II III IV V VI VII VIII IX

A A
1
C A A C
A 2
C
C
1 A
C A

A A A
P
P
R
O 4
A 2
C The primary left-turn signal head
H
(C) should be located directly in
C A
line with the left-turn lane. It is
normally mounted on a signal
pole located on the median island.

3
Book 12  •  Traffic Signals

A A

Ontario Traffic Manual  •  March, 2012

A
A C
A 2
C
C
1 A
C A

A A
4
A
4
NOTE: At an actuated intersection when the left turn is called on one approach and not on the opposing approach, the controller may be programmed to
If no median island is present, this
display the Fully Protected Leading Left-Turn Phasing (Figure B4-7) for that approach.
can be accomplished by using an
OPERATION: extended mast arm, span wire, or
a signal bridge that also holds the
The phasing sequence has a protected left turn during which only left-turn traffic on approaches (1) and (2) may enter the intersection (Interval I). The protected primary and secondary through
left-turn phase is cleared with an amber ball indication (Interval II) and an all-red interval (Interval III). Only through and right-turn traffic on approaches (1) and /right-turn signal heads (A).
(2) may enter the intersection (Interval IV). The through and right-turn traffic is cleared with an amber ball indication (Interval V) and an all-red interval (Interval
VI). The standard phasing is used for approaches (3) and (4) (Intervals VII to IX).

Figure 12 – Fully Protected Simultaneous Left-Turn Phasing (Source: TAC Figure B4-5)

41
42
PERMISSIVE / PROTECTED SIMULTANEOUS LAGGING LEFT-TURN PHASING

SIGNAL HEAD PLACEMENT

The minimum requirement is one
primary and one secondary
signal head for each approach.
Auxiliary signal heads may be
used as necessary.
INTERVAL I II III IV V VI VII VIII IX

A A
1
A
A 2
B A
B
1 A

A A A
P
P
R
O 4
A 2
C Signal head (B) should be located
H
directly in line with the left-turn
A
lane. It is normally mounted on a
signal pole located on the median
island.

3
Book 12  •  Traffic Signals

A A

Ontario Traffic Manual  •  March, 2012

A
A 2

B
1
A A

A A
4
A
4

If no median island is present, this

OPERATION: THIS PHASING CAN BE USED ONLY WHEN LEFT TURNS ARE NOT PERMITTED ON APPROACH (2). can be accomplished by using an
All traffic on approach (1) and through and right-turning traffic on approach (2) may enter the intersection (Interval I), during which time left turns on approach (1) extended mast arm, span wire, or
are permitted. The traffic on approach (2) is cleared with an amber ball indication (Interval II) and a portion of the red ball interval (Interval III). A protected left a signal bridge that also holds the
turn follows on approach (1) during which all traffic on approach (1) may exclusively enter the intersection (Interval IV). The traffic on approach (1) is cleared with primary signal head (A) for the
an amber ball indication (Interval V) and an all-red interval (Interval VI). The standard phasing is used for approaches (3) and (4) (Intervals VII to IX). through/right-turn movements.

Figure 13 – Permissive / Protected Simultaneous Lagging Left-Turn Phasing (Source: TAC Figure B4-4)
 SEPARATE PROTECTED LEFT-TURN PHASING

SIGNAL HEAD PLACEMENT

The minimum requirement is one
primary and one secondary
signal head for each approach.
Auxiliary signal heads may be
used as necessary.
INTERVAL I II III IV V VI VII VIII IX

A A
1
A
A 2
D D
D
1 A

A A A
P
P
R
O 4
A 2
C Signal head (D) should be located
H A directly in line with the left-turn
D lane. It is normally mounted on a
signal pole located on the median
island.

3
Book 12  •  Traffic Signals

A A
A

Ontario Traffic Manual  •  March, 2012

A 2
D
D
1 A

A A
4
A
4
NOTE: Signal head (D) is a four-section signal head with a green arrow.
If no median island is present, this
can be accomplished by using an
OPERATION: extended mast arm, span wire, or
The phasing sequence has a protected left turn during which all traffic only on approach (1) may enter the intersection (Interval I). The protected phase is a signal bridge that also holds the
cleared with an amber ball indication (Interval II) and an all-red interval (Interval III). A protected left turn follows, during which all traffic only on approach (2) may primary signal head (A) for the
through/right-turn movements.
enter the intersection (Interval IV). The traffic on approach (2) is cleared with an amber ball indication (Interval V) and an all-red interval (Interval VI). The
standard phasing is used for approaches (3) and (4) (Intervals VII to IX).

Figure 14 – Separate Protected Left-Turn Phasing (Source: TAC Figure B4-9}

43
 Book 12  •  Traffic Signals

3.6 Timing General

The required clearance time for any through

General movement phase is related to the approach
operating speed, motorists’ perception and reaction
To estimate the timing required for intervals and times, the crossing width of the intersection,
phases, reasonably up-to-date or predicted traffic and the average deceleration rate of the vehicles.
volumes per movement are needed. Before Amber times are set so that motorists can reach the
deriving the traffic control signal timing, vehicle and intersection if they are unable to stop when at the
pedestrian traffic flow and equivalent volumes must decision point for stopping or proceeding. The all-red
be analyzed. Traffic demand analysis will determine
the optimum interval timing to best balance safety Table 3 – Minimum Interval Times
and traffic flow efficiency.
Preferred Minimum
Interval
Guidelines are available in ITE’s “Canadian Capacity (seconds) (seconds)
Guide for Signalized Intersections”1 (CCG). Circular green
for roads posted
When determining equivalent traffic volumes (in 10.0 7.0
at less than 80
accordance with the principles of the CCG1), care km/h
should be taken to apply appropriate factors for
Circular green for
turning vehicles, heavy vehicles (trucks and buses), 20.0 (Main Road) 15.0 (Main Road)
roads posted at
and approach lanes. In urban conditions, the 10.0 (Side Road) 7.0 (Side Road)
80 km/h or more
number of usable lanes may also vary at different
Circular amber 3.0 3.0
times of the day as on-street parking, bus stops,
HOV lanes, etc., may be present. The CCG uses Protected
the theory of intersection and lane flow ratios to arrow portion
7.0 5.0
determine minimum and optimum cycle times, of protected /
capacity, delay and lost time per cycle. permissive
Clearance for
However, consideration of minimum interval timing protected portion
3.0 2.0*
is required before the analysis of the cycle timings. of protected /
permissive
Fully protected
Minimum Interval Timing 7.0 5.0
left or right
Amber clearance
Motorists do not expect a signal display that 3.0 3.0
for fully protected
has just started to be terminated immediately1.
All red 1.0 1.0
Minimum interval times are used to avoid this
situation. Table 3 shows guidelines for minimum Transit priority 5.0 3.0
interval timing values. Pedestrian walk 7.0 5.0
Pedestrian
5.0 3.0
clearance

Source: ref. 1 (in part)

* NEMA controllers are limited to 2.7 seconds minimum.

44 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

times are set so that vehicles just crossing the stop The amber interval [y = t + V/(2a±70.6g)] informs
line have sufficient time to clear the intersection. It the driver that the right-of-way is about to be
is generally accepted that the posted speed is used changed and must therefore provide sufficient time
to ensure safe clearance times. for the approaching motorist to travel the stopping
sight distance. The amber clearance interval in Table
Amber and All-Red Clearance Intervals 4 assumes 1.0 seconds as the minimum perception-
reaction time, and assumes a level approach
The total clearance period is separated into the grade. The road authority may, at its discretion and
amber interval clearance and the all-red interval under specific conditions (typically isolated rural or
clearance. The clearance period may be expressed high-speed locations) choose to employ a longer
as:1, 22 perception-reaction time. If this is the case, and/or if
the approach grade to the intersection is significant,
clearance = y+r = amber + all-red the amber time must be calculated directly from the
= [t+V/(2a±70.6g)]+[3.6(W+l)/V] formula above.

Where: The all-red interval [r = 3.6 (W +l)/V] represents the

time required to provide a safe passage across the
y = amber interval clearance(s) intersection for vehicles entering the intersection
at or near the end of the amber interval. In the
r = all-red interval clearance (s) interests of standardization, an all-red interval
should be used at all signalized intersections.
t = perception and reaction time (1 second
minimum)
Clearance for Left-Turn Signals
V = approach posted speed (km/h)
A minimum clearance time of 2.0 to 3.0 seconds
70.6 = factor of 2x acceleration of gravity in must follow the left-turn green (green arrow or
km/h/s fast flash green ball) before the opposing traffic is
g = % grade/100: positive for uphill, released. An all-red of 1.0 to 1.5 seconds may be
negative for downgrade used after the amber arrow if additional clearance is
required.
a = average deceleration rate (11 km/h/s is
used) Where the fully protected mode of operation is
used in a left-turn lane, a nominal amber clearance
l = length of the average passenger time of 3.0 seconds should be used, followed by
vehicle (6.0 m is used) a 1.5 second to 2.0 second all-red to complete the
clearance of any left turning vehicles left trapped in
W = width of the intersecting road (m) to
the intersection.
be crossed from the near side stop
line to the far side curb line or the far
outside edge of the crosswalk where
used

3.6 = factor to convert km/h to m/s

Ontario Traffic Manual  •  March, 2012

45
 Book 12  •  Traffic Signals

Table 4 – Amber Clearance Interval Times

Posted Speed (km/h) 40 50 60 70 80 90 100

Amber clearance for 1.0 seconds

3.0 3.3 3.7 4.2 4.6 5.1 5.5
perception + reaction time (seconds)

Table 5 – All Red Clearance Interval Times

Clearing Distance
(W + L) (m) Posted Speed (km/h)
40 50 60 70 80 90 100 110
12.0 1.1 1.0 1.0 1.0 1.0 1.0 1.0 1.0
13.5 1.2 1.0 1.0 1.0 1.0 1.0 1.0 1.0
15.0 1.4 1.1 1.0 1.0 1.0 1.0 1.0 1.0
16.5 1.5 1.2 1.0 1.0 1.0 1.0 1.0 1.0
18.0 1.6 1.3 1.1 1.0 1.0 1.0 1.0 1.0
19.5 1.8 1.4 1.2 1.0 1.0 1.0 1.0 1.0
21.0 1.9 1.5 1.3 1.1 1.0 1.0 1.0 1.0
22.5 2.0 1.6 1.4 1.2 1.0 1.0 1.0 1.0
24.0 2.2 1.7 1.4 1.2 1.1 1.0 1.0 1.0
25.5 2.3 1.8 1.5 1.3 1.1 1.0 1.0 1.0
27.0 2.4 1.9 1.6 1.4 1.2 1.1 1.0 1.0
28.5 2.6 2.1 1.7 1.5 1.3 1.1 1.0 1.0
30.0 2.7 2.2 1.8 1.5 1.4 1.2 1.1 1.0
31.5 2.8 2.3 1.9 1.6 1.4 1.3 1.1 1.0
33.0 3.0 2.4 2.0 1.7 1.5 1.4 1.2 1.1
34.5 3.1 2.5 2.1 1.8 1.6 1.4 1.2 1.1
36.0 3.2 2.6 2.2 1.9 1.6 1.5 1.3 1.2
37.5 3.4 2.7 2.3 1.9 1.7 1.6 1.4 1.2
39.0 3.5 2.8 2.3 2.0 1.8 1.6 1.4 1.3
40.5 3.6 2.9 2.4 2.1 1.8 1.6 1.5 1.3
42.0 3.8 3.0 2.5 2.2 1.9 1.7 1.5 1.4
43.5 3.9 3.1 2.6 2.2 2.0 1.7 1.6 1.4
45.0 4.1 3.2 2.7 2.3 2.0 1.8 1.6
Notes:
1. Values do not apply to left turn clearances.
2. Where the approach to the intersection is on a significant grade, the formula used should be: y = [t = v/(2a±70.6g)] where
g = % grade/100 and 70.6 = factor 2x acceleration of gravity (2x3.6x9.81) in km/h/s.
3. Three seconds is the recommended minimum for the amber clearance time. One second is the recommended minimum for
the all-red.
4. If posted speeds are less than 40 km/h, 3.0 seconds for the amber and 1.0 second for the all-red are recommended.
5. W is the width of the inersection and L is the length of the typical vehicle, both in metres.

46 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

Level of Service Table 7 – LOS Based on Clearing Arrivals

General Probability of arrival
Level of service
vehicles clearing
Various methods may be used to define the level A 95%
of service (LOS) at an intersection (see Tables 6
B 90%
and 7). While LOS A is ideal, it may not be realistic
to design for this condition. LOS B or C is normally C 75%
the design condition for isolated rural intersections D 60%
(posted speed of 80 km/h or greater), and LOS E 50%
C or D is normally the design condition for urban
intersections (posted at less than 80 km/h), but it is
not unusual to have LOS E in congested downtown LOS Based on Probability of Clearing the Arrivals
areas or under certain specific circumstances.
In the LOS Based on Probability of Clearing the
The most common methods used to determine Arrivals, LOS is based on a probability that all
LOS are LOS Based on Delay, and LOS Based on vehicles arriving in the critical lane will clear the
Probability of Clearing the Arrivals. intersection in one cycle (one green interval). This
method is based on average lane arrivals per cycle
LOS Based on Delay per critical lane. (Note that the actual arrival patterns
could be different.) The probability of arrival vehicles
The level of service for signalized intersections may clearing the intersection in one cycle defines the
be defined in terms of delay. Delay is a measure of LOS, and is given in Table 7.
driver discomfort and frustration, fuel consumption,
and lost travel time as given in the HCM11. Table 6
Determination of Green Interval Timing
gives LOS for signalized intersections.

Table 6 – LOS Based on Delay General

Level of service
Control Delay The highest rate of traffic flow begins after
(s/veh) approximately two to three vehicles in the same
A ≤ 10
lane have started through the green signal. This
is because the headway of the initial vehicles is
B > 10 - 20 significantly longer than the headway of vehicles
further back in the queue (due to start-up lost
C > 20 - 35 times).

D > 35 - 55 The analysis of traffic flow to determine green

interval times may be accomplished by several
E > 55 - 80 methods. For most methodologies, there now
exist software packages to assist the practitioner.
F > 80 The software may even include animation tools to
view the operation of the simulated intersection
Note: This table assumes Volume/Capacity Ratio of 1.0 or less. or roadway signal group. Nonetheless, use of
LOS is always F if Volume/Capacity Ratio is greater than 1.0. automated tools requires a thorough understanding

Ontario Traffic Manual  •  March, 2012

47
 Book 12  •  Traffic Signals

of the background concepts, principles and default Highway Capacity Manual Methodology
constant values which support the software, before
the results should be depended on. Three of the The principles employed in the HCM11 and
common methodologies used in Ontario are: CCG1 have identical theoretical foundations. The
documents differ in the applications of these
Canadian Capacity Guide Methodology basic principles, in the measured values, and in
the calibrated relationships that reflect specific
ITE’s Canadian Capacity Guide for Signalized conditions in Canada and the USA. The CCG
Intersections, 3rd Edition (CCG1), gives a theoretical establishes a link between the average overall delay
method for determining capacity based on used in the CCG and the average delay applied
saturation flow. In this method, Saturation Flow is in the HCM for the determination of the level of
defined as the rate at which vehicles that have been service.
waiting in a queue during the red interval cross
the stop line of a signalized intersection approach The Highway Capacity Manual (HCM11) method
lane per hour of green. This method generally uses volume to capacity ratios and average delays
employs the use of arrival flows to represent travel to measure intersection performance. Volume to
demand for the analysis, design or evaluation of the capacity ratios provide a measure of sufficiency of
intersection. capacity, and average delays provide a measure of
the quality of service.
The guide uses lane by lane analytical techniques.
The procedure requires all arrival flows and Capacities are determined by multiplying
saturation flows to be expressed separately for “Saturation Flows” by the proportion of time the
each lane group. The critical lane group is identified movements have green during the design hour.
by the highest flow ratio for a given phase, and is Simply stated, saturation flow is the number
computed as the ratio of arrival flow and saturation of vehicles per hour that can pass through an
flow. The sum of the flow ratios for the critical intersection via a lane group under prevailing traffic
lanes is called the intersection flow ratio, and and roadway conditions, assuming green 100% of
provides an indication of the quality of service at the the time. Delay is estimated from Webster’s delay
intersection. formula.

The allocation of green intervals, i.e., the duration The HCM method takes operational objectives into
of individual phases, normally employs the account. These objectives can be used to determine
proportioning of the total available green time based green interval timing for preferred approaches using
on the relative values of the critical lane ratios for balanced delays, volume to capacity ratios, or by
each phase. maximizing either measure.

Degree of saturation, capacity, probability of The Highway Capacity Manual is available from the
discharge overload, queuing and delay are measures Transportation Research Board. Software (“HCS”) is
of effectiveness used to evaluate how the available privately.
intersection operates using the CCG methodology.

Software for this method is available from private

sources.

48 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

Table 8 – Rural Intersections: Arrival Rates for Various Levels of Service

Level  of  Sercive "X" GREEN  plus  

A  (95%) B  (90%) C  (75%) D  (60%) E  (50%) VEHICLES AMBER  (SEC)
 0.0  -­‐  0.3  0.2  -­‐  0.5  0.3  -­‐  0.9  0.5  -­‐  1.3 0.7  -­‐  1.6 1 3.8
 0.4  -­‐  0.8  0.6  -­‐  1.1  1.0  -­‐  1.7  1.4  -­‐  2.2 1.7  -­‐  2.6 2 7.0
 0.9  -­‐  1.3  1.2  -­‐  1.7  1.8  -­‐  2.5  2.3  -­‐  3.1 2.7  -­‐  3.6 3 9.7
 1.4  -­‐  1.9  1.8  -­‐  2.4  2.6  -­‐  3.3  3.2  -­‐  4.0 3.7  -­‐  4.6 4 12.0
 2.0  -­‐  2.8  2.5  -­‐  3.1  3.4  -­‐  4.2  4.1  -­‐  5.0 4.7  -­‐  5.6 5 14.2
 2.9  -­‐  3.2  3.2  -­‐  3.8  4.3  -­‐  5.0  5.1  -­‐  6.0 5.7  -­‐  6.6 6 16.4
 3.3  -­‐  3.9  3.9  -­‐  4.6  5.1  -­‐  5.9  6.1  -­‐  6.9 6.7  -­‐  7.6 7 18.6
 4.0  -­‐  4.6  4.7  -­‐  5.4  6.0  -­‐  6.8  7.0  -­‐  7.9 7.7  -­‐  8.6 8 20.8
 4.7  -­‐  5.4  5.5  -­‐  6.2  6.9  -­‐  7.7  8.0  -­‐  8.8 8.7  -­‐  9.6 9 23.0
 5.5  -­‐  6.1  6.3  -­‐  7.0  7.8  -­‐  8.6  8.9  -­‐  9.8  9.7  -­‐  10.6 10 25.1
 6.2  -­‐  6.9  7.1  -­‐  7.8  8.7  -­‐  9.5  9.9  -­‐  10.8 10.7  -­‐  11.6 11 27.2
 7.0  -­‐  7.7  7.9  -­‐  8.6  9.6  -­‐  10.4 10.9  -­‐  11.7 11.7  -­‐  12.6 12 29.3
 7.8  -­‐  8.4  8.7  -­‐  9.4 10.5  -­‐  11.3 11.8  -­‐  12.7 12.7  -­‐  13.6 13 31.4
 8.5  -­‐  9.2  9.5  -­‐  10.3 11.4  -­‐  12.2 12.8  -­‐  13.7 13.7  -­‐  14.6 14 33.5
 9.3  -­‐  10.0 10.4  -­‐  11.1 12.3  -­‐  13.1 13.8  -­‐  14.6 14.7  -­‐  15.6 15 35.6
10.1  -­‐  10.8 11.2  -­‐  11.9 13.2  -­‐  14.0 14.7  -­‐  15.6 15.7  -­‐  16.6 16 37.7
10.9  -­‐  11.6 12.0  -­‐  12.8 14.1  -­‐  14.9 15.7  -­‐  16.6 16.7  -­‐  17.6 17 39.8
11.7  -­‐  12.4 12.9  -­‐  13.6 15.0  -­‐  15.9 16.7  -­‐  17.6 17.7  -­‐  18.6 18 41.9
12.5  -­‐  13.2 13.7  -­‐  14.5 16.0  -­‐  16.9 17.7  -­‐  18.5 18.7  -­‐  19.6 19 44.0
13.3  -­‐  14.0 14.6  -­‐  15.3 17.0  -­‐  17.8 18.6  -­‐  19.5 19.7  -­‐  20.6 20 46.0
14.1  -­‐  14.9 15.4  -­‐  16.2 17.9  -­‐  18.7 19.6  -­‐  20.5 20.7  -­‐  21.6 21 48.0
15.0  -­‐  15.7 16.3  -­‐  17.0 18.8  -­‐  19.6 20.6  -­‐  21.5 21.7  -­‐  22.6 22 50.0
15.8  -­‐  16.5 17.1  -­‐  17.9 19.7  -­‐  20.5 21.6  -­‐  22.4 22.7  -­‐  23.6 23 52.0
16.6  -­‐  17.4 18.0  -­‐  18.8 20.6  -­‐  21.4 22.5  -­‐  23.4 23.7  -­‐  24.6 24 54.0
17.5  -­‐  18.2 18.9  -­‐  19.7 21.5  -­‐  22.4 23.5  -­‐  24.4 24.7  -­‐  25.6 25 56.0
18.3  -­‐  19.0 19.8  -­‐  20.6 22.5  -­‐  23.3 24.5  -­‐  25.4 25.7  -­‐  26.6 26 58.0
19.1  -­‐  19.9 20.7  -­‐  21.5 23.4  -­‐  24.3 25.5  -­‐  26.3 26.7  -­‐  27.6 27 60.0
20.0  -­‐  20.7 21.6  -­‐  22.3 24.4  -­‐  25.2 26.4  -­‐  27.3 27.7  -­‐  28.6 28 62.0
20.8  -­‐  21.6 22.4  -­‐  23.2 25.3  -­‐  26.2 27.4  -­‐  28.3 28.7  -­‐  29.6 29 64.0
21.7  -­‐  22.4 23.3  -­‐  24.1 26.3  -­‐  27.1 28.4  -­‐  29.3 29.7  -­‐  30.6 30 66.0
22.5  -­‐  23.3 24.2  -­‐  25.0 27.2  -­‐  28.0 29.4  -­‐  30.3 30.7  -­‐  31.6 31 68.0
23.4  -­‐  24.2 25.1  -­‐  25.9 28.1  -­‐  29.0 30.4  -­‐  31.2 31.7  -­‐  32.6 32 70.0
24.3  -­‐  25.1 26.0  -­‐  26.8 29.1  -­‐  29.9 31.3  -­‐  32.2 32.7  -­‐  33.6 33 72.0
25.2  -­‐  25.9 26.9  -­‐  27.6 30.0  -­‐  30.9 32.3  -­‐  33.2 33.7  -­‐  34.6 34 74.0
26.0  -­‐  26.7 27.7  -­‐  28.5 31.0  -­‐  31.8 33.3  -­‐  34.2 34.7  -­‐  35.6 35 76.0
Notes: (1) The relationship between the average and maximum arrival rates is based on the Poisson
Distribution.
(2) The relationship between arrival rates and phase times is based on the Greenshield’s Chart of
Headways for passenger (car) vehicles.6
(3) Each truck or bus is equivalent to 2.0 passenger cars.
(4) The percentages for each column are the probabilities of a vehicle clearing the intersection on the
first green.
(5) “X” vehicles are the average flow at LOS E for the associated green plus amber time.
(6) The shaded area falls below the minimum through movement timing requirements.

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 Book 12  •  Traffic Signals

Table 9 – Urban Intersections: Arrival Rates for Various Levels of Service

Level  of  Sercive "X" GREEN  plus  

A  (95%) B  (90%) C  (75%) D  (60%) E  (50%) VEHICLES AMBER  (SEC)
 0.0  -­‐  0.3  0.2  -­‐  0.5  0.3  -­‐  0.9  0.5  -­‐  1.3 0.7  -­‐  1.6 1 2.6
 0.4  -­‐  0.8  0.6  -­‐  1.1  1.0  -­‐  1.7  1.4  -­‐  2.2 1.7  -­‐  2.6 2 4.9
 0.9  -­‐  1.3  1.2  -­‐  1.7  1.8  -­‐  2.5  2.3  -­‐  3.1 2.7  -­‐  3.6 3 7.0
 1.4  -­‐  1.9  1.8  -­‐  2.4  2.6  -­‐  3.3  3.2  -­‐  4.0 3.7  -­‐  4.6 4 8.9
 2.0  -­‐  2.8  2.5  -­‐  3.1  3.4  -­‐  4.2  4.1  -­‐  5.0 4.7  -­‐  5.6 5 10.8
 2.9  -­‐  3.2  3.2  -­‐  3.8  4.3  -­‐  5.0  5.1  -­‐  6.0 5.7  -­‐  6.6 6 12.7
 3.3  -­‐  3.9  3.9  -­‐  4.6  5.1  -­‐  5.9  6.1  -­‐  6.9 6.7  -­‐  7.6 7 14.6
 4.0  -­‐  4.6  4.7  -­‐  5.4  6.0  -­‐  6.8  7.0  -­‐  7.9 7.7  -­‐  8.6 8 16.5
 4.7  -­‐  5.4  5.5  -­‐  6.2  6.9  -­‐  7.7  8.0  -­‐  8.8 8.7  -­‐  9.6 9 18.4
 5.5  -­‐  6.1  6.3  -­‐  7.0  7.8  -­‐  8.6  8.9  -­‐  9.8    9.7  -­‐  10.6 10 20.2
 6.2  -­‐  6.9  7.1  -­‐  7.8  8.7  -­‐  9.5    9.9  -­‐  10.8 10.7  -­‐  11.6 11 22.0
 7.0  -­‐  7.7  7.9  -­‐  8.6  9.6  -­‐  10.4 10.9  -­‐  11.7 11.7  -­‐  12.6 12 23.8
 7.8  -­‐  8.4  8.7  -­‐  9.4 10.5  -­‐  11.3 11.8  -­‐  12.7 12.7  -­‐  13.6 13 25.6
 8.5  -­‐  9.2  9.5  -­‐  10.3 11.4  -­‐  12.2 12.8  -­‐  13.7 13.7  -­‐  14.6 14 27.4
 9.3  -­‐  10.0 10.4  -­‐  11.1 12.3  -­‐  13.1 13.8  -­‐  14.6 14.7  -­‐  15.6 15 29.2
10.1  -­‐  10.8 11.2  -­‐  11.9 13.2  -­‐  14.0 14.7  -­‐  15.6 15.7  -­‐  16.6 16 31.0
10.9  -­‐  11.6 12.0  -­‐  12.8 14.1  -­‐  14.9 15.7  -­‐  16.6 16.7  -­‐  17.6 17 32.8
11.7  -­‐  12.4 12.9  -­‐  13.6 15.0  -­‐  15.9 16.7  -­‐  17.6 17.7  -­‐  18.6 18 34.6
12.5  -­‐  13.2 13.7  -­‐  14.5 16.0  -­‐  16.9 17.7  -­‐  18.5 18.7  -­‐  19.6 19 36.4
13.3  -­‐  14.0 14.6  -­‐  15.3 17.0  -­‐  17.8 18.6  -­‐  19.5 19.7  -­‐  20.6 20 38.2
14.1  -­‐  14.9 15.4  -­‐  16.2 17.9  -­‐  18.7 19.6  -­‐  20.5 20.7  -­‐  21.6 21 40.0
15.0  -­‐  15.7 16.3  -­‐  17.0 18.8  -­‐  19.6 20.6  -­‐  21.5 21.7  -­‐  22.6 22 41.8
15.8  -­‐  16.5 17.1  -­‐  17.9 19.7  -­‐  20.5 21.6  -­‐  22.4 22.7  -­‐  23.6 23 43.7
16.6  -­‐  17.4 18.0  -­‐  18.8 20.6  -­‐  21.4 22.5  -­‐  23.4 23.7  -­‐  24.6 24 45.6
17.5  -­‐  18.2 18.9  -­‐  19.7 21.5  -­‐  22.4 23.5  -­‐  24.4 24.7  -­‐  25.6 25 47.5
18.3  -­‐  19.0 19.8  -­‐  20.6 22.5  -­‐  23.3 24.5  -­‐  25.4 25.7  -­‐  26.6 26 49.4
19.1  -­‐  19.9 20.7  -­‐  21.5 23.4  -­‐  24.3 25.5  -­‐  26.3 26.7  -­‐  27.6 27 51.3
20.0  -­‐  20.7 21.6  -­‐  22.3 24.4  -­‐  25.2 26.4  -­‐  27.3 27.7  -­‐  28.6 28 53.2
20.8  -­‐  21.6 22.4  -­‐  23.2 25.3  -­‐  26.2 27.4  -­‐  28.3 28.7  -­‐  29.6 29 55.1
21.7  -­‐  22.4 23.3  -­‐  24.1 26.3  -­‐  27.1 28.4  -­‐  29.3 29.7  -­‐  30.6 30 57.0
22.5  -­‐  23.3 24.2  -­‐  25.0 27.2  -­‐  28.0 29.4  -­‐  30.3 30.7  -­‐  31.6 31 58.9
23.4  -­‐  24.2 25.1  -­‐  25.9 28.1  -­‐  29.0 30.4  -­‐  31.2 31.7  -­‐  32.6 32 60.8
24.3  -­‐  25.1 26.0  -­‐  26.8 29.1  -­‐  29.9 31.3  -­‐  32.2 32.7  -­‐  33.6 33 62.7
25.2  -­‐  25.9 26.9  -­‐  27.6 30.0  -­‐  30.9 32.3  -­‐  33.2 33.7  -­‐  34.6 34 64.6
26.0  -­‐  26.7 27.7  -­‐  28.5 31.0  -­‐  31.8 33.3  -­‐  34.2 34.7  -­‐  35.6 35 66.5

Notes: (1) The relationship between the average and maximum arrival rates is based on the Poisson
Distribution.
(2) The relationship between arrival rates and phase times is based on Ministry of Transportation of
Ontario Time to Enter Studies (1986 to 1988).
(3) Each truck or bus is equivalent to 2.0 passenger cars.
(4) The percentages for each column are the probabilities of a vehicle clearing the intersection on the
first green.
(5) “X” vehicles are the average flow at LOS E for the associated green plus amber time.
(6) The shaded area falls below the minimum through movement timing requirements.

50 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

Ministry of Transportation Methodology Calculation of Initial Green and Green

Extension Time for Actuated Control
The Ministry of Transportation, Ontario (MTO)
methodology for calculating required green times Where actuation of an individual intersection is
employs the Poisson random probability function. used, the green interval timing may be set to a
fixed initial portion plus a variable extendible portion.
The Poisson random probability function is based The extendible portion consists of a series of
on the concept that vehicles arriving at a signalized green extensions. The number of extensions called
intersection will, to a certain degree of probability, depends on the traffic demands on that phase. The
be able to clear the intersection during the first green interval time may be extended up to a set
green interval encountered upon their arrival. The maximum value. The minimum time for the green
Poisson distribution is used because it has been interval is the fixed initial portion plus one unit of
found to give a reasonably good simulation of actual extension. The initial portion green interval should
traffic conditions at signalized intersections. be calculated to clear all vehicles which could queue
between the stop line and the detector closest to
The level of service is used to describe the the intersection.The actual timing setting would be
quality of traffic flow under various operating and the calculated minimum green minus one vehicle
geometric conditions. The degree of probability of extension time unit. A unit extension is typically the
the vehicles clearing the intersection determines time allowed for vehicles moving at average speed
the level of service. Five levels of service are used to travel from the detectors to within one second of
in this method, each with a different degree of the stopline. In some systems, the unit extension
probability of clearing the intersection during the time should be based on holding the phase green
first green interval. To determine the length of a to service an approaching vehicle while demand for
green interval for a through phase, it is necessary the conflicting flow is present. Longer extension
to identify the critical movement for the phase. times should be considered for approaches with
The critical movement is the movement with high volumes of heavy vehicles.
the highest average equivalent volume per lane,
VLe, or average arrival rate per lane, m. Using the Vehicle actuations during the initial portion have
average arrival rate (m) for the critical movement at no effect on interval timing, but each succeeding
a specified LOS, the green plus amber time for the vehicle actuation during the extendible portion
phase is obtained. cancels the previous unit extension and starts a
new extension timer. The green interval is extended
The average arrival rate (m) is determined as the as long as vehicle actuations are spaced closer
total number of vehicles per hour arriving at the than the extension times, unless terminated by a
intersection divided by the number of signal cycles “maxout”.
per hour. Lookup tables (Tables 8 and 9) have been
developed for both rural and urban commuter
environments. The tables show the relationship Determination of Delays On Actuation
between average arrivals for each clearance
probability (level of service) and the time required Where actuation of an approach or phase is used,
for successive vehicles to enter the intersection a delay in the registration of a vehicular actuation
upon the start of the green interval. For a desired at the controller may be set for the detectors. This
level of service and calculated average arrival rate, delay is commonly used for vehicles that stop at
the corresponding green plus amber time can be the detection device, but are turning when a gap is
found in the lookup table.

Ontario Traffic Manual  •  March, 2012

51
 Book 12  •  Traffic Signals

available in conflicting traffic. Delays may be set for potential conflicts between pedestrians still in the
either right turns or left turns. crosswalk and turning vehicles trying to clear the
intersection.
The right turn delay time is typically based on
allowing a reasonable opportunity for a right turn on The FDW should not be less than 5.0 seconds
red, and is normally set between 5 and 12 seconds. duration except in exceptional circumstances such
If the waiting vehicle does not clear the detection as a crossing on a very narrow (two lane) roadway
device within this period, a call will be placed in the with low posted speeds. Here, the pedestrian
controller to service the phase. clearance interval may be reduced to a minimum of
3.0 seconds provided that the pedestrian clearance
Left turn delays are more typically based on the interval terminates upon activation of the vehicular
possibility that a perpendicularly travelling vehicle amber interval.
will cut the corner and will momentarily travel over
the edge of the left turn loop, sending a false call When the sum of the vehicle green and amber
for service. The left turn loop delay is typically 1 to 3 (and optionally all red) clearance times are in total
seconds, and may have to be determined through greater than the minimum total pedestrian Walk and
site observation after the intersection is installed. pedestrian clearance intervals, the difference should
be added to the Walk time. When the pedestrian
Walk plus clearance interval times are greater than
Calculation Of Pedestrian Timing the required vehicle phase time, the pedestrian
values shall overrule the required vehicular values,
General and the vehicle phase shall be extended to at least
match the minimum required pedestrian total
Where pedestrians are present at signalized interval times.
intersections, the minimum safe crossing needs
should be accommodated in the times provided for The walking speed of pedestrians (Ws) normally
the pedestrian interval (“Walk”) and the pedestrian varies between 1.0 m/s and 1.25 m/s. A normal
clearance interval (“Flashing Don’t Walk” and walking speed of 1.2 m/s is usually assumed for
“Solid Don’t Walk” through the amber and/or all-red initial calculations although a speed of 1.0 m/s may
intervals). Pedestrian timings must be generous be used at crossings frequented by young children,
enough to ensure that pedestrians are given seniors, and special needs persons. The timing can
enough time to cross safely and comfortably, but be field adjusted for such conditions. However, on
not so over-generous that service to vehicular traffic wide arterials, the total pedestrian time normally
is unduly compromised. governs the time available for the non-coordinated
phases, and may impact the minimum cycle time.
The pedestrian clearance interval, or “Flashing Don’t
Walk” (FDW), is generally calculated to include The pedestrian crossing distance, Wc, may be
the amber and all-red intervals. However, the FDW taken as the longest distance within the crosswalk
may be displayed up to the amber, through the measured from the point of stepping onto the
amber, or through the amber/all-red intervals. The pavement to the point of non-conflict with any
advantage of displaying the FDW during the amber traffic or as the distance from curb to curb along the
or amber/all-red clearance interval times is that it centreline of the crosswalk.
gives pedestrians reassurance that they still have
the right to be in the intersection during the vehicle
clearance. A disadvantage of this approach is the

52 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

The minimum Walk time (as per Table 3) should be • Where roadways are wide (over 15 m), with
observed. The pedestrian clearance interval should long pedestrian walk times (over 20 seconds),
be equal to Wc / Ws. or where heavy traffic is present, or turning
interference is significant, a cycle length of 60
As a result of prevailing local conditions, pedestrian to 90 seconds is required to serve minimum
timing methods may vary from the above timing requirements.
approach, and may vary among road authorities (as
• Where three or four phases are present, a
implemented by experienced and knowledgable
cycle length of 90 to 120 seconds is generally
practitioners). The key point is the need to maintain
preferred.
consistency and not violate pedestrian expectancy.
• For capacity calculations, a cycle length of
Pedestrian Actuation 90 seconds is usually considered optimum
since lost time is approaching a minimum,
When the minimum vehicle green interval is less capacity is approaching a maximum, and delay
than the sum of the minimum pedestrian crossing is not too great.
time and the pedestrian clearance time (for vehicles • Intersection capacity drops substantially when
at intersections with traffic actuated controls), and a cycle lengths fall below 60 seconds (a greater
pedestrian actuation is detected, the green vehicle percentage of available time is used by the
time must be extended. clearance intervals).

In most operations, the pedestrian pushbutton • The impact of cycle length on pedestrian and
actuation is accepted as a call during all times side road delays and on side road and left-turn
except when the Walking Pedestrian indication queue lengths should be considered in the
is already underway. selection of cycle length.
• There are only minimal increases in capacity
when cycle lengths rise above 100 seconds.
Determination of Cycle Length As any through green interval approaches
45 seconds duration, there is a decrease in
Guidelines saturated flow so that fewer vehicles per lane
per second traverse the intersection.
The calculation and selection of cycle lengths
• In many situations, the pedestrian timing
requires an estimation of the “lost capacity” per
required (walk interval plus pedestrian
phase due to start-up headways and the effects
clearance interval) will be greater than the
of cycle length on vehicle delay. The calculation
green interval time required for traffic. This
and selection of cycle lengths also requires good
is particularly true for side road timing as the
judgement on the part of the traffic
pedestrians must cross the wider main road,
engineer/analyst.
and at intersections where it is necessary to
adjust walk time for the accommodation of
Guidelines for cycle length selection are as seniors, young children, and/or special needs
follows22: persons. In such cases, the pedestrian timing
• The useful range for cycle lengths is between will overrule the green interval timing, and the
50 and 120 seconds for 2- or 3-phase green indication will be on, but not efficiently
operation. serving vehicular traffic.

Ontario Traffic Manual  •  March, 2012

53
 Book 12  •  Traffic Signals

• Analysis and evaluation should consider Many worked examples may be found in
optimization of the cycle length (to the nearest ITE’s “Canadian Capacity Guide for Signalized
second) to obtain minimal delays to vehicles Intersections”1 (CCG) .
and pedestrians, and to provide sufficient
capacity to accommodate the highest LOS
possible. Starting the analysis with a
3.7 Signal Spacing
90 second cycle length is suggested.

Cycle Composition New Signalized Intersections

Cycle length calculations require consideration of Where a new “interstitial” intersection is planned,
the following points: the distance between signalized intersections
should be reviewed taking into account the
• Amber and all-red clearance times are fixed
following:
by the speed of the traffic and the width of
the intersection and they should be added • A coordinated system should be considered
together to give the “intergreen”1 times or the for local or central system operation where
“lost times”. intersections are less than 1.0 km apart for
posted speeds less than 80 km/h and less
• Where interconnected or central systems
than 1.5 km apart for posted speeds of
are operating, it is preferable to use a cycle
80 km/h and over.
length that fits in with other surrounding
intersections and allows for coordinated • Given that left turn storage lanes do not
operations. usually exceed 85 m in length for low LOS,
the minimum distance between intersections
• Hourly, daily and weekly traffic variations
is approximately 215 m for roads posted at
should be examined to determine when
60 km/h or less and up to 350 m for roads
different timing plans are required. It is not
posted at 80 km/h. These minimum distances
uncommon to use different phase timing and
are designed to allow “back-to-back” left turn
different cycle lengths to accommodate the
lanes and proper tapers (but do not consider
variations in flows and directions at different
optimal coordination).
times of day, week or season.
• A distance of 215 m between signalized
• Protected left-turn phases should be
intersections will usually be sufficient to allow
considered where demand and safety
motorists to recognize and react to each
dictates. However, the use of left-turn phases
device (but this distance does not consider
should be considered against a decline in
optimal coordination).
progression, a degradation in the opposing
level of service and the possibility of not • Intersection spacing that is less than 415 m
being able to fit the turn phase timing into or greater than 625 m may affect progression
the existing cycle length at a signal operating efficiency at a posted speed of 50 km/h.
in a coordinated system on a predetermined
• Any new intersection will produce delays to
background cycle.
traffic flow. Traffic analysis should consider
the pattern that routinely occurs at traffic
signals: deceleration, decreasing headways,
stopping, accelerating, and increasing

54 Ontario Traffic Manual  •  March, 2012

 Book 12  •  Traffic Signals

headways. Repeating this pattern at the new recommended that it is used only in an area which
intersection may produce unacceptable delays does not have any circular flashing advance greens.
and poorer levels of service. ITE’s “Canadian In areas where circular flashing advanced greens
Capacity Guide for Signalized Intersections”1 were predominant, it is suggested that the process
(CCG) gives analysis methods for determining should be to reconstruct the circular flashing
whether continuous queues will exist and advance greens to steady arrow control. This
whether delays are to be expected. process should be followed by a separate process
to introduce flashing arrows.
• Signal spacing should include a progression
analysis to ensure that proper coordination
of the signals is possible for a range of traffic
Standardized Flashing Amber and Red
demands.
Operation

Traffic control signals may be switched from their

3.8 Flashing Operation normal cycling operation to flashing operation. Three
modes of flashing operation are normally used:
• Start-up flash – the signals are commonly
Advanced Green Flashing Green Ball and
started with flashing ambers on the main road
Flashing Arrow Operation
and flashing reds on the side roads.
In Ontario, the circular flashing green indication has • Emergency flash – when a conflict is
been used to provide a separate advanced left turn detected, the signals are commonly flashed in
phase for a single approach at an intersection when an all-red or “red-red” mode if the controller
protected/permissive green is necessary in a single flashers have that capability. The red-red
direction only. Ontario is one of only a few users mode has a safety advantage over the red-
of the circular flashing advanced green in North amber mode (reds on side road; ambers on
America, and its use may cause some confusion for main roads). However, the red-amber mode
out-of-province motorists. Consequently, the use of is an acceptable alternative and is considered
the circular flashing advanced green was deemed preferable on roads with posted speeds of 80
to be no longer permitted in Ontario after January km/h and above with light side road traffic as
1, 2010. At the time of publication of this version fewer stops are required.
of Book 12, all jurisdictions should have phased
• Timed flash – the signals may be programmed
out the flashing green ball displays or have plans
to operate in the red-red or red-amber mode
to do so. During the phase out period, it is strongly
during various periods of the night, week or
recommended that a flashing green arrow not be
season, for special events, or during a police
used in the proximity of intersections with circular
over-ride mode of operation.
flashing advanced greens since drivers may be
confused by the different methods. It should be noted that flashing operations within
a traffic control signal cabinet are generally wired
The national standards, as given in the TAC as either red-red or amber-red and the flash circuit
MUTCD14, recognize flashing arrow signal displays cannot be changed from one mode to another
only, and do not recognize steady arrow or flashing without re-wiring the necessary circuits.
circular displays. The use of the flashing advanced
green arrow is at the discretion of the road Planned flashing operation for signalized
authority. If the flashing green arrow is used, it is intersections may be advantageous to traffic flow

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under some specific and limited conditions. Flashing 3.9 Preemption and Priority
operation may help to reduce vehicle delay and
stops in pretimed networks at locations with poor
signal spacing. Planned flashing is only applicable General
under conditions of very light minor street traffic
such as during the overnight period, or in locations All modern controllers offer both preemption
that have extended periods of low volume such as and priority operations in addition to signal plans.
accesses to an industrial area. Caution should be Preemption involves an interruption in the timing
used in the application of planned flashing signal or phasing operations of the traffic signal. Priority
operation. It should only be used if: operations allow for phasing and timing changes
(generally within the active cycle time) that do not
• Sidestreet traffic is very light (less than
require the controller to interrupt the operations of
200 vph combined for both directions).
the timing plan.
• The traffic signals operate fixed time (i.e., no
side street vehicular or pedestrian actuation). Most modern controllers have two preemption
modes of operation: one for railway plans (two
• The planned flash mode is amber flash for the
plans) and one for emergency vehicle plans (two to
main street and red flash for the side street.
four plans). The preemption mode allows a limited
• There is no emergency vehicle pre-emption operation where one or more phases remain on red
capability. and one or more phases remain on green until the
pre-emption event is terminated. The preemption
• Pedestrian volumes crossing the main street
may be activated by one of the following events:
during planned flashing period are very light.
• An approaching train is detected on a level
• The major roadway is not channelized and has
crossing that crosses one or two of the
no more than four lanes.
roadways near or within an intersection.

If planned signal flash is implemented, regular • An approaching emergency fire vehicle is

safety reviews should be conducted to compare detected on the approach. This causes the
the occurrence of collisions during the flash hours signal to return to green for that approach as
at intersections with planned flash with similar soon as possible, and/or to hold the green on
locations without planned flash. the vehicle’s approach.
• A manual actuation is received, most typically
The standard flashing red or flashing amber traffic
from a fire station close to a signalized
control signal indication shall be at a rate of not
intersection.
more than 60 and not less than 50 ON and OFF
flashes per minute, with the length of each ON Transit priority is the most common and widely
period approximately equal to the length of each used form of traffic signal priority operations in
OFF period. The flash rate is slower than that used Ontario. Upon detection of an approaching transit
for flashing advance green or protected/permissive vehicle, a traffic signal controller may respond in
indications. the following ways: it may invoke timing changes
such as an early green or green extension, or it
may invoke phasing changes such as servicing an
actuated priority phase, inserting a phase into the
cycle, or rotating the phases within the cycle.

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Different manufacturers of traffic control equipment 2. Similarly, a railway crossing may be close
execute preemption and priority in slightly different to the intersection, and the activation of the
ways. Many modern day controllers are capable of railway crossing control gates may cause
providing these functions directly, while in other vehicles to queue back into the intersection,
situations, the functions are provided from a master essentially plugging up the distance between
controller or a central system. the intersection and the railway tracks. In
these cases, railway preemption can help
to prevent the intersection from becoming
Preemption For Railway Crossings blocked.
3. Where a railway crossing may be close to the
Where a proposed traffic control signal installation
intersection, it is also necessary to disallow
is close to a railway crossing, the traffic control
turns into the roadway with the railway
signal installation should be discussed with the
crossing while the crossing is active. This may
appropriate railway authority. The installation must
be accomplished by eliminating a phase, by
operate in a way that reflects Transport Canada
activating arrow signal heads, by activating
guidelines.
blank-out signs, or some combination of these
options.
Where the railway crossing actually lies within the
intersection itself, special treatment of railway and
The ITE’s “Preemption of Traffic Signals At or Near
highway signals will be required to provide greater
Railroad Grade Crossings with Active Warning
protection for vehicles. Examples of this are given
Devices”19 provides recommendations on when
in the MUTCDC14.
to include preemption operations, and some
recommended design considerations.
In the case of railway preemption, it is extremely
important that a preemption sequence compatible
Signals that require railway interconnection should
with the railway crossing signals provides for safe
not be constructed until the approval of the
vehicle, pedestrian and train movements. Because
appropriate railway authority (and Transport Canada)
trains cannot stop in time to accommodate traffic
has been received. In some instances, this process
at the level crossing, it is essential that the separate
can take many months to complete.
intersection and railway signal devices complement
rather than conflict with each other19.
Preemption For Emergency Vehicles
The following situations may require railway
preemption phases and the interconnection of
Preemption for emergency vehicles can be
railway and vehicle signals:
activated through systems that use dedicated short
1. Where a railway crossing is in proximity to an range communications (DSRC). Preemption for a
intersection such that vehicles queue towards small number of intersections close to a station
the tracks, and inadvertent vehicular stoppage can similarly be activated by simple devices such
may occur on the level crossing, it will be as a pushbutton inside the station. Preemption can
necessary to provide a preemption phase to be used locally to allow traffic control signals at or
clear the approach before the train arrival. This near the station entrance to remain on green until
situation requires analysis of the time required the emergency vehicles have left allowing easier
to clear the tracks during the preemption passage through nearby intersections. The activation
phase (plus a suitable factor of safety). is similar to the action of a detector sensor amplifier
and puts in a call for the preemption phase to begin

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after suitable minimum interval times and clearance

times have been met. In the case of centralized
systems, once the initial call is made, a moving
window form of preemption can be implemented.

Either type of preemption system normally requires

an investigation of the intersections or arterials
to be managed and of the vehicles to be fitted.
Other factors include a review of the impacts of
coordination and the capabilities of the existing
equipment, and an agreement on cost sharing for
the involved parties.

Figure 15 – Transit Priority Signal

3.10 Miscellaneous Signals

controller timings should have a minimum green

Pedestrian Signals interval programmed for the main road so that an
acceptable level of service for main street vehicular
Traffic control signal systems intended to serve only traffic can be maintained in the event of continual
pedestrian traffic may be installed at appropriate pedestrian actuations.
pedestrian crossing locations. The locations
may be at intersections (Intersection Pedestrian
Signals (IPS)) or between intersections (Midblock Transit Priority Signals
Pedestrian Signals (MPS)). Both types require the
main road traffic to be fully signalized. A transit priority signal display (see Figure 15) may
be used to assign right-of-way to public transit
At IPS locations, the side road must be controlled vehicles over all other vehicular and pedestrian
with stop signs. The control of the pedestrian traffic movements within a signalized intersection.
signals is by pedestrian actuated two phase The transit priority signal may be operated
operation with pedestrian signal indications used for exclusively during a protected transit movement or
crossing the main street and regular traffic control concurrently with other non-conflicting vehicular
signals used on the main roadway approaches. No movements.
pedestrian signals are used on the main road.
Transit priority signals can be used on the primary
Pedestrian timing should be set as for normal traffic signal head or on the secondary traffic
intersections, and should consider the factors signal head or on both, depending on the transit
discussed in Subsection 3.5. The controller movement, the location of transit lane, and the
should rest in main road green until a pedestrian operation of the intersection.
actuation is received. The controller may operate
in conjunction with the background cycle imposed Transit vehicles facing a normal red indication and
by a system, but system control may often be at an illuminated white transit vehicle indication may
odds with the purpose of the pedestrian signal, proceed with caution through the intersection.
which is installed to provide a high level of service
and quick response to waiting pedestrians. The

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Upon termination of the transit phase, a normal

red clearance interval is required before the signals
revert to normal phasing. The transit priority signal
may also be operated concurrently with other non-
conflicting vehicular and pedestrian movements,
as directed by the traffic control signal indications.
When the vertical white bar is not displayed, transit Figure 16 – Lane Direction Signals
vehicles must obey the normal traffic signals. The
transit signals may be required only at certain times
are present, another set of advance signals may
of the day, on certain days or for special events.
be required to ensure that vehicles are not trapped
The additional transit phase(s) can generally be
and forced to stop between the bridge barrier and
programmed into the appropriate signal plan.
the railway tracks. Where signalized intersections
are within 150 m of the bridge signals, they are to
Reference documents on operating transit signal
be interconnected with the bridge signals and upon
priority include the planning and implementation
activation of the bridge signals, they are to enter
handbook by the U.S. Department of
preemption mode, resting in red in the direction
Transportation26. The Transportation Association
approaching the bridge. Where the bridge has
of Canada has just published a guide9 dedicated
pedestrian walkways, it may be necessary to supply
to transit signal priority and associated phasing
pedestrian signals and calculate the all red time to
and signalization. The guide provides additional
be sufficient to allow pedestrians to clear the bridge
information, but some concepts, such as transit
before the span moves.
signals oriented at 45 degrees, are not supported by
the HTA. More information on transit priority signal
A great deal of care should be taken with the
timing is also provided in Section 3.9 – Preemption
design of bridge signals as it is not possible to
and Priority.
stop large water vessels in a short distance and,
once activated, the bridge mechanism has to
continue to open the bridge. It is good practice to
Movable Span Bridge Traffic Control Signals
allow a distance of at least 15 m between the end
of the movable part of the bridge and any barrier
When a roadway crosses a drawbridge, swing
protection. This space provides storage for one or
bridge or lift bridge, normal traffic signal heads
two vehicles in an emergency.
should be considered in conjunction with control
gates or other forms of physical protection. The
traffic signals and protection system are to be
Lane Direction Signals
interconnected with the bridge mechanism in
such a way that the signal indications will change
Lane direction signals (see Figure 16) are used
to amber at least 15 seconds before the gates
to legally indicate the direction of traffic flow on
are closed, and will not show green at any time
reversible direction lanes. The downward green
the bridge is not traversable. The all red interval
arrow indicates right-of-way in the lane for through
should allow sufficient time for all traffic to clear
traffic approaching the display. A red “X” indicates
the bridge deck before activation of the protection
that approaching traffic must not travel in the lane. A
devices. In cases where areas of traffic congestion
separate display must be used over each reversible
are present, traffic presence detection on the
lane, and the heads are normally mounted back-to-
bridge may be required to detect any vehicles
back provided visibility from both directions permits.
stranded on the bridge. Where railway crossings

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Lane direction signals may be used in conjunction Portable Lane Control Signals
with control gates to physically indicate closure of
lanes or roads. Portable Lane Control Signals consist of at least
one “standard” vehicle traffic signal head, normally
Amber “X” indications are not used for clearance mounted on a movable pole. The signals are
intervals in Ontario. A flashing red “X” can, sometimes used to reduce traffic flow to a single
however, be used as a clearance interval. Where lane in alternate directions at very local work areas
hardware does not allow for a flashing red “X” requiring lane closures. Road authorities may
clearance, it will be necessary to allow enough establish their own policies governing the use and
phase time to allow a vehicle travelling at posted application of portable lane control signals. More
speed plus a buffer time to completely clear the information is provided in Section 5 of this manual.
full length of the lane (by use of a long all-red
clearance interval) before switching to the reverse
direction. Alternatives to this method involve Portable Temporary Traffic Signals
vehicle detection and axle counting and controller
software modifications that allow reversal on Portable Temporary Traffic Signals consist of
lane clearance. TAC has now published national standard traffic signal heads mounted on movable
guidelines on the use of reversible lanes systems. trailers. The trailers are typically positioned at
Entitled “Guidelines for the Planning, Design, intersections to emulate traffic control signals. They
Implementation and Evaluation of Reversible Lane may also be used as portable lane control signals for
Systems (2010)”,7 the guide is described by TAC as short or very short duration work. No legal drawings
“offer(ing) roadway design practices and suggested are required if these devices are operated while
warrant guidelines / thresholds, as well as an attended on site. Road authorities may establish
evaluation of multiple configurations, addressing their own policies governing the use and application
left turn issues and safety considerations. Systems of portable temporary traffic control signals. More
capacity and evaluation / assessment methods are details are provided in Section 5 of this manual.
also included.”

Temporary Traffic Signals

Automated Flagger Assistance Devices
Temporary traffic signals typically consist of traffic
An automated flagger assistance device is intended signal heads positioned on span wires or temporary
to augment a traffic control person, and is used poles. Temporary signals are intended to be used
to separate two-way traffic operations through a as an alternative to permanent traffic signals for
single lane. One device is placed at each end of the limited periods before or during the re-construction
lane closure. The device displays a red or amber of roadways. More details are provided in Section 5
lens, generally in conjunction with a control arm. of this manual.
An automated flagger assistance device is not
considered a traffic control signal according to the
HTA, allowing each road authority to establish its Accessible Pedestrian Indications
own policies to govern the use of automated flagger
assistance within construction zones. More details Signalized intersections used by the visually
on the setup and conditions of use of these devices impaired may be equipped with auxiliary audible or
are listed in Section 5 of this manual. tactile devices that provide additional information
about the status of the intersection or the traffic

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signals, and help the visually impaired to cross or beeping tone to the “Canadian Melody;” and it
the road. The decision to use these devices at is now recognized that the sounds need only be
a specific traffic signal location may be best heard as far as the edge of the curb and not across
determined by a recognized agency or body most of the crosswalk. While the MUTCDC has
trained in the needs of the visually impaired, such not yet been updated, the standard is available
as the Canadian National Institute for the Blind. as a standalone document entitled “Guidelines
If an intersection is equipped with an accessible for Understanding, Use and Implementation of
signal system, the system can advise the visually Accessible Pedestrian Signals (2008)”.8 For more
impaired pedestrian (and those pedestrians with information, refer to http://www.tac-atc.ca/.
both visual and hearing impairments) of some or all
of the following: that the intersection is equipped
with special signalization features for the visually Pedestrian Countdown Signals
impaired; where the pushbuttons may be found;
the direction for which each of the pushbuttons Pedestrian countdown displays supplement the
activates the special features; and when, and in regular Walk and Flashing Don’t Walk symbols with
which direction, to start crossing the street. The a numeric countdown of the number of seconds
new style of accessible signals supercedes the left in the interval(s). Most countdown pedestrian
concept of audible signals which consisted only of a heads available today determine the display time
sound associated with the Walk interval for sighted using the durations of pedestrian intervals from
pedestrians. previous cycle(s). As a result, phases which are
more consistent in duration are more appropriate
The accessible equipment may include a number for countdown pedestrian heads because of the
of features beyond audible tones for the “Walk” associated accuracy in the countdown display time.
intervals. The additional features may consist of
tones that locate the pushbuttons, tones that TAC has completed a project that provides
acknowledge that the button has been pushed or comprehensive recommendations on the operation
vibrating features that operate in parallel with the of countdown timers. The key recommendation
audible sounds. These traffic signal features operate is that the timers should operate only during the
in conjunction with typical accessibility features in pedestrian clearance interval to ensure the timing
the sidewalk and crosswalk. The activation of these consistency noted above.
devices at traffic control signals should include a
training program for users provided by an agency
recognized as dealing with the needs of the visually Tunnel Signals
impaired.
“Tunnel Signals” may consist of signals at the ends
Accessible indications are not covered by the HTA. of a tunnel used to prohibit the entrance of traffic,
Basic standards and pushbutton operation options lane control signals within the tunnel, and signals
are provided in the MUTCDC14, but the existing on the tunnel approaches. Signals are also used
audible signal standard in the MUTCDC has been for reversible lanes or for the closure of lanes for
reviewed, and the changes approved. The MUTCDC maintenance.
will be updated with a more comprehensive
accessible signal standard in the very near future. Signals located near the ends of a tunnel should
Two significant changes (compared to the older be constructed at crossing roads so that traffic
audible standard) have been made: one of the may be diverted should it be necessary to close
Walk tones has been changed from a “chirping” the tunnel. The tunnel may be closed by a manually

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activated or automatic preemption signal sent to the be activated by a detector when the system is
controller. The preempt signal may come from the running. The ramp metering signals typically rest in
tunnel alarm systems for, for example, fire, collision, green during the off-peak hours of the day.
noxious gases or water leakage. The signals operate
similarly to those for railway preemption. Ramp metering signals are always used in
conjunction with an advance flasher to indicate that
The principles of the use of symbols, visibility RMS is in operation.
distances and operational strategies as outlined
under “Lane Direction Signals” also apply to tunnel
signals. Optically Programmable Traffic Signals

Optically Programmable Signal indications can

Ramp Metering Signals be used to limit the visibility of signal indications
to specific areas. These types of indications are
Ramp metering signals are used on freeway or generally used to avoid conflicting or confusing
expressway entrance ramps to control the rate indications to drivers approaching in adjacent lanes
of traffic flow onto the highway. Metering signals or approaching signals that are very closely spaced.
normally operate only during rush hours and in a Example applications include left turn indications
preferred direction (normally toward the Central on high speed roadways with centre medians, and
Business District (CBD) in morning and outbound unusual geometric intersection configurations. The
from the CBD in the evening). optically programmed heads are also used where
signalized intersections on the same roadway are
Ramp metering signals are normally controlled by so closely spaced that drivers may look past the
traffic management computer software at the Traffic closest signal to the one farther away, resulting in
Operations Centre. The signals have a controlled violations and collisions.
cycle length that depends on the volume/density of
the highway lanes. When the highway is operating Many programmable signal indications are designed
at LOS E, the ramp metering cycle length will be to veil the areas where the signal indication is to be
relatively long (e.g., 15 seconds) so that the number restricted by applying opaquing material to portions
of vehicles per hour is restricted in order to alleviate of the signal lens (which actually consists of an
the highway congestion. When the highway speeds optical window located within the signal head). The
and volumes increase and volumes of throughput veiling process is generally done by opening the
increase, the central computer commands a back door of the head, looking through the window
relaxation in the ramp metering cycle (e.g., 5 at the approach, and “taping off” areas where the
seconds), thus allowing more vehicles per hour indication is to be restricted. This process is almost
from the ramp to enter the highway. always done after the signal is placed and aligned
at the intersection. Typically these signal heads
The ramp metering station (RMS) itself requires are rigidly mounted so that the programming will
a controller with modified software/firmware to remain consistent in relation to the area of the
access values of minimum green and amber which roadway for which the signal indication should be
are normally disallowed for intersection controllers. visible or veiled.
The green time is normally set to a very short
interval, in the order of 1.0 seconds (one vehicle Road authorities should routinely confirm that
only per green signal), with the amber interval even the programmable indication is visible within the
shorter (in the order of 0.5 seconds). The signals intended boundaries, and that the signal head has
rest in red for the remainder of the cycle, and must not shifted or moved. This routine check could be

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made a standard part of the maintenance practices, operated in a parallel direction with other signals,
and should apply for all traffic signal locations with displaying the amber phases simultaneously, if
optically programmable traffic signals. possible, will minimize possible confusion.

Further specifications are available through the ITE Separate bicycle signal phases may be required in
at http://www.ite.org/standards. unique situations, typically when a heavily-used off-
road bicycle trail or multi-use trail crosses through
a signalized intersection in a way that cannot be
Bicycle Signal Indications, Timing and combined efficiently or safely with existing vehicular
Phasing or pedestrian phases. The Transportation Association
of Canada is planning to make available the Traffic
Bicycles are defined as vehicles in the Highway Signal Guidelines for Bicycles report which will
Traffic Act and are therefore governed by the provide information on bicycle traffic signals,
rules of the road as defined in the act. Under the phasing and timing. This guide will contain additional
vast majority of circumstances, standard vehicle material about these topics. Please refer to the TAC
displays, standard signal phasing, and standard Transport Information Service for added information.
signal timing and clearance intervals should be The contact email is [email protected].
adequate to control bicycle movements through
intersections, but in very unusual conditions,
where bicycles make up the majority of vehicle
flow, it may be necessary to have a slightly longer
3.11 Flashing Beacons
minimum green time. The use of bicycle specific
signals and/or bicycle phasing should be limited to
General
special circumstances where safety or efficiency
can be improved for cyclists or other users, and
Flashing beacons may be used at locations where
not randomly or universally applied to all signalized
full traffic control signals are not justified, but lack
intersections.
of visibility or other hazards mean that regulatory or
cautionary signs alone are not sufficient. Flashing
Bicycle specific signal lenses are not currently
red or flashing amber indications may be shown.
approved under the HTA. These lenses are in use in
The red indicates that all approaching traffic must
other provinces and have been included in the 2008
stop before proceeding, and the amber indicates
update to the MUTCDC along with information on
that traffic may proceed with caution provided that
the mounting of bicycle signals. In Ontario, standard
the way is clear. The red flashing beacon is always
signals can be used for bicycle-specific purposes. In
used in conjunction with stop control for the same
this case, it is recommended that, the requirements
direction.
of the HTA are satisfied such that two heads are
provided in the direction of travel. In addition,
Beacons must be clearly visible to approaching
various techniques may be used to ensure that the
motorists for the distances shown in Section 5.
intent of the bicycle signals is conveyed to all road
users, and that the bicycle signals are distinct from
Beacons must be flashed at a rate of not more than
other indications. Techniques include the size and
60 or less than 50 ON and OFF flashes per minute,
colour of the signal heads, the lack of backboards,
with the length of each ON period approximately
signing that clearly identifies the purpose of
equal to the length of each OFF period.
the signal heads, and proper positioning. As an
additional precaution, where bicycle signals are

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Beacons should be used with considerable locations that are a minimum of 300 m away from
discretion because over-use of these devices signals.
may lead to their being disregarded by motorists.
The decision to install flashing beacons should be
based, at least in part, on a higher than expected Intersection Control Beacons
collision risk, and the presence of a pattern of
collisions of a type which should be prevented or General
reduced in number by the installation of the flashing
beacon. Intersection control beacons consist of 200 mm
or 300 mm diameter lenses with continuously
flashing red or amber indications. Applications
Hazard Identification Beacons include: overhead beacons mounted on suspension
wire at the centre of an intersection; and the
Hazard beacons include those used for provision of visual assistance where stop signs are
reinforcement of signs or signing systems. not conspicuous, or sightlines to the major road
Examples of the use of hazard beacons include are poor or in situations where the driver has not
their use for obstructions in or immediately adjacent needed to stop for some distance and may not be
to the roadway, and as a supplement to advance expecting to have to do so.
warning and regulatory signs such as KEEP RIGHT,
STOP or SIGNALS AHEAD. Hazard beacons are also Flashing beacons may be used when two major
used as visual warning on pedestrian crossovers. high speed roads intersect in a rural area, or when
the collision history suggests that additional
Beacons with flashing amber indications may be treatments are required.
used to emphasize the need for caution. Studies
that determine the justification for hazard beacons It is generally intended that intersection control
investigate problems identified at the intersection, beacons operate on a continuous basis (aside
the location’s collision experience, and the presence from power failures, mechanical problems or other
of any of the following conditions: unforeseen events).
• A physical obstruction in the roadway
• A sharp curve in the roadway 1-Way or 2-Way Overhead Red Flashing Beacons

• A major intersection that is hidden by a sharp 1-way or 2-way overhead red flashing beacons are
curve or severe grade used where the visibility of intersections or stop
• The beginning of a divided highway (median) signs is poor due to abrupt vertical curves or other
visibility restrictions that result in poor stop sign
compliance and/or collisions. The beacons provide
Beacons in Advance of a Signalized additional visual assistance for normal stop signs.
Intersection
These types of overhead beacons should use 300
An amber “Keep Right” flasher on a median island mm red lenses, and should be positioned to be
shall be used only if it does not visually distract from clearly visible along each approach of the side road.
nearby vehicular traffic signals. This type of flasher Stop signs must also be located at the intersection.
is therefore seldom used for traffic signal islands.
These beacons are usually considered only in

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3-Way and 4-Way Overhead Red Flashing Warning Beacons in Advance of Signalized
Beacons Intersections

3-way or 4-way overhead red flashing beacons In general, warning beacons in advance of signalized
are used where “all-way” stop conditions are in intersections should be implemented if one or more
place, but traffic control signals are not justified. of the following criteria are met:
The beacons are used where geometric conditions,
• The view of the signals is obstructed due
visibility conditions or the collision history suggest
to vertical or horizontal alignment (due to
that the stop signs require reinforcing.
buildings, rock cuts or large signs along the
inside of curves) such that the traffic signal
These types of overhead beacons should be
indications are not visible for the minimum
positioned to be clearly visible along each approach.
sight distances, as described in Section 5.
Stop signs must also be used on each approach.
• Freeway conditions come to an end at a
signalized intersection.
3-Way and 4-Way Overhead Red/Amber Flashing
Beacons • The grade approaching the intersection is
sufficient to require more than normal braking
3-way or 4-way overhead red/amber flashing effort.
beacons are used where the side road traffic is
• Where the beacons can provide a supplement
required to exercise caution and stop, but traffic
to double long distance detection on downhill
control signals are not justified. The beacons
approaches (except for true active advance
are used where geometric conditions, visibility
warning). As well, authorities may wish to
conditions or the collision history requires
consider use of warning beacons if motorists
reinforcement of the normal stop signs, and where
are exposed to many kilometres of travel
side road traffic may have difficulty turning due to
without encountering a traffic control signal.
limited sight distance.

In addition, jurisdictions may consider the use

These types of overhead beacons should be
of warning beacons in advance of a signalized
positioned to be clearly visible along each approach
intersection if drivers are exposed to a long distance
of the intersection with the red beacons facing the
of travel without encountering a traffic control
side road(s) and the amber beacons facing the main
signal.
road. Stop signs must be located on the side road
approaches.
Warning beacons can be in the form of full-time
flashing operation, or one of two types of operation
Red Beacon for Stop Sign Reinforcement inteconnected with the traffic controller, as
described in the next sections.
A red beacon for stop sign reinforcement is typically
used above an oversized stop sign. The beacons
Continuous Advance Warning Beacons for Traffic
should be 200 mm diameter to prevent excessive
Signals
glare caused by the low mounting height. The
beacons must operate 24 hours a day.
Continuous advance warning beacons for traffic
signals are single 200 mm diameter beacons.
They are used as reinforcement for the “Traffic

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Figure 17 – Signalized Intersection Warning Figure 18 – Active Advance Warning Beacon

Beacon

Signals Ahead” warning signs where the visibility word tab (Wb-102At), that reads “Prepare to Stop
of intersections with traffic control signals is When Flashing” mounted below the sign. Figure
restricted, where signal observance is found to be 18 shows a typical arrangement. The word tab must
substandard, or where signals may not be expected be bilingual in designated areas. The signs should
by motorists such as on remote highways. A typical be illuminated with a down light at night to prevent
configuration is shown in Figure 17. message washout from the flashing beacons. The
beacons are interconnected to the traffic control
Continuous advance warning beacons may be used signal and are activated at the beginning of the
in advance of signalized intersections where there corresponding amber signal display. The beacons
may be limited sight distances (due to buildings, continue to flash until the approach receives the
rock cuts or large signs along the inside of curves) next green signal indication. The beacons should
or on abrupt vertical curves in locations where also flash when the traffic control signal goes into
the traffic signal indications are not visible for the flash operation.
minimum sight distances, as described in Section
5. In these situations, continuously operating Successful operation of active advance warning
single flashing beacons with the oversized “Signals beacons is directly related to accurate placement of
Ahead” sign (Wb-102A) may be required. The the sign. If located too close to the intersection, the
location of the signs shall be in conformance with sign may not provide sufficient advanced warning.
the requirements shown in Book 6 - Warning Signs. If the sign is located too far from the intersection, a
motorist passing the sign may have insufficient time
Active Advance Warning Beacons for Traffic to clear the intersection.
Signals
In order to ensure efficient and safe intersection
Active advance warning beacons consist of a special operation, the following equation should be used:
oversized Traffic Signals Ahead warning sign (Wb-
202A), two alternating flashing amber beacons (200 DA = Vty - Dp
mm) (one mounted on each side of the sign) and a
Where:

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DA = distance of the active advance warning sign sign as it is activated are provided with sufficient
from the stop bar (m) time to travel through the pre-defined dilemma zone
before the amber is displayed.
V = operating speed (85th percentile speed or 10
km/h above the posted speed limit (m/sec) True Active Advance Warning Beacons should only
be implemented when the intersection operates
ty = amber time (seconds) in fixed time mode or is semi-actuated (with no
advance detection on the approach where the sign
Dp = minimum distance at which the flashers is being considered).
can be perceived (21.3 m)
Since the safety advantages of signal “gap-out”
True Active Advance Warning Beacons for Traffic are diminished by adding a pre-amber flash
Signals time, True Active Advance Warning Beacons
are not recommended for use in combination
True active advance warning signs are with Long Distance Detection. True Active
interconnected with the traffic signal controller. Advance Warning Signs should never be used
They are similar to active advance warning beacons, in combination with Double Long Distance
but instead of commencing flashing at the start of Detection.
amber, they are programmed to start flashing a pre-
determined time before the amber. They continue The key elements related to the successful
to flash until the approach receives the next green operation of True Active Advance Warning Beacons
indication. The operation of this device is intended are related to the accurate placement of the sign
to provide motorists with additional information, and to the calculation of the advance flash time
compared to other types of advance beacons, provided before the onset of amber. The sign should
about the operation of the traffic signals, in order to be placed before the stop line, at a distance equal
assist the driver in making decisions. These devices to that required to bring the vehicle to a comfortable
consist of a Signals Ahead warning sign (Wb-102A), stop. Recommended sign placement is shown
two alternating flashing amber beacons (20 cm) in Figure 19 and is summarized in Table 10. The
(one mounted on each side of the sign), and a tab distance is calculated using the following equation:
sign (Wb-102At) that reads “PREPARE TO STOP
V2
WHEN FLASHING”.This tab must be bilingual in DTA = VTpr +
designated areas. These signs should be illuminated 2a
with a down-light at night to prevent message Where:
washout from the flashing beacons. The beacons
should also flash if the signal goes into flashing DTA = distance of the True Active Advance
operation. The sign must be accurately located in Warning Sign from the stop bar (dry
order to be effective. stopping distance (m))

True Active Advance Warning Beacons provide the V = operating speed (85th percentile speed or 10
motorist with valuable information related to the km/h above the posted speed limit (m/sec))
existing or impending state of the traffic control
signal at an approaching intersection. Motorists Tpr = perception reaction time (1.8 seconds
viewing the sign as it is activated are provided with recommended)
a true warning that they are about to lose the right-
of-way at the intersection and should adjust their a = average deceleration rate (3.06
speed accordingly. Motorists who are just past the m/sec/sec or 11 km/hr/sec recommended)

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21.3m Dilemma Zone

DTA

Figure 19 – True Active Advance Warning Beacon - Recommended Installation

* Figure 19 shows the recommended installation of The advance warning flasher should be timed to
a True Active Advance Warning Sign. begin a pre-determined number of seconds before
the signals change to amber. This time is calculated
so that a driver who passes the advance flashers
just a fraction of a second before they are activated
is afforded time to clear the dilemma zone safely.
The length of time the signs flash before the signals
Table 10 – True Active Advance Warning Beacon change to amber is summarized in Table 10, as
Placement calculated using the following equation:

D TA+ DP
TBA = − tD
PRE-AMBER SIGN V
OPERATING FLASH TIME PLACEMENT
SPEED (km/h) (TBA) (DTA)* Where:
(seconds) (metres)
TBA = time before amber (pre-amber flash time,
60 4.8 75 seconds)
70 5.1 97
DTA = distance of the True Active Advance
80 5.4 121 Warning Sign from the stop bar

90 5.7 147 Dp = minimum distance at which the flashers

100 6.1 176 can be perceived (21.3 m)

110 6.5 208 V = operating speed (m/s)

120 6.9 242 tD = 1 second

* Distance is measured from the stop bar.

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3.12 Systems Every 6 months

Traffic Control Subsystem

Need for a System
• Check conflict monitor
Traffic signal control systems can be used to
operate, monitor and control traffic signal controllers Every 12 months
located at each intersection. Traffic signal control
systems can be very cost effective if frequent
Traffic Control Subsystem
adjustments to the timing are required, or if
more dynamic forms of control are indicated, or if • Vacuum cabinet
frequent retrieval of the traffic data is necessary.
• Change filter
Traffic signal control systems can also be integrated • Check cover plates
with other systems such as freeway traffic
• Check heater/fan
management systems, transit control centres, or
fleet management systems. More information • Check for pests
on system integration can be found in the ITS
• Check/service cabinet joints and sealants
Architecture for Canada (see http://wwwapps.tc.gc.
ca/innovation/its/eng/architecture/menu.htm). • Verify maintenance logs are being used
• Check that supporting documents/
A feasibility study should be undertaken to assess
drawings are in cabinet
the need and justification for a traffic signal control
system and, if justified, the most appropriate • Verify operation of system connection and
type of system for the present and projected communications
requirements of the road authority.
Display Subsystem
3.13 Maintenance Considerations
• Re-lamp signals (incandescent)
Traffic control signals require regular maintenance • Clean lenses
to ensure that they are functioning properly, to
maximize safety to the public, and to proactively • Verify head alignments
avoid potential operational problems. The legislated • Check/service condition of hangers,
component of required maintenance for traffic backboards
control signals is set out in the Municipal Act,
Regulation 239/02 as amended. This Regulation • Check/service cabling for temporary signals
is entitled “Minimum Maintenance Standards for • Verify integrity of mast arms, brackets,
Municipal Highways”. More information is available poles, base bolts, back guys
at www.e-laws.gov.on.ca.
• Verify integrity of pedestrian heads, pole
Suggested traffic signal maintenance standards for and bases
consideration (including those listed in the Municipal
Act) include the following: External Detection Subsystem
• Clean/service pedestrian push buttons

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• Check and verify operation of vehicle • All electrical equipment items should be ESA
detectors approved as a safety measure and as part of a
pro-active risk management process.
• Check and verify operation of emergency
vehicle and railway preemption • Where contracts for the traffic signal
installation work are let, the contractors
Road authorities are encouraged to establish
should use qualified licensed electricians for
maintenance practices and schedules that reflect
the wiring, and qualified IMSA technicians
the needs of their own local circumstances
for the controller setup. The contractor
provided they are compliant with the requirements
should obtain inspection and certification of
listed in the Municipal Act.
a qualified staff electrical technician, qualified
Maintenance staff should stock standard electrician, or qualified electrical engineer.
equipment used for replacement purposes.
The choice of hardware should consider ease
of replacement and minimization of stock Aesthetic and Practical General Design
requirements. The Ministry uses Ontario Provincial Considerations
Standards Drawings (OPSD) for traffic signal
standardization purposes. Although aesthetics play a minor part in the
functionality of a traffic signal system, it should be
kept in mind that local citizens see the equipment
on an everyday basis. Since standard equipment
3.14 Other Considerations is used in most installations, consideration of
aesthetic values consists mainly of avoiding of
signal elements that are not considered pleasing.
Electrical Considerations
The same choices that will satisfy aesthetic
considerations will often lead to more efficient
Traffic control signal design has traditionally been
design and lower capital cost or maintenance
managed or approved by traffic engineers because
requirements, and may serve to comply with
the signals are a tool of traffic management and
disability requirements.
regulation. Traffic signal installations in Ontario
are subject to inspections from the Electrical
Examples of aesthetic considerations include:
Safety Authority (ESA). Information on agency
responsibilities and inspection details can be found • The number of poles should be kept to a
in the latest amended ESA Bulletin (2-12) available minimum.
through the ESA website (http://www.esasafe.com).
• The signal head displays and traffic signals
are the only items we really want to notice.
Other recommended practices with regard to the
Poles and all other equipment should be as
electrical design of traffic control signals include:
inconspicuous as practical.
• Where in-house design capability does not
• The length of single member arms should be
exist, a consulting engineering firm with
kept to the minimum required to satisfy the
electrical design expertise in traffic signals
criteria.
may be selected.
• The locations of corner poles with
• Municipalities may adopt methods and
pushbuttons may lead to complaints if
practices that best address the specific design
the poles are not installed in a way that is
requirements for their local signals.

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compatible with sidewalks, if they are behind

barriers, if the pushbuttons are on the wrong
side, or the poles are sited where a pedestrian
has to take a few steps in mud to reach the
pushbutton.
• Where buildings are adjacent to the
sidewalk, the poles should be sited so that
no interference occurs with doors, windows
or commercial signs. Spaces between poles
and buildings should be a minimum of 1.5 m
to allow space for sidewalk snowplows. In
some locations, the space between poles and
buildings should be closed to allow no more
than a 450 mm space. (This may reduce the
sidewalk width in tight spaces and will require
agreement by the owners of the buildings.)
• Signal arms should project beyond
overhanging tree branches so that future tree
trimming can be controlled without excessive
trimming of large branches.
• Controller cabinets should be oriented to be
parallel to the roadway, particularly in urban
areas. Where practical, the controller pad
can be directly adjacent to and flush with
the sidewalk, provided that offset rules are
observed. In congested urban areas, care
should be taken to place the controller free
of store doors, windows, etc. and as clear
of sidewalks as practical so as to provide a
minimum 1.5 m sidewalk space.
• Excessive equipment on poles (particularly
on utility poles with external conduits, straps,
etc.) can be unsightly.
• Long signal arms on utility poles tend to
tilt these poles towards the roadway. Guy
anchors with sidewalk struts behind the mast
arm attachment brackets can neaten these
installations. The need for guy anchors should
be discussed with the power supply authority
as needed to decide who should do the work.

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installation of a traffic signal. Justifications must

4. Planning and Justification be used in combination with traffic engineering
experience, professional judgment, and economic
analysis. Satisfying signal installation justifications is
only one criterion for determining the suitability of
traffic signals for any location.
4.1 General
Even if the evaluation of a location meets a
Purpose justification, a traffic signal should not be installed
if the signal will result in operational problems that
This section discusses the planning and justification create a potential for collisions and/or significantly
for a traffic signal installation. Traffic signals are not increase delays to all users. Section 4.13 provides
the only alternative available to provide right-of-way guidance for a procedure that can be used to
control. There is a range of other choices including assess the potential impact of signalization on
stop signs, yield signs, and roundabouts. Traffic collisions. Other potential problems should also be
signals should only be selected if consideration assessed. The problems include the extension of
of alternative options suggests that traffic signals vehicle queues through upstream intersections,
are the best choice. A comprehensive study of the and possible impacts on existing signal progression.
traffic conditions and the physical characteristics These broader network considerations must be
of the site should be undertaken to determine taken into account, and necessitate the application
whether the installation of a traffic control signal of engineering judgement over and above strict
would benefit the intersection operation. reliance on justification criteria.

Users should be aware of the advantages and This section identifies seven distinct justifications
disadvantages of traffic signals. Traffic signals can for traffic signal installation. Other considerations
move traffic efficiently by distributing time and that support justification for a signal installation
alternating the right-of-way judiciously. Traffic signals may also arise. For example, if visibility at a location
can also help to reduce the number of certain types is inadequate for the safe and efficient operation
of collisions. A poorly timed signal, however, is likely of the intersection in its unsignalized state, and
to serve traffic inefficiently. Users should also be if geometric or operational improvements cannot
aware that the installation of a traffic signal does not resolve the situation, experience and professional
guarantee the elimination of all collisions, and the judgement may support signal installation. An
number of some types of collisions may increase experienced analyst may also consider benefits
following the installation of traffic signals. to other users such as public transit, cyclists or
pedestrians that may flow from signalization.

Background/Context

The decision to install a traffic signal should

be based on sound engineering judgment.
This section provides guidance on a number of
justification procedures that should be used to
assist in determining the need for traffic signals.
The fulfillment of a traffic signal justification
or justifications does not in itself require the

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4.2 Information Requirements of Justifications 1 through 6. Comments providing

additional guidance about the collection and
Basic Input Data
application of the data are also included in the Table.
Various basic data and location attributes are
required for the analysis of signal justification. Table
11 lists and describes the basic data required for
the volume, collision and pedestrian components

Table 11 – Traffic Control Signal Justification: Data Input Requirements

Justification 1 - Minimum 8 Hour Vehicle Volume

Justification 2 - Delay to Cross Traffic
Justification 3 - Combination Warrant
Justification 4 - Minimum 4 Hour Volume
Information Description Notes/Comments
Required
Intersection Number of approaches. Three or four leg intersection.
Configuration
Number of lanes on each Divided into left, through, right, and
approach. channelized right turn lanes.

Traffic Volumes Number of vehicles entering Vehicles should be categorized into

the intersection during the eight passenger cars, trucks/buses, and bicycles.
highest hours of an average day
categorized by those passing left,
through and right.

Pedestrian Volumes Number of pedestrians crossing Eight hour pedestrian volume should coincide
each leg of the intersection during with the eight highest traffic volume hours.
each of the eight highest hours of
an average day.

Roadway Speed Design, operating, or posted For future roadways, the design speed on the
speed on the main roadway during main roadway should be used.
the signal justification analysis
period. For existing facilities, the operating or
posted speed should be applied. If either
figure exceeds 70 km/h, the intersection
is assumed to function under free flow
conditions.

Area Population Approximate population of built-up Quantitative measure that assists in

or urban area. determining whether the intersection is
operating under free flow (rural) or restricted
flow (urban) conditions.

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Justification 5 - Collision Warrant

Information Description Notes/Comments
Required
Intersection Number of approaches. Three or four leg intersection.
Configuration
Traffic Volumes Traffic volume. Entering AADT At least three years of historical AADT
volumes for major and minor volumes should be provided. The years should
streets. correspond to collision data years.

Expected volume after signalization. If known, expected traffic volume following

the installation of the signal.
Collision Data Most recent three or more year Collision history should be as current as
history of reported collisions. possible. A shorter time period may be used if
major changes to the intersection have taken
place.

Initial impact type detail. Collision data must be sufficiently detailed

to allow the determination of initial impact
type, so that the collision can be categorized
as susceptible to reduction (“Reducible”) or
not-susceptible to reduction (“Non-reducible”)
following signalization. Reducible collisions
include: Angle and Turning Movement.
Non-Reducible collisions include: Rear End,
Approaching, Sideswipe, Single Motor Vehicle
and Other.

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Justification 6 - Pedestrian Volume and Delay Warrant

Information Description Notes/Comments
Required
Roadway Number of lanes on the main road. Divided into left, through, right and
Configuration channelized right turn lanes.
Presence of median island. Width of median, if any, on main street.
Traffic Volumes Total number of vehicles in both Vehicles should be categorized into passenger
directions during the eight highest cars, trucks/buses and bicycles.
hours of an average day.
Pedestrian Volumes Number of pedestrians crossing Total pedestrian volume categorized as
main roadway during the same “assisted” (children under the age of
eight highest hours of an average 12, seniors, and mobility challenged) or
day. “unassisted,” and segregated by zones.
Pedestrian Delay Delay time experienced by each Eight hour monitoring of delay is desirable but
pedestrian for the same eight delay counts for brief periods can be factored
highest hours of an average day. up to create eight hour totals. A minimum
of two one-hour peak periods should be
surveyed.

Pedestrian Percentage of pedestrians from A qualitative assessment of the percentage of

Crossing each zone. each zone’s pedestrians who would choose to
Opportunities use the proposed crossing control.

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Flow Conditions as multi-lane roadways, but engineering judgement

should be used to determine whether the inclusion
The justification for traffic signals has been of left and right auxiliary turn lanes in the main
developed for two types of flow conditions: street approach configuration is appropriate. If
restricted flow and free flow. The two types vehicles encounter conflicts or delays in turning
are necessary to reflect different operating from a right turn lane, it could be included. The
characteristics. Engineering judgment should be main street approach should be considered a multi-
used in determining which condition best describes lane approach if approximately half of the traffic
the study location under existing operating on the approach turns left and the auxiliary lane is
conditions or for a predetermined future analysis of sufficient length to accommodate all left-turn
scenario: vehicles.
• Restricted Flow Conditions represent roads Median Islands
with operating or posted speeds of less than For the application of Justifications 1 through 4
70 km/h and are normally encountered (traffic volume-based warrants), an intersection
in urban areas where side friction on with a wide median, even a wide median
the roadway (due to parking, numerous greater than 9 m, should be considered as one
entrances, etc.) reduces the operating speed. intersection. For the application of Justification 6,
each direction on a divided roadway with a raised
• Free Flow Conditions represent roads with
median island of at least 1.2 m may be considered
operating or posted speeds equal to or greater
individually in the justification process.
than 70 km/h and are normally encountered
in rural areas or on controlled access roads
in urban areas. As driving characteristics in Traffic Volume Data
small urban communities can be different
from those in larger urban areas, free Main Road
flow conditions are also used for isolated The main road should be the road that carries
communities with a population of less than the greater hourly vehicular traffic volume over
10,000 and located outside the community the period of study. As this “main road” may not,
influence of a large urban center, even if the however, carry the greater volume during each
operating speed is less than 70 km/h. of the hours studied, it is possible to refine the
definition of main road to incorporate analysis on an
hour-by-hour basis. Where the intersecting volumes
Intersection / Roadway Configuration are approximately equal, the road having the less
restrictive form of existing control is generally
Roadway Type selected as the main road.
The minimum justification values in Justifications 1
and 2 (minimum 8 hour vehicle volume and delay Determination of an Average Day
to cross traffic) for main road volume are given for The traffic and pedestrian volumes used in the
a two-lane, two-way roadway and for a multi-lane analysis should be representative of traffic and
roadway with four or more through lanes. Vehicle pedestrian volumes likely to be experienced on an
volume justification values for multi-lane roadways average day, i.e., the typical operating conditions
having four or more through lanes on the main road that the signal is intended to address. When signal
are 25% higher than the values for two-lane, two- justifications are met on days other than weekdays,
way roadways. Two-lane, two-way roadways with signals may be justified on the basis of recurring
exclusive left-turn lanes are generally not classified congestion, but their design and operation should

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reflect the variations in their use. Example of these enter the intersection, and should therefore not be
conditions may include roadways in: included in any justification calculations.
• Retail oriented areas that are congested on
Bicycles
Saturdays and Sundays rather than during
For the purposes of traffic signal justification
weekdays
analysis, bicycles must be treated as vehicles
• Recreational areas that experience peak traffic when on the road. Bicycles should be treated as
conditions only during summer weekends pedestrians at the intersection of roads and park
paths where cyclists dismount to cross the road.
• Employment areas where major shift changes
or other operational attributes result in peak
Heavy Vehicle Movements
travel during periods outside typical morning
At locations in or near heavy industrial,
and afternoon weekday peak periods
manufacturing, agricultural, or natural resource
• Special event areas such as stadiums, extraction areas, heavy vehicle travel may impact
arenas, exhibition grounds, theme parks and on signalized intersection flow or capacity. In
community centres where there is recurring these cases, engineering judgement and visual
congestion on a relatively frequent basis observations of delay, roadway grades, and
conflict potential will be required to determine
In each of the above cases, the signal should be whether a heavy vehicle adjustment factor should
operated to avoid causing undue delay during be applied to reflect the site specific operational
periods when demand is lower. characteristics. Heavy vehicle adjustment factors
ranging from 1.5 to 3.5 passenger car unit
The hours counted should reflect the eight highest equivalents (PCUs) have been applied in many
hours of the day. Traffic volumes normally vary operational analysis methodologies. ITE’s “Canadian
hourly, daily, monthly, seasonally, and annually. If Capacity Guide for Signalized Intersections”1 (CCG)
the counts available are for the periods other than provides some guidance to the application of
the one(s) of interest, the counts may be factored passenger car unit equivalents.
appropriately with reference to local or provincial
experience. Guidance relating to temporal variations
and appropriate adjustment factors is provided in Pedestrian Volume Data
the Traffic Characteristics section of the Geometric
Design Standards for Ontario Highways (MTO For the purpose of Justification 6: Pedestrian
1999)5. Alternative references include Section 4 Volume and Delay, an adjusted pedestrian volume
of the Institute of Transportation Engineers Traffic is applied to reflect a factored volume based on
Engineering Handbook25, and Chapter 8 of the “equivalent adults” and the following definitions:
Highway Capacity Manual 200011. • Unassisted – Adults and adolescents at
or above the age of 12 are considered
Vehicle Counts “unassisted” pedestrians.
Only vehicles entering the intersection should be
considered. The vehicles may turn right, go straight • Assisted – Children under the age of 12,
through, or turn left. If the right turns are free- senior citizens, disabled pedestrians,
flowing, channelized and effectively segregated and other pedestrians requiring special
from the through traffic by means of a physical consideration are termed “assisted”
island, vehicles turning right are not considered to pedestrians. In cases where an adult is
accompanying a pedestrian included in the

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“assisted” category, both individuals should routing, on-street parking conditions,

be counted as “assisted” pedestrians to driveways, street lighting, utility poles and
reflect their higher vulnerability. It should fixtures, and adjacent land use/plans.
be recognized that the exact age of the
pedestrian is not critical, but the observer
will need to use judgement to place each
4.3 Principles of Justification
pedestrian into one of the two categories.

The factored pedestrian volume is calculated as General

follows:
The initiative for considering the installation of a
Adjusted volume = Unassisted Pedestrian
traffic signal at an existing intersection or mid-
Volume + 2 x Assisted Pedestrian Volume
block location often arises from complaints or
from analysis regarding delay, congestion, safety,
Collision Data or pedestrian crossing problems. The resulting
needs investigation begins with the collection of
Reportable collisions are collisions involving traffic, pedestrian, collision, and geometric data
personal injury or property damage that are serious (as described in Section 4.2). An assessment of
enough to be reported by the police. whether or not a signal is technically justified is
made using the following criteria:

Supplementary Input Data Justification 1 – Minimum Eight-Hour Vehicle

Volume (Section 4.4)
The following supplementary data may provide a Justification 2 – Delay to Cross Traffic
more precise understanding of the operation of the (Section 4.5)
intersection, and may assist the analyst to apply
additional engineering judgement to the results of Justification 3 – Combination Warrant (Section
the signal justification analysis. Supplementary data 4.6)
that may be obtained for time periods for which the Justification 4 – Minimum Four-Hour Vehicle
relevant Justification applies include: Volume (Section 4.7)
• Vehicle Delay – Vehicle-seconds delay Justification 5 – Collision Experience (Section
determined separately for each approach. 4.8)
• Gaps – The number, length, and distribution Justification 6 – Pedestrian Volume (Section 4.9)
of gaps in vehicular traffic on the main road
Justification 7 – Projected Volumes (Section 4.10)
when side road traffic experiences significant
delays. For a traffic signal installation to be technically
• Site Conditions – A condition diagram justified, at least one of the above justifications
showing the intersection geometrics, lane must be fulfilled. Unless one or more of the signal
arrangements, channelization, pavement justifications are met, the installation of signals
markings, pedestrian paths, sight distance would not normally proceed as it would likely result
restrictions, and distance to nearest traffic in an increase in overall intersection delay and/or a
signals. The condition diagram may also negative impact on intersection safety.
include approach grades, bus stops and

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4.4 Justification 1 – Minimum Table 12 may be used for Justification 1: Minimum

Vehicle Volume Vehicle Volume. Restricted Flow is applicable to
Urban Conditions, while Free Flow is applicable to
Rural conditions (see Section 4.2 for definitions).
Purpose

The Minimum Vehicle Volume Justification is Guidelines

intended for applications where the principal reason
for installing a traffic signal is the cumulative delay Justification 1 evaluates total intersection volume
produced by a large volume of intersecting traffic at and total minor road volume. The hours selected
an unsignalized intersection. should represent the eight highest hours of the
24-hour traffic volume, and they do not have to be
Justification 1A reflects the lowest total traffic on all consecutive hours. Each one of the highest eight
approaches, and Justification 1B reflects the lowest hours of the entering volumes is compared to the
volume on the minor road for which the average justification value. The justification should be met
delay is similar for both signalized and unsignalized for each of the eight hours. “Sectional Percent”
conditions. Therefore, this justification is intended to is calculated in Table 12 for reference purposes,
address the minimum volume conditions for which and may indicate how close an intersection is
signalization can be used to minimize total average to achieving full justification. “Total Across”
vehicle delay at the intersection. is calculated by adding all 8-hour compliance
percentages. The Compliance % figures used in
As volumes increase beyond threshold criteria, Table 12 must not exceed 100%.
delay to traffic on the minor road will increase,
and the overall delay for the intersection will be
greater than would be the case if minor delays were
distributed between both main and minor roadways.

Standard

The need for a traffic signal must be considered if

both Justification 1A and Justification 1B are
100% fulfilled.

If Justifications 1A and 1B do not reach or exceed

100%, but are at least 80% fulfilled, the lesser
fulfilled of the Justifications 1A or 1B can be used in
the assessment of Justification 3, the Combination
Justification.

In applying Justification 1 (Minimum Vehicle Volume)

for “T” intersections, the justification values for the
minor street are increased by 50%. This approach
reflects the reduction in traffic volumes due to the
lack of one of the approaches.

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Table 12 – Justification 1 – Minimum Vehicle Volume

100% SATISFIED – YES  NO 

80% SATISFIED – YES  NO 

MINIMUM REQUIREMENTS (80% PERCENTAGE WARRANT

SHOWN IN BRACKETS)
APPROACH LANES 1 2 or MORE HOUR ENDING
FREE RESTR. FREE RESTR.
FREE RESTR. FREE RESTR.
FLOW FLOW FLOW FLOW TOTAL
ACROSS
FLOW CONDITION
480 720 600 900
(385) (575) (480) (720)
A. ALL APPROACH
100% FULFILLED
LANES SECTIONAL
80% FULFILLED
PERCENT
ACTUAL % IF BELOW 80% VALUE
TOTAL DOWN / 8 =

120* 170* 120* 170* TOTAL

(95)* (135)* (95)* (135)* ACROSS
B. MINOR STREET
BOTH APPROACHES 100% FULFILLED
SECTIONAL
80% FULFILLED
PERCENT
ACTUAL % IF BELOW 80% VALUE
TOTAL DOWN / 8 =

* For “T” intersections, these values should be increased by 50%.

4.5 Justification 2 – Delay to Cross Standard

Traffic
The need for a traffic signal must be considered if
both Justification 2A and Justification 2B are 100%
Purpose fulfilled. If Justifications 2A or 2B do not meet or
exceed 100%, but both are at least 80% fulfilled,
The Delay to Cross Traffic Justification is intended the lesser fulfilled of the justifications 2A or 2B can
for applications where the traffic volume on the be used in the assessment of Justification 3, the
main road is so heavy that traffic on the minor road Combination Justification.
suffers excessive delay or hazard in entering or
crossing the main road. Table 13 may be used for Justification 2: Delay to
Cross Traffic. Restricted Flow is applicable to Urban
Conditions, while Free Flow is applicable to Rural
Conditions (see Section 4.2 for definitions).

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Table 13 – Justification 2 – Delay to Cross Traffic

100% SATISFIED – YES  NO 

80% SATISFIED – YES  NO 
MINIMUM REQUIREMENTS (80%
PERCENTAGE WARRANT
SHOWN IN BRACKETS)
APPROACH LANES 1 2 or MORE HOUR ENDING
FREE RESTR. FREE RESTR.
FREE RESTR. FREE RESTR.
FLOW CONDITION FLOW FLOW FLOW FLOW TOTAL
ACROSS
480 720 600 900
(385) (575) (480) (720)
A. MAJOR STREET
100% FULFILLED
BOTH APPROACHES SECTIONAL
80% FULFILLED
PERCENT
ACTUAL % IF BELOW 80% VALUE
TOTAL DOWN / 8 =

50 75 50 75 TOTAL
B. TRAFFIC (40) (60) (40) (60) ACROSS
CROSSING MAJOR 100% FULFILLED
STREET SECTIONAL
80% FULFILLED
PERCENT
ACTUAL % IF BELOW 80% VALUE
TOTAL DOWN / 8 =

Guidelines street should be treated in a similar manner to right

turns, and be deleted from the justification.

Justification 2 evaluates major road volume and When applying Justification 2B, the crossing
minor road movements that cross the intersection. volume consists of the sum of:
The hours selected should represent the eight
highest hours of the 24-hour traffic volume, and 1. The number of pedestrians crossing the
they do not have to be consecutive hours. The main road
entering volumes of each of the highest eight 2. Total left turns from both the side road
hours are compared to the justification value. The approaches
justification is met if the justification value is 100%
and fulfilled by each of the eight hours. 3. The highest through volume from one of the
side road approaches
“Sectional Percent” is calculated in Table 13 for 4. Fifty percent of the heavier left-turn traffic
reference purposes, and may indicate how close movement from the main road when both of
an intersection is to achieving full justification. the following criteria are met:
“Total Across” is calculated by adding all 8-hour
compliance percentages. The Compliance % figures a) The left-turn volume is greater than 120
used in Table 13 must not exceed 100%. vehicles per hour
b) The total of the heavier left-turn volume
As right turns are not considered as traffic crossing plus its opposing volume is greater than 720
a road, they should be deleted from the combined vehicles per hour
pedestrian and vehicle volume in the Delay to Cross
Traffic Justification. In one-way street systems, left
turns from a one-way street into another one-way

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4.6 Justification 3 – Volume/Delay 4.7 Justification 4 – Minimum

Combination Four-Hour Vehicle Volume

Purpose Purpose

Signals may occasionally be justified where neither The Minimum Four Hour Vehicle Volume
Justification 1 or Justification 2 is 100% satisfied, Justification is intended for applications where the
but both justifications are at least 80% satisfied. intersection experiences excessive delays for four or
more peak hours of the day, but does not have the
prolonged demands throughout the day to meet an
Standard eight hour warrant. The Ministry of Transportation,
Ontario does not use the Minimum Four-Hour
The requirements for the Volume/Delay Vehicle Justification, but some jurisdictions may
Combination Justification are given in Table 14. consider the Justification applicable for limited

Table 14 – Justification 3 – Volume/Delay Combination

Two Justifications Satisfied

Justification Satisfied 80% or More 80% or More
Justification 1 Minimum Vehicular Volume YES NO
YES NO
Justification 2 Delay to Cross Traffic YES NO

Guidelines specific situations. The application of the four-hour

warrant is focused on locations such as:
Justification 3 should only be applied after an
• Commuter-dominated roadways – with heavy
adequate trial of other remedial measures designed
demands for two or more hours in each of the
to reduce delay and inconvenience to traffic
AM and PM peaks, but considerably reduced
have failed to solve the operational issues at the
demand for the remainder of the day
intersection. Explicit consideration should be
given to the safety benefits and disadvantages of • Commercial areas – with limited demand in
installing traffic signal control. Section 4.13 of this the morning, but a substantial four to six hour
section sets out an alternate recommended practice peak in the afternoon and early evening
for undertaking and assessing the relative safety
• Manufacturing, office or industrial areas/
effects.
accesses – where minor street traffic
experiences considerable delays when
entering the major street during the mid-day
and PM peak periods, but the AM arrival peak
creates only low side street demands

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Standard Guidelines

The need for a traffic signal must be considered if Where the highest volume minor street approach
an engineering study indicates that for each of the accommodates a heavy right turn volume,
four highest hours of an average day, the plotted engineering judgment is required to determine
point representing the vehicles per hour on both whether a portion of the right turn volume should
major street approaches and the corresponding be excluded from the approach volume. The
vehicles per hour on the highest minor street decision will depend on on site specific operational
approach falls above the applicable curve outlined in conditions. The degree of conflict and delay
Figure 20 (Rural - Unrestricted Flow Conditions) or the minor street right turn traffic experiences
Figure 21 (Urban - Restricted Flow Conditions). while entering the main street is the primary
consideration. Additional considerations include:
No adjustments are made for “T” intersections the presence of a dedicated right turn lane; the
as the methodology is based on the highest prescence of a wide minor street approach that
minor street approach volume, and is applicable allows right turns independent from left/through
irrespective of the configuration. movements; or a high percentage of right turns in
the minor street volumes. In general, the right turn
volume should not be included in the minor street
volume if the movement enters the intersection
with minimal delay or conflict.

F O U R H O U R V E H IC L E V O L U M E - R U R A L C O N D IT IO N S
(C O M M U N IT Y L E S S T H A N 1 0 ,0 0 0 P O P U L A T IO N O R A B O V E 7 0 K M /H R O N M A J O R S T R E E T )

400
1 LA NE & 1 LA NE
MINOR S TREET - HIGHER V OLUME A PPRO A CH ( V PH)

2 O R M O R E L A N ES & 1 L A N E
2 O R M O R E L A N ES & 2 O R M O R E L A N ES

300

200

100

*80
*60

0
200

300

400

500

600

700

800

900

1000

MA JO R STREET - TOTA L OF BOTH A PPROA CHES ( V PH)

Figure 20 – Justification 4 – Minimum Four Hour Justification, Unrestricted Flow

*Note: 80 vph applies as the lower threshold volume for a minor street approach with two or more lanes, and 60 vph
applies as the lower threshold volume for a minor street approach with one lane.

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F O UR HO UR V E HIC LE V O L UM E - URB A N C O ND IT IO N S
(C O M M U NIT Y G RE AT E R T HA N 1 0 ,0 0 0 P O P UL AT IO N O R L E S S T HAN 7 0 K M /HR O N M AJ O R S T RE E T )

600
1 LA NE & 1 LA NE
2 O R M O R E L A N ES & 1 L A N E
MINOR S TREET - HIGHER V OLUME A PPRO A CH ( V PH)

2 O R M O R E L A N ES & 2 O R M O R E L A N ES

500

400

300

200

*115
100

*80

0
300

400

500

600

700

800

900

1000

1100

1200

1300

1400
MA JO R STREET - TOTA L OF BOTH A PPROA CHES ( V PH)

Figure 21 – Justification 4 – Minimum Four Hour Justification, Restricted Flow

*Note: 115 vph applies as the lower threshold volume for a minor street approach with two or more lanes, and 80
vph applies as the lower threshold volume for a minor street approach with one lane.

On the minor street, the “highest volume approach” 4.8 Justification 5 – Collision
need not be specified as the same approach during Experience
each of the four highest hours of the day.

Justification 4 is not to be applied in Purpose

combination with the other traffic signal control
justifications. Traffic signals may be considered as one means of
improving intersection safety where an unsignalized
Requirements: The four highest hour volumes are intersection has an unusually high collision history.
plotted on the applicable figure, 20 or 21. If the plot
shows that all four points lie above the applicable
curve, the justification is satisfied. Standard

The approach taken in the following section is

a practical and straightforward methodology. If
the basic frequency method finds that a signal
installation is justified, or nearly justified, the agency
may wish to consider the alternative methodology

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Table 15 – Justification 5 – Collision Experience

Reportable Collisions over 36 consecutive months susceptible to correction by a traffic signal

WARRANT VALUE TOTAL NUMBER OF CRASHES OVERALL % COMPLIANCE
15 ……. ……%
Adequate trial of less restrictive remedies has failed to reduce accident frequency Yes No

Justification 5 100% Fulfilled Yes No

80% Fulfilled Yes No

presented in section 4.13 to gain more insight into Guidelines

the decision. The alternative method requires more
data and analysis, but many jurisdictions already Less restrictive measures that could be tried before
have these data and analysis tools available. If the signals are installed include the improvement of
data and analysis tools are available, the advantage control or warning signs, installation of flashing
of the method given in section 4.13 is that it beacons, the provision of safety or channelizing
considers many additional factors such as: the islands, the improvement of street lighting,
background traffic volume; collision severity; the geometric or visibility improvements, shifting of bus
possibility that while preventable collisions may be stops, and/or the prohibition of parking and/or turns.
reduced, other types may be increased; and the
past experience a jurisdiction may have had when When applying Justification 5, consideration should
converting from the specific type of traffic control to be given to whether self-reported or police reported
signalization. collisions are most prevalent. If self-reported
collisions are prevalent, the accuracy of the collision
The installation of traffic signals may be justified history may be reduced.
when the conditions presented in Table 15
Justification 5 – Collision Experience are satisfied: The justification is intentionally designed to ensure
that traffic signals will seldom be justified on the
1. Fifteen or more reportable collisions of types
collision justification alone. Engineering judgment
susceptible to correction over a 36 month
should be applied to assess whether signal use may
analysis period. Collisions susceptible to
even increase the intersection collision rate due to
reduction are those involving vehicles and/
rear-end collisions, etc., caused directly or indirectly
or pedestrians which, under signalized
by the signal operation.
conditions, would move on separate phases.
Reducible collisions are described in detail in
Analysis methods that assess the expected collision
Table 11.
performance of a location following signalization
2. Adequate trial or consideration of less are available, and can be used to assist with the
restrictive remedies with satisfactory determination of the net safety change that can be
observance and enforcement has failed to expected to occur after a signal installation. Details
reduce collision frequency. of this procedure are included in section 4.13.

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4.9 Justification 6 – Pedestrian Once justification has been established,

Volume and Delay determination of the appropriate crossing protection
device should be subject to site-specific engineering
judgement (see Guideline 3 for options).
Purpose

The minimum pedestrian volume conditions are Standard

intended for applications where the traffic volume
on a main road is so heavy that pedestrians The need for a traffic control device at an
experience excessive delay or hazard in crossing intersection or mid-block location must be
the main road, or where high pedestrian crossing considered if both the following minimum
volumes produce the likelihood of such delays. pedestrian volume and delay criteria are met:
1. The total eight-hour pedestrian volume
The justification is applicable to an unsignalized
crossing the main road at an intersection
intersection or a mid-block location.
or mid-block location during the highest
eight hours of pedestrian traffic fulfils the

1400

1200
NET 8 HOUR PEDESTRIAN VOLUME (ADJUSTED)

1000

JUSTIFIED ZONE
Vp > (1650 - (0.45V8))
800
(Vp)

600

Vp > (0.00001 V82 - 0.146V8 + 800)

400
Vp > (340 - (0.0094V8))

200
NOT JUSTIFIED
0
0 2000 4000 6000 8000 10000 12000 14000
8 HOUR VEHICULAR VOLUME
(V8)

Figure 22 – Justification 6 – Pedestrian Volume

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250
NET PEDESTRIAN DELAYS > 10 SECONDS (8 HOURS)

NOT
JUSTIFIED JUSTIFIED ZONE
200

150
(Vd)

Vd > (240 - (0.55 x Vp)

100

50
NOT JUSTIFIED

0
0 100 200 300 400 500 600 700 800
NET 8 HOUR PEDESTRIAN VOLUME (ADJUSTED)
(Vp)

Figure 23 – Justification 6 – Pedestrian Delay

justification requirement identified in consolidate the crossings at a single point,

Figure 22. A tabular form of the justification the road segment may be divided into zones,
values is provided in Table 18. with an appropriate proportion of crossings in
each zone reassigned to the signal-protected
2. The total 8-hour volume of pedestrians
crossing zone included in Tables 16 and 17.
experiencing delays of ten seconds or more
in crossing the road during the highest 2. In the case of a divided roadway with a raised
eight hours of pedestrian traffic fulfils the median at least 1.2 m wide, the justification
justification requirement identified in may be calculated separately for each side.
Figure 23. A tabular form of the justification The “worst case” will govern the outcome:
values is provided in Table 19. such that if a protected crossing is justified for
one side, the entire crossing will be justified.
3. If both Justification 6 and a traffic engineering
Guidelines
study determine that protection of pedestrian
traffic crossing a roadway is appropriate,
1. If a roadway is crossed by pedestrians consideration may be given to the variety
at several locations, and the introduction of options. Consistent municipal practice
of a signal-protected crossing is likely to

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Table 16 – Pedestrian Volume Data Summary

ZONE 1 ZONE 2 (if needed) ZONE 3 (if needed) ZONE 4 (if needed) TOTAL
ASSISTED* UNASSISTED ASSISTED UNASSISTED ASSISTED UNASSISTED ASSISTED UNASSISTED
8 HOUR PED. VOLUME
COUNT
FACTORED 8 HOUR PED.
VOLUME
% ASSIGNED TO CROSSING
RATE***
NET 8 HOUR PEDESTRIAN VOLUME AT CROSSING
NET 8 HOUR VEHICULAR VOLUME ON STREET BEING CROSSED

* Assisted = senior citizens, disabled pedestrians and children under 12 assisted in crossing road (Refer to
Section 4.2)
** Factored volume = unassisted + (2 x assisted)
*** See guideline 1 of Justification 6

Table 17 – Pedestrian Delay Data Summary

ZONE 1 ZONE 2 (if needed) ZONE 3 (if needed) ZONE 4 (if needed) TOTAL
ASSISTED* UNASSISTED ASSISTED UNASSISTED ASSISTED UNASSISTED ASSISTED UNASSISTED
8 HOUR TOTAL OF PEDS.
8 HOUR TOTAL OF PEDS.
Delayed > 10 SECONDS
FACTORED VOLUME** OF
TOTAL PEDS.
FACTORED VOLUME OF
DELAYED PEDS.
% ASSIGNED TO CROSSING
RATE***
NET 8 HOUR VOLUME OF TOTAL PEDESTRIANS
NET 8 HOUR VOLUME OF DELAYED PEDESTRIANS

* Assisted = senior citizens, disabled pedestrians and children under 12 assisted in crossing road (Refer to
Section 4.2)
** Factored volume = unassisted + (2 x assisted) volume
*** See guideline 1 of Justification 6

is desirable for pedestrian crossing types, that it does not meet one of the other
application thresholds, and crossing design. justifications (1 through 4).
Consistency promotes motorist familiarity
with the pedestrian crossing, and helps to b) Pedestrian Crossovers (PXOs).
prevent motorists from running the signal Pedestrian Crossovers are intended for low
or making other unsafe maneuvers. Unique to moderate volume, low speed roadways
or limited application of pedestrian crossing (60 km/h or less posted speed), and
types not typically used in a jurisdiction should must not be used where the road volume
be avoided. exceeds 35,000 AADT. PXOs should not
be installed at sites where there are heavy
Pedestrian crossing protection devices
volumes of turning traffic, or where there
include:
are more than four lanes of two-way
traffic or three lanes of one-way traffic.
a) Intersection Pedestrian Signals (IPS).
PXOs should not be within 200 m of other
If the pedestrian crossing is at an
signal-protected pedestrian crossings.
intersection, the decision should be based
Parking and other sight obstructions
on fulfilment of Justification 6, but the
should be prohibited within at least 30 m
crossing vehicular traffic should be so light

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of the crossings. Regulation 615 of the d) Full Intersection Signals.

HTA covers most aspects of required PXO Consideration should be given to
traffic control devices and their placement. implementing a full traffic signal at an
Justification for PXOs should be based intersection in the case where pedestrian
on the above factors plus an adjusted crossing protection is justified but either:
threshold for Tables 18 and 19 which is set
by the authority. • A PXO, IPS or midblock device is
inappropriate because of the roadway
c) Midblock Pedestrian Signals. physical or operating conditions as
Midblock pedestrian signals should be noted in (a) or (c) above.
restricted to roadways posted at less
than 80 km/h. Justification for midblock • An IPS is justified but is not in the
pedestrian signals should be based on a preferred traffic control device within
percent justification, as given in Figures 22 the municipality. In such cases, it
and 23, which is set by the authority as the is desirable that at least one of the
required threshold. justifications 1, 2 or 3 is met 80% or
more in addition to justification 5 being
met.

Signal Justification:
Both Justification 6A (volume) and Justification 6B (delay) met?

___ YES = Traffic Control Justified ___ NO = Traffic Control Not Justified
Table 18 – Pedestrian Volume Justification 6A
8 HOUR VEHICULAR NET 8 HOUR PEDESTRIAN VOLUME
VOLUME (V8) <200 200 - 275 276 - 475 476 - 1000 >1000
<1440 NOT JUSTIFIED NOT JUSTIFIED NOT JUSTIFIED NOT JUSTIFIED NOT JUSTIFIED
1440 - 2600 NOT JUSTIFIED NOT JUSTIFIED NOT JUSTIFIED SEE EQUATION 1 JUSTIFIED
2601 - 7000 NOT JUSTIFIED NOT JUSTIFIED SEE EQUATION 2 JUSTIFIED JUSTIFIED
>7000 NOT JUSTIFIED SEE EQUATION 3 JUSTIFIED JUSTIFIED JUSTIFIED
EQUATION 1: Justified if net 8-hour ped vol. > (1650 – (0.45V8))
EQUATION 2: Justified if net 8-hour ped vol. > (0.00001 V82 - 0.146V8 + 800)
EQUATION 3: Justified if net 8 hour ped vol. > (340 – (0.0094V8)
% Justification = ((net 8 hour pedestrian volume)/(Equation 1, 2 or 3 as appropriate)) x 100%

Table 19 – Pedestrian Delay Justification 6B

NET TOTAL 8 HOUR VOLUME OF DELAYED PEDESTRIANS
NET TOTAL 8 HOUR VOL. OF
TOTAL PEDESTRIANS <75 75 - 130 >130

<200 NOT JUSTIFIED NOT JUSTIFIED NOT JUSTIFIED

200 - 300 NOT JUSTIFIED JUSTIFIED IF VOL. OF JUSTIFIED
DELAYED PEDS. > (240 - (0.55
x VOL. OF TOTAL PEDS))
>300 NOT JUSTIFIED JUSTIFIED JUSTIFIED

% Justification = ((net 8 hour delayed pedestrian volume) / (threshold volume for justification)) x 100%

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Table 20 presents minimum requirements for installation of traffic signals for Justification 1 to Justification 6.

Table 20 – Summary Table of Traffic Signal Justification

MINIMUM REQUIREMENT FOR

TWO-LANE ROADWAYS COMPLIANCE
FREE FLOW RESTRICTED
JUSTIFICATION DESCRIPTION FLOW
OPERATING
OPERATING
SPEED GREATER SECTIONAL ENTIRE
SPEED LESS
THAN OR EQUAL % %**
THAN 70 km/h
TO 70 km/h
A*. Vehicle Volume, All Approaches for Each
of the Heaviest 8 Hours of an Average Day, 480 720
1. MINIMUM and
VEHICULAR VOLUME
B***. Vehicle Volume, Along Minor Streets
120 170
for Each of the Same 8 Hours

A*. Vehicle Volume, Major Street for Each of

480 720
the Heaviest 8 Hours of an Average Day, and
2. DELAY TO CROSS
TRAFFIC B*. Combined Vehicle and Pedestrian
Volume Crossing the Major Street for Each of 50 75
the Same 8 Hours
3. VOLUME/DELAY The Above Justifications (1 and 2)
YES NO
COMBINATIONS BothSatisfied to the Extent of 80%or More
At Plotted Point Representing Hourly Volume
4. MINIMUM FOUR
for Minor Approach vs. Major Approach for
HOUR VEHICLE YES NO
Four Highest Hours of an Average Day Fall
VOLUME
above the Applicable Curve
A. Total Reported Accidents of Types
Susceptible to Correction by a Traffic Signal, 5
per 12 Month Period Averaged Over a 36
5. COLLISION Month Period, and
EXPERIENCE B. Adequate Trial of Less Restrictive
Remedies, Where Satisfactory Observance
YES NO
and Enforcement Have Failed to Reduce the
Number of Collisions
A. Plotted Point Representing 8 Hour
Pedestrian Volume vs. 8 Hour Vehicular YES NO
Volume Fall in Jusfied zone, and
6. PEDESTRIAN
VOLUME AND DELAY B. Plotted Point Representing 8 Hour Volume
of Pedestrian Experiencing Delays of 10 s or
YES NO
more vs. 8 Hour Pedestrian Volume Fall in
Justified Zone

Notes:
* Vehicle Volume Warrants (1A) and (2A) for Roadways Having Two or More Moving Lanes in One
Direction should be 25% Higher than Values Given Above.
** The Lowest Sectional Percentage Governs the Entire Warrant.
*** For “T” Intersections, the Values for Warrant (1B) should be increased by 50%.

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e) Pedestrian Grade Separations In cases impact study, transportation planning study,

of very heavy pedestrian and traffic environmental assessment or other similar
volumes, it may be economically viable to evaluation. The preferred approach is that eight-
construct pedestrian bridges or tunnels. hour volume projections are estimated as part
of the engineering study and evaluated against
4. The priority placed on implementing a new Justifications 1, 2 or 3. It is incumbent upon
pedestrian crossing device should reflect the road authority to ensure that the calculation
the proximity and convenience of existing methodology is sound and is based on good data,
crossings; a higher priority should be placed so that there is a high level of confidence in the
on crossings where no reasonable alternatives predicted traffic volumes.
exist within walking distance.
For future development, especially where the
intersection or road may not exist, eight-hour
volumes may be difficult to obtain or predict with
4.10 Justification 7 – Projected the necessary accuracy. If eight-hour volumes are
Volumes unavailable or not considered to be of sufficient
accuracy, Peak Hour Volumes (PHV) may be
In some cases, it is desired to determine the estimated as part of the transportation studies
future need for traffic signals at an existing and reduced to Average Hourly Volumes (AHV)
or planned intersection. There are two basic for comparison with traffic signal justifications for
scenarios. The first is that the intersection may projected volumes.
exist and all that is changing is the addition of one
or more developments which will add traffic to the
intersection. The second is a development which
will require, or be associated with, the construction
of one or more new legs at an existing intersection
or a completely new intersection or roadway.

The prediction of future traffic demands is

based on knowledge of growth in roadway
usage, growth of local traffic generators and
predicted traffic volumes, obtained from a traffic

Table 21 – Justification 7 – Projected Volumes

Compliance
Minimum Requirement Minimum Requirement 2
Justification Description 1 Lane Highways or more lanes Sectional
Entire %
Free Flow Restr. Flow Free Flow Restr. Flow Numerical %
1. Minimum A. Vehicle volume, all approaches
(average hour) 480 720 600 900
Vehicular Volume
B. Vehicle volume, along minor streets 120 170 120 170
(average hour)
2. Delay to cross A. Vehicle volume, major street (average
traffic 480 720 600 900
hour)
B. Combined vehicle and pedestrian
volume crossing artery from minor streets 50 75 120 170
(average hour)

*Note: For “T” intersections, these values should be increased by 50%.

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The Average Hourly Volume for a typical day can be For developments where new intersections or
estimated from the Peak Hour Volumes using the roadways are to be built, there is more uncertainty
following relationships: in the volume projections as the estimate requires
PHV amPHV + pmPHV projections of background traffic as well as
AHV = AHV = development traffic. For this reason, where new
2 or 4 intersection or roadway construction is required,
Alternately, the Average Hourly Volume for the Justifications 1 or 2 must be met to 120%.
eight highest hours of an average day can be
estimated from Annual Average Daily Traffic (AADT)
Analysis Using Average Hour Volume
volume using the following relationship:
AADT In the case that the volume estimates are based
AHV =
16 on the expansion of peak hour volumes or average
daily traffic, the effect on Justifications 1 or 2 of the
requirement to meet the warrant for each of eight
Where:
hours would be lessened by averaging. As well,
increased uncertainty is introduced by estimating
AHV = Average hourly volume
from as little as one hour of traffic volume. For this
reason, the thresholds are raised and, for traffic
AADT = Annual average daily traffic
signals to be considered, Justification 7 as per
Table 21 is used but with a 20% increase over the
required volumes for an existing intersection and a
Analysis Using Eight-hour Volumes
50% increase for a future intersection or roadway.
For example, under restricted flow and two lanes,
If eight-hour projections are available, Justifications
the AHV for Part 1A of Justification 7 must be met
1, 2 or 3 should be used. For the situation of
to 900 x 1.20 = 1080 vph.
an existing intersection with new development,
Justifications 1 or 2 need to be met to 100%, or
Note that future volumes may include side street
Justification 3 needs to be met to 80%.
traffic attracted to the new traffic signal since the
signal may provide a significant reduction in delay.

Table 22 – Future Development: Volume Expansion Required to Meet Justifications

Full Eight-hour Count Estimate Available AHV Only Available

Roadway Condition
Justification 1 or 2 Justification 3 Justification 7

Both Intersecting Roads

Exist; Development is 100% 80% 120%
Future

One Road, Both Roads

and/or Intersection are
120% N/A 150%
Future; Development is
Future

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It is recommended that necessary underground If only Justification 6, Pedestrian Volume and Delay,
provisions (such as ductwork, pull chambers and is met, then the installation should be reviewed to
possibly pole bases) should be constructed as part ensure that the most appropriate type of pedestrian
of the road works where justification of a signal is crossing protection is used. Removal of a signal
met (Refer to Section 5.4). Table 22 summarizes the should not take place without consultation with the
options and thresholds. affected community.

Key steps that should be followed for traffic signal

removal after it is determined that none of the
4.11 Signal Installation Prioritization
justifications are met, and are not likely to be met
for a considerable period of time, are:
Due to funding limitations or other constraints,
it may not be possible to implement all signals A. Determine the appropriate traffic control to be
that meet the minimum technical justification used after removal of the signal.
criteria network-wide. It is therefore important to
B. Remove any sight-distance restrictions as
understand the relative value of each candidate set
necessary.
of traffic signals so that effort may be directed first
to the site that would provide the greatest overall C. If the public has not been informed through
benefits. The benefits are normally expressed a public consultative process or formal public
in terms of benefit/cost ratios with safety and meeting, notify the public of the pending
the movement of people and goods the prime removal by installing an informational sign
considerations. (or signs) with the legend TRAFFIC SIGNAL
UNDER CONSIDERATION FOR REMOVAL (or
One approach is to examine the justification analysis similar) at the signalized location in a position
for each potential location and rank the sites by where the sign is visible to all road users.
the degree to which they meet each justification.
D. Deactivate the signal and remove the
This approach should ensure that the collision
above-ground hardware. Secure and make
history is integrated into the prioritization process. A
any underground plant safe. Add sunburst
weighting may be placed on each of the justification
“NEW” signs along with the appropriate
components to assign priority. Determination of a
warning signs to indicate the new form of
weighting scheme is the responsibility of the road
traffic control. Monitor the new operation and
authority.
make modifications to signing if required.

4.12 Removal of Existing Signals

4.13 Collision Experience / Safety
If the conditions under which a signal was
Change Estimation
installed change significantly and concerns arise
Improving traffic safety is a major goal for traffic
that the signal is no longer justified, the need
engineers, the public and elected officials. Traffic
may be analyzed using Justifications 1 to 6 as
collisions cause fatalities, injuries, property damage
if the signal were a “new” installation. If, under
and highway congestion. In order to improve
current conditions, the signal fails to meet any
traffic safety, the identification of highly hazardous
of Justifications 1 to 6, then the signal should be
locations or collision-prone spots and evaluation
considered a candidate for removal.
of the effectiveness of safety improvements are
essential.

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Correctable Collisions Warranted

5
per year

Not Warranted

AADT
Figure 24 – Current Signal Collision Justification (Justification 5 –Section 4.8)

Figure 25 – General Consideration of Safety Changes

In a transportation network, intersections are the effect of traffic volume variations in collisions.
relatively collision-prone locations due to the As shown in Figure 24, the number of correctable
complicated conflicts between road users occurring collisions that justifies signal installation remains the
within the intersection. A number of treatments same regardless of the traffic volume (AADT).
may improve the safety and efficiency of the
intersection operation. Signalizing intersections is Justification 5 focuses only on correctable or
a common treatment used by road authorities to reducible collisions (those anticipated to be
address the safety and operation issues. prevented following signal installation) and
does not account for the non-correctable, non-
The current signal collision justification reducible collisions that might increase following
(Justification 5 – Section 4.8) for determining the installation of traffic signals. In summary, the
traffic signal installation at existing stop controlled current collision warrant may not provide a way
intersections is that an intersection has had at to measure changes in safety at an intersection
least fifteen correctable collisions over the past after installation of traffic signals. A new collision
three years. There are, however, limitations to this justification procedure has therefore been
approach as it does not take into consideration developed to address these potential shortcomings.

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To address the issue of overall intersection safety, Standard

new collision justification procedures should
examine both the safety benefits and drawbacks The collision experience justification is based
that can result from the installation of a signal. on concepts first introduced to Ontario in the
Conceptually, the intent is to understand the safety Science of Highway Safety Manual21. The approach
change that will result as the traffic control at a uses Operational Performance Functions (OPFs)
location changes from stop control to signal control, to understand how collisions at similar types of
shown graphically in Figure 25. locations change with traffic volume. The approach
also uses Empirical Bayes (EB) statistical methods
The following section describes a detailed to consider the effect of the target location’s recent
approach for estimating the safety impacts of collision history on future outcomes. With this
signal installations. The approach can be used as an approach, it is possible to assess the potential
alternative method for examining the justification of change in safety that may result from installing a
signalization using collision experience. signal.

The Empirical Bayes method is a statistical approach

Purpose for determining the appropriate weighting for
each relevant factor that affects the estimate of
The objective of this section is to demonstrate collision outcomes for the location. The EB method
the use of a safety analysis and evaluation tool for determines a “smoothed” value for the number of
estimating the expected safety of installing traffic expected collisions (obtained from the OPFs) and
signals. The demonstration is intended to help the eliminates the randomness element in the number
traffic engineer to use the analysis and evaluation of recorded collisions. If the random element is
tool to determine the likely safety impact of ignored, regression to the mean bias may result.
installing a traffic signal.
OPFs detail the relationship between collisions and
The proposed approach considers both the potential traffic volume. The first step is to consider what the
increase in some types of collisions and the collision behaviour will be if a signal is not installed.
potential decrease in others. Using the Empirical The predicted number of collisions for the general
Bayes (EB) statistical analysis method, which type of intersection being investigated is obtained
combines the expected collision performance as from OPFs and combined with the historical
indicated by Operational Performance Functions collision counts for the particular intersection to
(OPFs) with the collision counts obtained from a determine the expected number of collisions for
safety database, provides an estimate of the safety that particular intersection if it remains unsignalized.
effects of changing a “target” intersection from (in The next step is to examine what the collision
this case) unsignalized to signalized control. behaviour will be if signals are installed.

It is critical that the expected collision performance For traffic signals, it is important to examine
of signalization takes into account both the recent two distinct groups of intersection collisions:
collision history at the target location and the Reducible collisions and Non-Reducible collisions.
long-term expected collision performance of traffic Reducible collisions are the types of collisions
signals at similar locations (in terms of traffic deemed susceptible to reduction following a
volume, intersection type). signal installation. Angle and Turning Movement
collisions are considered reducible collisions. These
categories include both vehicle-vehicle and vehicle-

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Table 23 – Collision Groups for Calibration of OPF

Reducible Non-reducible
Collisions (RC) Collisions (NRC)

Angle Side-swipe

Rear-end

Turning-Movement Approaching

Other

pedestrian collisions. Non-reducible collisions are To develop the collision experience justification
the types of collisions that are likely to be reduced for each collision type, OPFs for unsignalized
by a signal installation. They include side-swipe, rear- intersections (representing the before periods) and
end and approaching collisions. The reducible and OPFs for signalized intersections (representing the
non-reducible collisions are shown in Table 23. after periods) were developed for both reducible
and non-reducible collisions. The database used
To examine the effect of installing a signal, it is for the development of the OPFs was obtained
necessary to look at reducible collisions and non- from Ontario’s Ministry of Transportation (MTO).
reducible collisions separately, assessing what The database integrates the crash, intersection
will happen to each group as a result of installing configurations, and traffic volume data from all
the signal. This is because the change in outcome intersections in the MTO’s Central and Southwest
following signalization is different for each group. regions for the six-year period from 1998 to 2003.
The net change in safety, looking at both potential
benefits and drawbacks can be measured, and a To complete the collision experience justification,
decision to signalize, as it relates to safety, can then the unsignalized OPFs for reducible collisions
be determined. Figure 26 displays this concept obtained from intersections to the characteristics
graphically. of the target intersection are used to predict the
expected numbers of collisions for the target
intersection. Then the expected number of collisions

Reducible
Collisions

Non - reducible
Collisions*
* Ignored by Current Collision Warrant

Figure 26 – Detailed Consideration of Safety Changes

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(the point on the OPF for unsignalized intersections Then the expected collisions for the signalized
in Figure 27) and the observed number of collisions intersection with a “smoothed” value, and the
are used to determine the “smoothed” collisions expected collisions for the unsignalized condition
for the target intersection by using the EB method. are used to determine the estimated number
of collisions at the target intersection if the
In the next step, the signalized OPFs for reducible intersection were to be signalized. This estimate is
collisions obtained from intersections with similar shown as “Estimated Collisions, Target Intersection
characteristics are used to predict the expected (Signalized)” in Figure 27.
numbers of collisions for an intersection with
similar characteristics if the intersection were to be The net change between the “smoothed” collisions
signalized. in the unsignalized conditions and the estimated
collisions in the signalized condition represents
the safety change estimated to occur. Generally,

Figure 27 – Justification 5 (Alternatative) – Use of Regression Relationship in the

Empirical Bayes Approach for Reducible Collisions

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the expected outcome for reducible collisions is a in development and application of the approach in
decrease in their occurence, as shown in Ontario.
Figure 27.
Generally, the expected outcomes of Figures 27
This approach is repeated for the non-reducible and 28 are a decrease in the number of reducible
collisions. The result is shown in Figure 28. collisions and an increase in the number of non-
reducible collisions as shown graphically in Figure
Detailed descriptions and explanations of the 29. It must, however, be stressed that the outcome
procedure described are available in a research will vary because the outcome depends directly on
paper2 published by the Transportation Research the recent collision history and characteristics of the
Board. Users of this approach are encouraged to target intersection (or location).
review the paper as it provides detailed information
about the approach and the research carried out

Figure 28 – Justification 5 (Alternatative) – Use of Regression Relationship in the

Empirical Bayes Approach for Non-Reducible Collisions

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Non-reducible Collisions

Net Safety Change??

Safety Change after

Signalization

Reducible Collisions

Figure 29 – Safety Changes for Reducible and Non-reducible Collisions for a Typical Case

The net safety change at the target intersection of fatal, injury, and property damage only (PDO)
cannot be calculated simply as the difference collisions and total exposure (traffic volume) were
between the two outcomes shown in Figure 29. It assigned to each category. The relative risk method
is important to consider the different consequences was used to estimate the probability of a collision
of reducible and non-reducible collision groups. by severity type and exposure for each collision
Reducible collisions are generally more severe than category. Detailed descriptions of the procedure
non-reducible collisions, and this difference should are provided in the Transportation Research Board
be taken into account in the assessment of the net paper2. The indices derived from the MTO data set
change. are shown in Table 24.

Collision Severity Indexes were used to evaluate The safety indices for each collision estimate were
the relationship between intersection control types used to determine a weighted relationship between
(signalized or unsignalized) and collision types the reducible and non-reducible collisions. The
(reducible and non-reducible).These safety indices weighted relationship was used to determine the
were used to weight the number of collisions. net safety change (NSC). Figures 30 and 31 show
Reducible collisions were given more weight than the result.
non-reducible collisions.
In Figure 30, the positive value of NSC indicates
To create the indices, the database was broken that it is likely that installing a traffic signal will result
down into four categories: reducible collisions at in a safety deterioration at the target intersection
signalized intersections; non-reducible collisions (as also shown in Figure 28).
at signalized intersections; reducible collisions
at unsignalized intersections; and non-reducible In Figure 31, the negative value of NSC indicates
collisions at unsignalized intersections. The number that it is likely that installing a traffic signal will result

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Table 24 – Collision Severity Indicies derived from MTO’s Database

Collision
Collision Types
Severity Index
Reducible Collision at 0.30
Signalized Intersections
Non-reducible Collision at 0.25
Signalized Intersections
Reducible Collision at Stop 0.27
Controlled Intersections
Non-reducible Collision at Stop 0.18
Controlled Intersections

in a safety benefit at the target intersection (as also of signal installations, but only requires the target
shown in Figure 27). location’s basic traffic data as input.

To facilitate use of the Empirical Bayes approach, The spreadsheet consists of three sections:
a Microsoft® Excel™ spreadsheet was developed
1. An “Input Data” section in which the target
to calculate the Empirical Bayes results. The
intersection’s basic information (collision
spreadsheet allows users to conduct a detailed
impact types and AADTs for each year of
engineering study for estimating the safety impacts
analysis) is entered manually.

Increase in Total Collisions

because of Non-reducible
Collisions
Not WARRANTED
X
Y-X
Safety Change after
Signalization

Y
Decrease in Total Collisions
because of Reducible
Collisions

Figure 30 – Safety Deterioration Resulted from Converting an

Unsignalized Intersection to a Signalized Intersection

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Increase in Total Collisions

because of Non-reducible
Collisions

X
WARRANTED

Safety Change after

Signalization
Y-X

Decrease in Total Collisions Y

because of Reducible
Collisions

Figure 31 – Net Safety Benefit Resulted from Converting an Unsignalized

Intersection to a Signalized Intersection

2. The “Analysis” section shows all the details collisions and traffic volume. For each collision type,
of the analysis for both reducible and non- models for unsignalized intersections (representing
reducible collisions including the calculations. the before periods) and for signalized intersections
The calculations cannot be modified by the (representing the after periods) were used to assess
user. the expected change in overall collision performance
following signalization.
3. The “Results” section shows the net safety
change that can be achieved by installation
As with the existing collision justification approach,
of a traffic signal. This section cannot be
less restrictive measures may be implemented
modified by the user.
before installing a traffic signal. These measures
include: the improvement of control or warning
signs; installation of flashing beacons; the provision
Guidelines
of safety or channelizing islands; the improvement
The proposed approach uses the Empirical Bayes of street lighting, geometry or visibility; the
(EB) method and collision prediction models for relocation of bus stops; and/or the prohibition of
estimating the safety effects of unsignalized parking and/or turns.
intersections that are being considered for traffic
signal installation. Collision prediction models or When applying the approach described in this
Operational Performance Functions (OPFs) for section, the analyst must also consider the quality
signalized and unsignalized intersections were used of information that is available, particularly the
to explore the relationship between the number of information relating to collisions.

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Where “self-reporting” collision records (as

opposed to at-the-scene reporting by police) are
collected and used, the accuracy of the information
should be closely scrutinized. Data from “self-
reporting” reports may reduce the quality of the
determination into whether or not the collision
would be preventable by the installation of signals.

The Empirical Bayes justification provides a

significant departure from the existing approach. By
considering both the safety benefits and drawbacks
of installing signals, it is hoped that users will
be able to make more informed decisions. This
alternative tool provides an assessment of the
potential safety impact of installing a signal, but
as with all justifications, the information must
be considered in association with a full range of
information and with proper engineering judgment.

4.14 Sample Calculations for Traffic

Signal Justification

Calculations for the six Justifications may be

conducted using an Excel™ spreadsheet. The
spreadsheet consists of three sections:
1. “Input Data” sheet in which all the
information required for calculation of the
justifications is entered manually.
2. “Analysis” sheet that shows all the detail
of the analysis for all the justifications. This
spreadsheet cannot be modified by the user.
3. “Results” sheet that shows the results for
each justification. The “percent compliance”
in the spreadsheet indicates how close the
intersection is to achieving the particular
justification.

This section provides a numerical example for

illustration purposes.

The input data, analysis, and results sheets required

for traffic signal justification are shown below.

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Input Data Sheet

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Analysis Sheet

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FOUR HOUR V EHIC UL A R V OL UM E - URBA N C ONDIT IONS

(C OM M UNIT Y GREA T ER T HA N 10,000 PO PUL A T ION OR L ESS T HA N 70 KM /HR ON M A JOR S T REET )
350
MINOR STREET - HIGHER VOLUME APPROACH (VPH)

300

250

200

172 100%

150

100 90
71 51% 83%
43%
56
50

847
882 936 971
0
1100

1300
1 0 00

1 2 00

1 40 0
300

500

700

800
4 00

60 0

90 0

MAJOR STREET - TOTAL

MA JOR S TREET OFL BOTH
- TOTA OF BOTHAPPROACHES (VPH)
A PPROA CHES ( V PH)

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1 40 0
N E T 8 H O U R P E D E S TR IA N V O LU M E (A D J U S T E D )

1 20 0

1 00 0

J U S T IF IE D Z O N E
V p > (16 50 - (0.45 V8 ))
80 0
( V p)

60 0

2
Vp > (0.00 00 1 V 8 - 0 .1 46V 8 + 8 00 )
40 0
V p > (340 - (0.00 94V 8 ))

20 0 N O T J U S T IF IE D
1 28

5 560
0
0 20 0 0 4 0 00 60 0 0 8 00 0 1 0 00 0 12 0 00 1 40 0 0
8 H O U R V EH IC U LA R VO L U M E
(V 8)
N E T P E D E S TR I A N D E LA Y S > 1 0 S E C O N D S (8 H O U R S )

2 50

NOT
JU S TIFIE D
J U S T IFIE D ZO N E
2 00

1 50
(V d)

Vd > (24 0 - (0 .55 x V p)

1 00

50
34 N O T JU S TIFIE D
128
0
0 1 00 20 0 30 0 40 0 50 0 600 700 8 00
N ET 8 H O U R P ED E ST R IA N V O L U M E (A D J U S T ED )
(V p)

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Results Sheet

S um m ary Res ults

S ig n al Ju stified ?
J u sti ficati o n C o m p li an ce
YES NO
1. M in i m u m
A T o tal V o l u m e 99 %
V eh icu lar FAL SE TR U E
V o lu m e B C ro ssi n g V o lu m e 52 %

2. Del ay to A M a in R o ad 96 %
Cro ss FAL SE TR U E
T ra ffi c B C ro ssi n g R o ad 77 %

3. Co m b in atio n A Ju stific ato n 1 52 %

FAL SE TR U E
B J u stifica ti o n 2 77 %
4. 4-Hr V o l u m e
70 % FAL SE TR U E

5. Co l lisio n E xp erie n ce 73% %

F A LS E TR U E

6. P ed estrian s A V o lu m e J ust ificat ion not m et

B D ela y J ust ificat ion not m et

F A LS E TR U E

The results of the calculation indicate that none

of the six justifications are satisfied. Although
Justification 1 is almost met (99% compliance), the
signal is not justified at this time.

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acceptable levels of service and delay to motorists

5. Design Practice and meets recognized standards. The design should
also be practical. To be practical, the design should:
• Be free of utility interference
• Meet signal head visibility requirements
5.1 General
• Be compatible with the roadway, pavement
structure, and roadside works
Use of This Section
• Use standardized equipment
This section of the manual is intended to provide • Be readily expandable to additional phases or
general design interpretation, recommended movements
practice, and guidance for the design of traffic
signals. The advice of experienced practitioners Limitations imposed by boulevard conditions,
should be sought for intersections with challenging sidewalk locations, underground and overhead
configurations. In addition, each road authority utilities, etc. mean that it may not be feasible to
may have its own specific design requirements. abide by all the practices and guidelines given.
Designers should refer to the authority’s documents In such cases, some compromise is normally
for design as this section of the manual provides necessary, and sound engineering judgement must
only general design requirements. be used to arrive at designs that follow the practices
and guidelines as closely as possible.
The design practices and guidelines given in this
section have the following objectives:
• Provide a standardized basis of design 5.3 Safety Considerations
throughout Ontario
• Provide instructional value to designers of The detailed design of traffic signals should include
Ministry and municipal traffic control systems the following safety factors related to placement
and electrical risks:
• Suggest standard practice details for use by
municipalities that do not have standards • Adequate pole offsets from the edge of
the through lanes of pavement. The offsets
• Comment on some non-standard practices, are as related to the posted speed. The
conditional on the specific characteristics of recommended practice is a 3.0 m offset. A
the intersection and traffic minimum offset of 1.5 m from the face of
• Provide some pragmatic recommendations the curb is suggested in urban areas with a
on the detail design of traffic control signal posted speed of 50 km/h or less. 0.6 m is the
layouts absolute minimum for use at posted speeds
of 40 or 50 km/h
• The use of pole types that meet the
5.2 Practical Requirements requirements of safety clear zones as given in
the Ministry’s Roadside Safety Manual20 and
The responsibility of the designer is to produce in municipal policy manuals
a safe, effective, and efficient signal design that
is acceptable to the road authority, provides

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• Adequate vertical clearance for traffic signal the future reconstruction, or, in some cases, design
heads and overhead wiring to ensure that aerial traffic signals as an interim measure.
they are electrically safe and free from vehicle
interference Where traffic control signal studies indicate that
traffic control signals are not required at the
• Proper ratings for fusing or circuit breakers in
current time of construction/reconstruction of
feeders to electrical devices
the intersection, but will be required within five
• Proper main disconnecting devices for the years, the recommended practice is to construct
power to the controllers underground provisions in the form of ducts and
electrical chambers within the current intersection
• Proper electrical grounding of the electrical
upgrade. Pole footings should only be constructed
power devices, poles and equipment
where traffic at the intersection will meet the signal
justification thresholds within two years.
The detailed requirements for the above may
be found in the Ministry’s Electrical Engineering
Manual3,4 series, in municipal practice manuals, and
in other referenced documents. 5.5 Signal Visibility

Other aspects of signal design, such as phasing,

signal head visibility, and synchronization, affect General
safety with respect to collision risk. These factors
are discussed in the Sections 5.5 to 5.14. Signal visibility is critical in ensuring that drivers
receive timely information about the need to
slow or stop. The recommended practices and
5.4 Future Considerations guidelines given in this section should be followed
as closely as possible.
The prediction of future traffic volumes is based
on anticipated traffic demand. A traffic control
Apart from geometric considerations, the visibility
signal Needs Report or Justification Report should
of signal indications is related to the following:
be prepared. The report should address not only
current traffic volume, intersection capacity, turning • Location of the signal heads and their visibility
needs, and pedestrian needs, but also the five year and conspicuity when illuminated
horizon for such needs.
• Lamp ratings, lumen output, and age
If it can be confirmed that the intersection will be • Reflectors and refractors
upgraded within five years, the designer should
• Dirt accumulation on the optical system
inquire as to future plans for the intersection, and
should incorporate any features required in the • “Sun phantoms” causing lenses to appear
future into the current design. illuminated by reflections of the sun
• Type of optical system (standard, optically
Overbuilding of the traffic signals may be a waste
programmed, LED, fibre optic)
of money if future reconstruction is anticipated.
Conversely, if firm plans for future intersection • Size of lenses for traffic signal control
geometry are available, it is advisable, where
practical, to locate items such as electrical
chambers and ducts in the locations required for

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Signal Head Locations • A minimum of two signal heads must face

each approach of the intersection including
The effectiveness of any traffic control signal public-use driveways within the intersection.
installation will largely depend on the ease with At typical intersections, signal heads may be:
which the signal heads can be seen and recognized. mounted on poles with double arm brackets;
Signal indications should be easily noticeable. Signal suspended over the pavement on mast
conspicuity is affected by the following factors: arms, gantry arms or structural frames; or
mounted on span wire over the far side of the
• Geometry of the roadway and the combined
intersection approach.
effects of horizontal and vertical alignment on
vision from the intersection approaches • At the stop line, at least one, and preferably
both signal heads, should be located
• Visual obstructions or distractions caused by
within the drivers’ cone of vision based on
buildings, signs, etc., adjacent to the
the driver’s cone of vision extending 40°
right-of-way
horizontally and 15° vertically from the eyes
• Colours of the signal heads and backboards in when facing straight ahead. The horizontal
contrast with the colour of their background position of the signal head is based on the
driver’s cone of vision and the width of the
• Placement – standardized locations assist
intersecting streets. The driver has excellent
drivers to know where to look
lateral vision up to five degrees on each
side of the centre line of the eye position (a
Signal heads for each approach to an intersection
cone of 10°), and adequate lateral vision up
must be provided as follows:
to 20° on each side. It is therefore desirable
that at the stop line, for all approach lanes,
at least one signal head be located within
the 10° cone of vision with the other head

Stop line

o
10
1.2m
40
o

Visibility distance
(as per Table 25)
Note: not to scale

Figure 32 – Cones of Vision for Signal Visibility

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located within the 40° cone of vision. While • Specific problem locations such as those
it is preferable to have the cone of vision conflicting or competing with background light
at the stop line meet this requirement, the
• Where engineering studies indicate a
key location is the point where the driver is
requirement for increased visibility
far enough away to have time to clearly see
and recognize the signals before having to
consider the decision to proceed or stop
Lateral Signal Head Locations
(see Table 25) should the signal change to
amber. At this point, at least one signal head
The primary signal head must be located on the
(and preferably both) must be within the 10°
far right side of the intersection. At intersections
cone of vision for every lane, centred on
with a signal head on a median island, the primary
the approach lanes, excluding any parking
signal head should be located laterally at least at
lane(s). Figure 32 shows this application of
the edge of pavement (0.5 m over the receiving
the horizontal cone of vision. Separate turn
lane is preferred). Where median islands do not
lanes should be included unless they have
exist, the primary signal heads should be located
their own signal head. Where a signal head is
at the 1/2 to 3/4 point of the receiving curb lane,
intended to control a specific lane or lanes of
and at a minimum of 1.2 m into the lane. The signal
an approach, its position should be clearly in
head should be aimed so that it is centred on the
line with the path of that movement.
approach.
• Where horizontal or vertical geometry
prohibits visibility of at least one signal head The secondary signal head must be located on
within the cone of vision from the visibility the left of approaching through lanes. The head
distances provided in Table 25, the use of an may be placed on the median or, where there is
auxiliary signal head and possibly a continuous no median, on the far left side of the intersection
or activated flasher with “signals ahead” sign at least as far left as the left edge of pavement.
is usually required. Where intersection approaches do not align, these

Two sizes of lenses are used for traffic signal control Table 25 – Signal Visibility Distance
displays: 200 mm or 300 mm nominal diameter.
Where the speed limit is 80 km/h or greater, a 300 Minimum Distance from
85th Percentile Speed
mm lens must be used for the red ball indication. which Signal Must be
(km/h)
Consideration should be given to using a 300 mm Clearly Visible (m)
lens for all indications.
40 65
The 300 mm lens is also recommended for: 50 85
• All arrow indications
60 110

and at least the red signal indication for the 70 135

following situations:
80 165
• Signal heads located more than 30 m from
the stop line 90 200

• All intersection approaches where drivers may 100 230

be confused when both traffic control and
lane control signals are viewed simultaneously

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reference points may be extended from features on Mounting Height

the near side of the intersection.
Signal head mounting heights are legally set under
The secondary head (far left side) should be the Highway Traffic Act and are covered in
located at or as close to the edge of the roadway Section 2, Legal Requirements.
as practical. Under normal conditions, there should
be a minimum of 5.0 m separation between the Secondary heads mounted on the far left and not
primary and secondary head, and a maximum over traffic lanes may be mounted at a minimum
(desirable) lateral distance of 15.0 m between height of 2.75 m for roadways posted at less
the primary and secondary head (22 m absolute than 80 km/h. For long range visibility, secondary
maximum distance). See Section 5.6 for details. heads for roadways posted at 80 km/h or more are
preferred to be at the same height as the primary
head. Where a secondary head is installed in a
Median Mounted Signal Heads median island and where the left-turn lane is often
blocked by large vehicles, auxiliary heads may be
Signal heads mounted on median poles may be used on the far left of the intersection to allow
face-mounted or side mounted. Variations are better visibility. Auxiliary heads may be mounted at a
necessary for signal heads with left-turn arrows minimum height of 2.75 m or as high as necessary
and mast arms, multiple heads on a pole, or to obtain good visibility. The desirable height in most
to accommodate geometric variations at the cases is still 5.0 m. For King’s Highways and other
intersection. roads posted at 80 km/h and over, all signal heads
should be mounted at a 5.0 m clearance height.

Correct

1.0m min.

Incorrect
B A
Distance as per Table 25
Visibility criteria applies to all lanes
approaching a signalized intersection

Signal head “A” should be to the left of

head “B” by a minimum of 1.0m

Figure 33 – Secondary Head Blocking Visibility

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Obstruction by Other Signal Heads Backboards

If positioned incorrectly, the back of a signal head Backboards improve the conspicuity of the traffic
for the opposite direction may block part or all of signal head and the signal display. Backboards
the visibility of a signal for motorists approaching are recommended for all primary heads and are
an intersection. Figure 33 shows how a secondary preferred on all heads. Table 26 sets out typical uses
head could block visibility of the opposite primary for signal heads and backboards.
head. The design must be checked to ensure that
the near side heads are not blocking the front of the Under most conditions, backboard faces must be
far side heads, and that at least one signal head is traffic yellow in colour. Dark colours such as dark
visible to the motorist at all times for at least the green or black may be used to enhance the visibility
minimum distance given in Table 25. Since blockage and conspicuity of the backboard faces where
is a function of signal head heights, intersection current policies dictate certain specific conditions,
width, approach gradient, and lateral positioning, or where the dark colour improves visibility and
a field check of these requirements is strongly conspicuity.
recommended following installation.
On the rear surfaces, standard traffic yellow is used
in most situations, but municipalities may prefer to

Table 26 – Typical Use of Signal Heads and Backboards

Signal Heads and Backboards

Type of
Roadway Posted Recommended
Signal Type of
Speed Backboard Mounting
Head Head
(km/h) Height (m)
Major Roadway Primary Highway Yes 5
(four or more 80 and
lanes) over
Secondary Highway Yes 5
Primary Highway Yes 5
60 to 80
Secondary Highway Yes 5
Primary Highway Yes 5
Less than
Highway Yes 2.75*
60
Secondary
Standard Optional
Major Roadway Primary Highway Yes 5
(less than four 80 and
lanes) over
Secondary Highway Yes 5
Primary Highway Yes 5
60 to 80 Highway or
Secondary Yes 5
Standard
Primary Highway Yes 5
Less than
Highway Yes 2.75*
60
Secondary
Standard Optional
*Note: Secondary heads mounted on the far left and not over traffic lanes may be mounted at a minimum height of 2.75m.

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apply black or grey as long as the corresponding heads, signs, buildings infringing on a zone of
signal head housings are of the same colour and restricted right-of-way, large vehicles, or other
as long as the application is consistent for any objects.
particular intersection.
Auxiliary signal heads are installed to augment
the primary signal head, and therefore auxiliary
Auxiliary Signal Heads and Beacons signal heads must display the same indications
and have the same timing as the primary and/
General or secondary heads. Auxiliary heads, or active or
continuous “signals ahead” flasher signs, should be
Signal heads may be obstructed by bridges (where used whenever the traffic signal visibility distance
close to an intersection), horizontal roadway given in Table 25 cannot be obtained. The location of
curvature, vertical roadway curvature, other signal the auxiliary heads themselves must comply with

Bridge
B
C

D
Plan A

Highest sight line

C,D
Bridge
A,B

Auxiliary
Profile
heads

Standard
head
Distance as per table 24 locations

Figure 34 – Auxiliary Heads at Underpass

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the visibility distance given Table 25 or the “signals Auxiliary Heads at Geometric Curve
ahead” flasher signs must be used. Obstructions

The designer must check each design carefully, Special considerations may be required to achieve
recognize sight line limitations, eliminate signal visibility on horizontal curves. Auxiliary
obstructions, and optimize the design to provide heads may be required on the near side of the
drivers with the best possible visibility. intersection, either on the outside of the curve or on
the rear of the median pole, as shown on Figure 35.
Auxiliary Heads at Bridge Obstructions
Two auxiliary heads on the outside of a curve
Where normal signal head visibility may be should be avoided because drivers may align
obstructed by a bridge underpass, low mounted their vehicles towards the gap between the heads
auxiliary heads may be required. An example is (mistaking the heads for the primary and secondary
shown in Figure 34. traffic signal heads, especially under limited visibility
conditions).

Auxiliary head
preferred location

Alternative
location

5 max

Line of sight to signal is

outside of motorist’s cone
of vision

Figure 35 – Auxiliary Heads at Intersection on Curve

*Note: A maximum of one auxiliary signal head is allowed.

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D B

C A
Distance as required
by geometrics
Plan

Lowest sight line

A,B

200mm amber flasher

beacon (continuous)

Profile “SIGNALS AHEAD” sign

See OTM Book 6

Figure 36 – Use of Continuous Flasher

Auxiliary signal heads should also be used to Ahead” sign (Wb-1102A) may be required, as shown
improve the visibility along horizontal curves where in Figure 36.
sight distance may be hampered by buildings, rock
cuts, or large signs along the inside of the curve. The sign can be located upstream from the
Similarly, abrupt vertical curves that do not allow a signalized intersection beyond the visibility distance
view of the intersection pavement at the stopping shown in Table 25 and in general conformance with
sight distance may require auxiliary heads either the signage guidelines in OTM Book 6 – Warning
at the intersection or at a much higher mounting Signs.
height.
An active double flashing beacon (“bouncing ball”
At locations with sight line limitations, a continuous effect) with the oversized “Signals Ahead” sign
single flashing beacon with the oversized “Signals (Wb-1102A) complete with the word tab

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Obstruction

Distance as per
operational guidelines

Alternating 200mm amber flashers

(operate on controller timing only) “SIGNALS AHEAD”
sign see
OTM Book 6

Tab

Figure 37 – Use of Active Flasher and Sign

“PREPARE TO STOP WHEN FLASHING” 37. Note that the flashing beacon and sign should
(Wb-102At) should be used in the following operate as described in Section 3.
circumstances:
• Visibility is poor and the location of an auxiliary Obstructions due to Large Vehicles
head does not suit the installation.
Improper spacing between the primary and
• There are sight restrictions at the bottom of a secondary signal heads may cause loss or
hill or due to a steep downgrade. restriction of visibility for motorists travelling directly
behind large vehicles, particularly where trucks
For the following situation, the active double beacon are turning left. The minimum spacing of 5.0 m
flasher may be required: between primary and secondary heads is intended
• If the signal is the first signal encountered by to mitigate this problem to some extent. Where
drivers after travelling a considerable distance median islands exist, some municipalities install
on a divided highway, the signal may not be auxiliary secondary signal heads on the far left
expected. side of the roadway at lower mounting heights to
mitigate the visibility impairment caused by large
An example of a situation where an active double vehicles.
flashing beacon may be required is shown in Figure

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Optically Programmable Signal Heads Primary heads should be located using the following
guidelines:
Optically programmable signal heads can be used
• The recommended maximum longitudinal
for precise lane control. The heads project an
distance is 10 m either way from the median
indication that is visible only within the boundaries
pole location measured along the centreline of
of a specific area.
the roadway, as shown in Figure 39.
Closely spaced, offset, or skewed intersections • If the above guidelines and standard mast
may require optically programmable signal heads arm lengths allow, it is recommended that
to prevent drivers from mistakenly observing the the poles be as close to the intersection as
wrong traffic signal. The heads may be used at practical to allow other attachments such as
skewed intersections with non-standard turning secondary head mast arms and pedestrian
lanes to avoid confusion for motorists in adjacent equipment. If practical, the poles should be
lanes. Similarly, signal heads between two separate within 3.0 m of the centre of the crosswalks.
parallel roadways may require focused lenses to The choice of location should take into
prevent confusion on the non-controlled roadway, as account aesthetic requirements, utility
shown in Figure 38. clearances, and mast arm length restrictions.
Iterative trials of the design are normally
It is recommended practice to install optically required.
programmed heads where signals need to be
• The standard 3.0 m offset from the through
visible only within the boundaries of a specific area
edge of pavement should be used. This offset
to reduce motorist confusion.
is for safety purposes and must be maintained
at all times for King’s Highways. Where the
poles are located within the turning flare area
5.6 Pole and Signal Head Locations of the pavement, the offset may be reduced
to 1.5 m from the back of the curbs to allow
a standard 1.5 m sidewalk width between
Primary Signal Head Locations the curbs and the poles. In curbed areas
with operating speeds of 40 or 50 km/h, the
General absolute minimum is 0.6 m. Refer to
Subsection 5.3 for safety guidelines.
In addition to the guidelines for lateral placement
provided in Section 5.5, the primary heads should With Median Islands
be located at a minimum longitudinal distance from
the approach stop line of 12 m (with 15 m preferred) For a straight two-lane approach with a separate
to a maximum of 55 m. This guideline is shown in left-turn lane and a median island, it is normally
Figure 39. desirable to mount the primary head at the
minimum 0.5 m overhang of the through edge of
The 15 m distance corresponds to the cut-off for the approach curb lane in order to get as much
visibility through a normal windshield to a signal lateral distance as practical between the primary
head mounted at a height of 5.0 m. and secondary heads. The primary head should also
satisfy the cone of vision requirements shown in
Figure 32 for each approach lane.

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Expressway

Service road
Optically
Programmable
Heads

Figure 38 – Optically Programmable Heads, Example on Parallel Roads

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The primary and secondary heads should be Secondary Signal Head and Pole Locations
laterally separated by a minimum of 5.0 m, a
desirable spacing of 15.0 m, or an absolute General
maximum of 22 m. The smaller spacing may result
in the visibility of one of the heads being blocked by Secondary heads, other than those in median
large vehicles.The larger spacing normally allows for islands, should be located using the following
at least one of the heads to remain within the 40° guidelines:
cone of vision at all times.
• A minimum lateral distance of 5.0 m and a
Without Median Islands maximum (desirable) lateral distance of
15.0 m is required between the primary and
Where median islands are not used, it is desirable secondary heads under normal conditions,
to position the primary signal head between the 1/4 and 22 m is the absolute maximum distance.
point and 3/4 point of the projected through edge Since the secondary heads are normally
of the approach curb lane with the head aimed on located in the flare and use the same rules as
the centre of the approach (as shown in Figure 40). for primary heads, trial mast arm lengths are
The preferred position of the secondary head is over usually required during design.
the edge of pavement on the left side. During the
design, the locations of primary poles and heads • A maximum longitudinal distance of 10 m
are normally decided before the locations of the either way from the primary pole location, as
secondary poles. measured along the centreline of the roadway,
should be maintained where possible.

3.0m - 5.0m
Midlane
5.0m-15.0m

Primary head
range
min.
0.5m

10.0m max.
Primary head range
From mid-crosswalk to
10.0m from secondary

Primary head location

15.0m - 55.0m

Figure 39 – Primary and Secondary Head Locations

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• Secondary heads with left turn arrows housings are used, the Hand Outline section must
should be located as near to the approach as be mounted directly above or to the left of the
practical. Walking Pedestrian section.

With Median Islands When illuminated, the pedestrian signals must be

recognizable from a distance of 30 m under normal
Where median islands are present (with two or conditions of visibility. The flashing Hand Outline
more receiving lanes), primary and secondary signal should be used in all traffic control signals as a
heads should not be too close together laterally. clearance interval and warning to pedestrians that
Heads should not be too far apart longitudinally the walking time is terminating.
to avoid one head appearing to be much higher
than the other from the approaching motorist’s
Guidelines for Pedestrian Signal Head
perspective.
Installation

Without Median Islands In most cases, it is recommended practice to install

pedestrian traffic control signals. Pedestrian traffic
Normally, opposing secondary heads are laterally control signals are mandatory where it is necessary
outside of the primary heads (further from roadway to control the sequence or length of pedestrian
centreline) by a minimum of 1.0 m, as shown in phases independently from vehicular phases,
Figure 33. The preferred location for the secondary or where it is necessary to eliminate pedestrian
heads in this case is between 0.5 m and 0.8 m confusion at approaches containing traffic control
from the edge of pavement towards centreline. signal heads with arrows. Where one or more
The secondary heads can be placed directly over of the pedestrian crosswalks at an intersection
the edge of pavement up to 1.5 m from the edge of justify pedestrian signals, it is usually desirable for
pavement if necessary to meet placement criteria uniformity and good observance to place pedestrian
provided that range distances and visibility signals on all crosswalks. A pedestrian must be
criteria are met. Figure 40 shows the range of signal able to walk to any corner of an intersection. An
head placement options. exception occurs at a ramp terminal where it is not
usual practice to have pedestrian crossings on the
side of the intersection that receives left-turning
5.7 Pedestrian Signal Heads traffic from the side road. It may also be desirable to
ban low-volume pedestrian movements at specific
locations due to large left-turn volumes. Such
Pedestrian Indications restrictions must be supported by proper signing as
shown elsewhere in the OTM, as well as by-laws or
Pedestrian indications must consist of two symbols, regulations where applicable.
the “lunar white” Walking Pedestrian (outline or
solid) and the “translucent orange” Hand Outline.

The symbols may be contained in a single minimum

300 x 300 mm (lens) housing or in separate
housings. If a single lens is used, the symbols may
be superimposed over each other, or they may be
offset with the hand outline on the left. If separate

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Range of primary head

Range of secondary head 0.8 (preferred over
(preferred over edge of pavement) 1.5
centerline of lane)

ax
10m M
For protected/permissive
simultaneous left turn or left 1/2 to 3/4 point of approaching
turn arrow advanced green through/right lane

Max
m
20.0m max.

10
Crosswalk
Crosswalk C
CL L
max.

- 55.0m
5.0m - 15.0 m

15.0m

Figure 40 – Primary and Secondary Heads Without Islands

Pedestrian signal heads should be installed in • When heavy vehicular turning movements
conjunction with vehicular traffic control signals require a separate pedestrian phase for the
under any of the following conditions: protection and convenience of the pedestrian
• When a traffic signal is installed under the • When pedestrian movement on one side of
pedestrian justification an intersection is permitted while traffic from
only one approach is moving
• When pedestrians and vehicles are moving
during the same phase and pedestrian • When an intersection is so large and
clearance intervals are needed to minimize complicated or a road so wide that vehicular
vehicle-pedestrian conflicts signals would not adequately serve
pedestrians
• When an exclusive phase is provided or
made available for pedestrian movement in
one or more directions with all vehicles being
stopped

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 Book 12  •  Traffic Signals

• When the minimum green intervals for but pedestrian heads must not be mounted at the
vehicles at intersections with traffic-actuated height of vehicle heads.
controls are less than the minimum crossing
time for pedestrians and pedestrian actuation If practical, pedestrian heads should be mounted
is necessary (normally by pushbutton) directly behind the sidewalk facing along the
crosswalk. Where necessary, the heads may be
• When complex phasing operation would tend
mounted within 3.0 m of the edge of the sidewalk
to confuse pedestrians guided only by traffic
in the crosswalk-facing direction, and within 1.5
signal indications
m of the edge of the crosswalk laterally. A check
• When traffic signal heads using arrows are should be made to ensure that the pedestrian
used heads will not be hidden from pedestrians on the
other side of the roadway by vehicles stopped at
• When pedestrians cross only part of the road,
the stop line.
to or from an island, during a particular phase
• When the traffic signal heads fall outside of
the normal vision of pedestrians, for example, Accessible Pedestrian Signals
at “T” intersections, on one-way streets, or at
large intersections Audible or accessible pedestrian signals (APS) are
designed to assist visually impaired pedestrians
by providing information that they can interpret to
Guidelines for Pedestrian Pushbuttons understand when they may cross. APS devices
communicate information about pedestrian timing
Pedestrian pushbuttons are required at pedestrian in a non-visual format. Examples include audible
actuated traffic signals. Pedestrian pushbuttons tones, verbal messages, and/or vibrating surfaces
should be located using the following guidelines: coinciding with the beginning of the WALK interval.
• The pushbuttons should be installed on the
Like visible pedestrian signals, APS devices that use
“through sidewalk” side of the pole at a
audible speakers and/or vibrating hardware provide
height of 1.1 m (± 0.15m) above finished
cues at both ends of a crossing when activated.
grade.
APS devices that have speakers mounted in, on, or
• The pushbuttons should be in line with the near pedestrian heads emit a sound such as a bell,
crosswalk and not perpendicular to the buzz, tone or birdcall (typically cuckoo and chirp)
crosswalk. The location should be within 3.0 during the WALK interval.
m of the edge of the crosswalk.
Infrared transmitters located at the pedestrian
• It is desirable that a “Push Button For Walk
head can transmit a speech message to hand-held
Signal” or equivalent sign be installed at each
receivers. Messages may identify the location
pushbutton.
and direction of travel of the pedestrian, give the
name of the street to be crossed, and provide real
time information about WALK and DON’T WALK
Mounting Height and Location
intervals.
Pedestrian heads must be mounted at a minimum
of 2.5 m as measured from finished grade at the A third type of APS system is fully integrated
edge of pavement to the bottom of the signal into the pedestrian pushbutton assembly. Some
housing. This dimension should be used unless systems provide vibratory information only.
unusual circumstances require a greater height,

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Others augment vibrotactile hardware with a quiet, Pedestrian Countdown Displays

slowly repeating, tick, click, or tone to identify the
location of the pushbutton during the DON’T WALK The pedestrian countdown display (or pedestrian
and pedestrian clearance intervals, and a faster tick, countdown signal, PCS) may be added to a
click, or tone to identify the WALK interval. pedestrian signal head. The display shows a
descending numerical countdown that indicates
Accessible pedestrian signals must be used in to pedestrians the number of remaining seconds
combination with pedestrian signal timing. The available for crossing.
information provided by an accessible pedestrian
signal must clearly indicate which pedestrian The Traffic Operations & Management Standing
crossing is served by each device. Committee (TOMSC) of TAC has developed
guidelines for the optional use of pedestrian
Locations that may need APS include intersections countdown displays12. The guidelines will be
with: added into the Manual of Uniform Traffic Control
Devices for Canada in the near future. The
• vehicular and/or pedestrian actuation
proposed guidelines allow for the optional use of
• very wide crossings Pedestrian Countdown Displays at the discretion
of signal operating agencies. More information,
• major streets at intersections where the
including the background report which supports
minor streets have very little traffic (APS may
the recommendations, can be obtained from TAC,
be needed for crossing the major street)
at [email protected]. The recommendations include
• “T”-shape operational guidelines and layout and configuration
guidelines.
• non-rectangular or skewed crossings
• high volumes of turning vehicles TAC Recommended Operational Guidelines
• split phase signal timing • PCS should be adopted as an optional device
• exclusive pedestrian phasing, especially for installation at locations where pedestrian
where right-turn-on-red is permitted signal heads are installed.

• a leading pedestrian interval • The PCS is to count down during the flashing
hand pedestrian clearance period only.
Accessible indications are not covered by the HTA. • The PCS Information Sign may be installed
Basic standards and pushbutton operation options adjacent to the pedestrian pushbuttons to
are provided in the MUTCDC14, but at the time of inform pedestrians of the usage of the PCS.
publication of this edition of OTM Book 12, the
MUTCDC (1998 edition) still refers to the older
audible signal standard. While the MUTCDC has
TAC Recommended PCS Standard Layout and
not yet been updated, new guidelines have been
Configuration
approved by TAC. Information is provided in the • Pedestrian countdown displays should consist
publication “Guidelines for Understanding, Use and of Portland Orange numbers that are at least
Implementation of Accessible Pedestrian Signals 135 mm high (220 mm lens height) on a
(2008)”, available from the Transportation Association black opaque background. The countdown
of Canada (http://www.tac-atc.ca)

Ontario Traffic Manual  •  March, 2012

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 Book 12  •  Traffic Signals

numbers should preferably be “double stroke” Signal heads may be mounted on the same poles,
to improve visibility and to provide a certain either back-to-back, as shown in Figure 41, or
amount of “fail-safe”. independently.
• Where the pedestrian enters the crosswalk
It is also possible to install the crossing on the
more than 30 m from the countdown
opposite side of the side road. or to install dual
pedestrian signal display, the numbers should
crossings, one on each side. Details of the latter
be at least 175 mm high (305 mm lens
design approach may be found in the TAC MUTCD14.
height).
• The Pedestrian countdown displays should
be of the “Separate Countdown Housing” Mid-block Pedestrian Signals
configuration. The “Overlap/Countdown Side
by Side” configuration and the “Separate Where justified by continual disruption of traffic
Countdown Housing with no Overlap” flow, by collision histories, or by heavy pedestrian
configuration may be used in retrofit volumes and delays, pedestrian signals may be
situations. The countdown pedestrian signal installed at mid-block locations. The pavement
must be located immediately adjacent to the markings for mid-block pedestrian crossings are
associated HAND pedestrian signal head similar to the markings for normal signalized
indication. intersections with the vehicle stop lines set back a
minimum of 12 m from the primary signal head (15
• The WALK and the HAND indications must be
m recommended practice). At mid-block locations,
the same as those used in the conventional
the conspicuity of the pedestrian signals to drivers
pedestrian signal, and must comply with
is paramount. At mid-block locations, the usual
Section B1.5.4, Section B3.4 and Figure B3-9
cue for the presence of a cross-road, which leads
of the MUTCDC.
motorists to expect the possibility of a signal, is
missing. Section 4 gives justification criteria for the
use of mid-block signals. Mid-block signals should
5.8 Miscellaneous Traffic Control be used in lieu of PXOs where the posted speed
exceeds 60 km/h, where there are more than four
lanes, or where other PXO criteria are not met.
Intersection Pedestrian Signals

Intersection Pedestrian Signals (IPS) may be Lane Direction Signals

installed at intersections that have considerable
pedestrian volumes, but very light traffic on the side Lane direction signals are normally used to change
road. IPS require that a normal crosswalk pavement the direction of traffic flow for single lanes, multiple
be marked in accordance with standardized practice lanes, or the full roadway during various times of
for traffic signals, and that the side road be provided the day. A common application is characterized by
with stop signs (if not already provided), as shown a very heavy morning Peak Hourly Volume (PHV)
in Figure 41. in one direction and a similar very heavy afternoon
PHV in the other direction.
Typical three-section signal heads are used for the
main road. Pedestrian signals with pushbuttons are
required for the crossing.

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“STOP HERE ON
RED” sign

15m
min

Figure 41 – Intersection Pedestrian Signals

Lane direction signals must be suspended directly signal indication must always be illuminated in both
over the approximate centre of the lane to which directions of the lane or lanes controlled.
they apply. Signals for different lanes should be
mounted at a uniform height and positioned so that The signal indications consist of a red “X” and a
they form a straight line and cross the roadway green arrow (downwards), as shown in Figure 16
lanes at right angles. Each signal head must be in Section 3. The layout of the lane direction signals
mounted a minimum of 4.5 m over the pavement, should take visibility into account as follows:
with a 5.0 m clearance preferred.
• At least one set of indications should be
visible to the motorist at all times.
Lane control signals must be carefully located in
advance of, or beyond, an intersection controlled by
standard traffic control signals in order to eliminate
possible confusion between the indications. A

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• A 300 mm size lens should be used for probable back-ups from the signal systems must
speeds of 60 km/h or less with symbols be conducted by the road authority and submitted
visible up to 150 m. A 400 mm size lens to the appropriate railway owner for approval,
should be used for operating speeds up to coordination, and costing. This evaluation must
80 km/h with symbols visible up to 225 m. estimate the times of day and probable duration of
any back-ups likely to obstruct the crossings.
• Spacing of the lane direction signals
should be set based on minimum visibility
Signals that require railway interconnection should
(approximately 150 m for 300 mm lenses, and
not be constructed until the approval of the railway
225 m for 400 mm lenses).
owner has been received and cost sharing has
• Lane direction signals in tunnels may need to been resolved.
be mounted elsewhere other than over the
centre of the lanes due to height restrictions.
Transit Priority Signals

Ramp Metering Signals Transit priority signal indications (TPSI) may be used
to assign right-of-way to public transit vehicles over
Heads for ramp metering are used on freeway all other vehicular and pedestrian traffic movements
entrance ramps and are governed by Regulation 626 within an intersection. Transit priority signals may
(5) of the HTA. The primary head may be mounted be operated exclusively during protected transit
at 2.75 m if not over traffic. The secondary head movements or concurrently with other non-
should be mounted at a height of 1.0 to 1.2 m to conflicting vehicular movements.
provide driver visibility since the stop line is directly
beside the secondary head. Transit priority signal indications are specified in
HTA Regulation 626 (2), and are mounted directly
above the red indications. TPSIs consist of “lunar
Signals Near Railway Crossings white” vertical bars on opaque backgrounds. They
may have 200 or 300 mm lenses and be mounted
Where railway crossings lie within the intersections on any type of signal heads. TPSIs are generally
themselves, special treatment of railway and used at intersections where there are dedicated
highway signals must be undertaken to provide transit lanes or where their use would improve the
greater protection for vehicles. Examples of this are efficiency of the transit routes.
given in the TAC MUTCD14.

Where the railway crossings are so close to the Movable Span Bridge Signals
intersections that back-ups from the vehicle signals
may occur, the interconnection of railway and When roadways cross drawbridges, swing bridges,
vehicle signals will be required. The interconnection or lift bridges, normal traffic signal heads should
allows for preemption of the vehicle signals. be considered in conjunction with control gates or
Preemptive signals may also be used to activate other forms of physical protection.
other devices (such as blank-out signs for turn
prohibitions) during train crossings. The needs of large water vessels should be taken
into account in the design of bridge signals as large
Where the railway crossings are within 150 m of water vessels cannot stop in a short distance and,
the proposed signal installations, an evaluation of once activated, the bridge mechanism normally has

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to continue to open the bridge. It is good practice OTM Book 7 18 as “Very Short Duration Work
to allow a minimum of 15 m between the end (VSD)” or “Short Duration Work (SD)” during hours
of the movable part of the bridge and any barrier of daylight. Very Short Duration work is defined
protection. This space provides storage for one or as work that occupies a fixed location for up to 30
two vehicles in an emergency. minutes including set up and take down time. Short
duration work occupies a fixed location for more
than 30 minutes, but less than a 24 hour period.
Temporary Traffic Control and Portable Lane Should the contractor leave the site, the equipment
Control Signals must be removed and two-way flow of traffic
resumed. If these devices are to be used during
A temporary traffic control signal is installed for a night-time activities, proper illumination must be
limited period of time whereas a portable traffic provided.
control signal is a temporary traffic control signal
that is designed to be transported and reused at
Portable Lane Control Signals (PLCS)
different locations. Four different electrical/electronic
traffic control devices are currently available for
Portable Lane Control Signals consist of single
controlling traffic under temporary conditions.
“standard” vehicle traffic signal heads, normally
The devices and the restrictions on their use are
mounted on movable poles at a minimum height
discussed below.
of 2.75 m from the roadway surface to the
bottom of the heads. The use of portable signals
Automated Flagger Assistance Device is an alternative to continuous flagging by control
persons, and is not to be confused with temporary
The Automated Flagger Assistance Device is not traffic signals.
identified in the HTA, but is identified in OTM
Book 7 18 as an electro-mechanical device that is Portable lane control signals may only be used
remotely controlled and performs the function of a to control one lane, two-way traffic flow during
traffic control person in a two-way, one lane traffic construction activities, and only for durations
operation. The device is considered a supplement considered under OTM Book 7 18 as “Very Short
to or replacement for a traffic control person, and is Duration Work” defined as occupying a fixed
not a Traffic Signal or a Portable Lane Control Signal. location for up to 30 minutes including set up and
take down time or “Short Duration Work” defined
The automated flagger assistance device does as occupying a fixed location for more than 30
not use a traditional traffic signal head with a red, minutes, but less than 24 hour period in duration.
amber and green lens. The device uses only a red The phasing intervals must be a two phase
and an amber lens in conjunction with a control operation only, with the all red clearance interval
arm to control traffic. Communications between sufficiently long to clear the previous approach
the signals at each end of the one lane traffic lane of all vehicular traffic. Access points or side
operation must be provided in order to prevent streets within the one lane section controlled by
conflicting displays. Legal approval for installation is the portable lane control signals must be controlled
not required as the device is not covered under the by flag-persons working in conjunction with the
HTA, but approval by the road authority is required. equipment. The equipment must be removed
and two-way flow of traffic resumed when the
The automated flagger assistance device may only contractor leaves the site.
be used to control one lane, two-way operations
during construction activities considered under

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Portable lane control signals must be installed in not required for portable temporary traffic control
accordance with the requirements of Regulation signals.
606 of the HTA, which covers the physical and
signage requirements for these devices. Driver Portable temporary traffic control signals may also
action is prescribed by HTA Section 146. Approval be used to control one lane two-way operations
of the road authority responsible for the during construction activities considered under
roadway must be obtained prior to use. Because OTM Book 7 18 as “Long Duration” work and must
of the temporary nature of these devices, legal be installed to meet the requirements of Regulation
drawings are not required by law. 626 and Section 144 of the HTA. If used for “Long
Duration” work, a cost comparison is recommended
It is recommended practice that the use of portable to investigate whether it is more cost effective
lane control signals must only be allowed where to use solar powered portable temporary traffic
the posted speed is 60 km/h or less, and where full signals rather than regular temporary traffic signals.
illumination exists if the closure continues at night. Portable temporary traffic signals may not be used
The signals may not be used at an intersection if a side street or access point is located within the
or pedestrian crossover. It is recommended that one lane section. (Temporary signals with multiple
portable lane control signals with two signal heads phasing must then be used.) Legal approval is
be used, and that the second signal head be located required prior to use.
in the standard secondary head location.
The following material and operational requirements
Portable Temporary Traffic Signals apply to portable temporary traffic signals.

Portable temporary traffic signals (PTTS) consist Material requirements

of typical traffic signal heads mounted on movable • Two trailers (one for each approach to the one
trailers. The trailers are typically positioned to lane section being controlled) must make up
emulate traffic control signals. Approval of the the system.
road authority responsible for the roadway must
be obtained prior to use. • Each trailer must have two operating signal
heads.
Portable temporary traffic signals may be used • The head to be placed over the roadway
to control one lane, two-way traffic flow during must be a minimum of 4.5 meters from the
construction activities that are considered under roadway surface.
OTM Book 7 18 as “Very Short Duration Work” or
“Short Duration Work” during hours of daylight. • The heads facing each approach must be
If these devices are to be used during night-time separated by a minimum of 3.0 meters.
activities, proper illumination must be provided. The • The head located over the trailer must be
equipment must be removed and two-way flow of capable of being mounted at 4.5 meters and
traffic resumed when the contractor leaves the site. at 2.75 meters from the roadway surface.

Portable temporary traffic signals must be installed • Highway yellow backboards must be used on
in accordance with the requirements of Regulation each signal head.
606 of the HTA, which covers the physical and
signage requirements. Driver action is prescribed
by HTA Section 146. A legal approval drawing is

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• Signal heads must be capable of being • Upon detection of a conflict, the signal
reversed on the signal mast arm/boom to system must enter a fault mode of either
allow the trailers to be mounted on the same flashing red or solid red display on all heads.
side of the roadway behind a barrier. The determination of solid red or flashing red
fault mode must be user selectable. Both
• Signal head displays must meet the signal
modes must be available.
head visibility requirements for the posted
speed of the roadway prior to construction • Upon detection of a fault, the units must
activities: have a cellular or satellite paging system to
alert the contractor to the fact the signals
- Minimum distance from signal heads to
have entered fault mode.
stop bar = 12 m
• The system must be capable of pre-timed
- Sight distance requirements as per Table
signal operations where the green time, the
25
amber clearance, and the all red times can be
- Cone of vision requirements from the stop manually input to the controller.
bar and from the stopping site distance
• The system must be capable of fully actuated
• Each trailer must be capable of operating as operation using a variety of detection devices
a master or slave unit, and the trailers must including loops, microwave, and video
be interconnected to each other by hardwire, detection equipment that will:
licensed radio, or spread spectrum radio
- Place a call for a green indication when red
communications.
or amber is being displayed.
• Trailer units must be solar powered with
- Extend the green indication from a
battery backup capable of sustaining full
minimum to a maximum green time by
operation for at least 14 days without
a user selectable amount each time a
recharging.
vehicle is detected during the green display
• Trailer units must be capable of being (extension time).
operated by generator as a backup power
- Rest in red or the last phase served. The
source.
user must be able to select this mode
through software input on a construction
Operational Requirements
site.
• The system must provide conflict monitoring
• The user must be able to manually enter a
as follows:
minimum green time, a maximum green time,
- Master and slave controller watchdog of and an extension time for actuated operations.
the controller software
Portable temporary traffic signals may be used
- Master and slave absence of indication
for night-time activities, but only with proper
(burnt out lamp)
illumination. Proper illumination includes:
- Master and slave conflicting display on the
• There must be a minimum of one luminaire
same signal head or heads
over each PTTS trailer.
- Master and slave conflicting displays on
• Each luminaire must output a minimum of
opposing signal heads
22,000 lumens.

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• Each luminaire must be mounted a minimum using a standard design is required for all temporary
of 9 m vertically from the roadway surface. traffic signal installations.
• The luminaires must be on from dusk until
dawn.
Tunnel Signals
If required, the contractor must supply, install, There are two types of “Tunnel Signals”:
and maintain temporary platforms that rigidly
support the traffic signals units in a level plane. The • Signals at the ends of a tunnel that are used
temporary platforms must be of sufficient size to to prohibit the entrance of traffic in the case
permit maintenance and service of the units. At the of a mishap within the tunnel
end of the contract, the contractor must remove • Lane control signals within the tunnel
and dispose of the temporary platforms. If portable and on the tunnel approaches used for
temporary traffic control signals are used in the reversible lanes or for the closure of lanes for
winter months, the signals must be configured with maintenance
environmental controls to ensure they will continue
to operate at any temperature.
Bicycle Control Signals, Placement
Temporary Traffic Signals
Bicycles are defined as vehicles in the Highway
Temporary traffic signals consist of traffic signal Traffic Act and therefore are governed by the rules
heads positioned on span wires and temporary of the road as defined in the act. Under the vast
poles. The signals are used to control traffic during majority of circumstances, standard vehicle displays
construction activities. Temporary traffic signals should be adequate to control bicycle movements
should be considered for applications that are through intersections. If bicycle signals are required,
defined under OTM Book 7 18 as “Long Duration” standard-sized heads (200/200/200 mm) may be
work, meaning the work requires a separate work used with appropriate adjacent signing.
space for longer than 24 hours. Temporary traffic
signals have a constant power supply, and closely Placement of the heads is important to ensure
resemble a normal signal installation. The signals that they are not confused with the signal heads
may be used at an intersection or pedestrian being used for regular motor vehicle traffic. It
crossover. is recommended that bicycle signal heads be
installed in the field of vision of cyclists a minimum
Temporary traffic signal installations require the of 30 m upstream of the stop bar and mounted in
approval of the responsible road authority before locations far enough from the roadway so as not to
installation. A legal drawing must be prepared prior interfere with pedestrians or cyclists.
to installation as per HTA 144(31). The installations
must comply with all regulations pertaining to traffic In addition, bicycle heads should be placed at
signals identified in HTA Regulation 626. the same height as hand/man displays at the
intersection. In situations where the bicycle signal
Operational and timing requirements for fixed heads must be located over the travelled portion
temporary traffic signals are the same as for of the roadway, the signals should be placed at a
permanent signals. Full NEMA standard conflict minimum of 4.5 m above the pavement.
monitoring must be used. Temporary illumination

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It is recommended that special detection be used structure. Detectors placed over the roadway or
if bicycle volumes are considered high. Detection side fired have a defined detection zone aimed at a
may consist of bicycle-specific quadrapole or specific point. The detectors are subject to weather,
diagonal quadrapole induction loops and detectors, lightning and electrical discharges, and vibrations.
video detection, special pushbuttons, or other
techniques. Intrusive detectors are typically embedded in the
ground or road surface. The detection zones of
detectors placed within the roadway surface are
defined by the placement of the detector element.
5.9 Detection
The success and longevity of these in-ground
detectors depends directly on the condition of
General the ground / road surface, and the quality of the
materials used to construct them. Loop assembly
A Vehicle Detector is a device for indicating the failure caused by electrical leakage to the ground
presence or passage of a vehicle in a designated and loss of conductivity can most often be traced to
area of a roadway. Passage detection is the sensing physical damage of the loop assembly either during
of a road user in motion within the detection zone. installation or through pavement movement.
Presence detection is the sensing of a road user in
the detection zone, whether stopped or moving. Vehicle detectors are commonly installed at
actuated traffic signals, urban and highway
Vehicle detectors typically provide two types of permanent vehicle counting stations, and parking
output: pulse or presence. Pulse detectors produce lots/garages. In actuated traffic signals, vehicle
a short output pulse only when a vehicle enters detection devices are used to indicate the need
the detection zone. Presence detectors are able to for a call or extension of green time. The detectors
detect the presence or absence of vehicles within respond to the passage of vehicles over a specific
the detection zone. The detector remains “on” until point on the roadway. Vehicle detection devices
the vehicle is no longer in the zone at which point are also used to indicate that vehicles are present
the output is switched “off”. and waiting for signal indications to change, and
to indicate that vehicles are in line behind other
Outputs from vehicle detectors are used as inputs vehicles waiting for signal indications to change
to the traffic controller to provide phasing and to (left turn “setback” loops). At critical intersections,
determine timing. The detectors may also provide detection zone lengths and gap settings are
other equipment with the inputs required to normally designed to terminate green when
calculate volume (vehicles per hour), average or headways are greater than two to
instantaneous speed (kph), occupancy (percent three seconds.
usage of the roadway), density (vehicles per
kilometre), and vehicle classifications. In areas posted at speeds of less than 80 km/h,
there is generally a greater concentration on
Vehicle detectors/sensors fall into two major maximizing intersection efficiency than on dilemma
categories: Non-intrusive, or above-ground zone protection. The dilemma zone is the area
installation; and intrusive, or in-ground installation. approaching the stop line in which the motorist, on
the start of amber will be momentarily undecided
Non-intrusive detectors are typically overhead. as to whether to stop or continue through the
They must be rigidly affixed to a pole or other intersection, thereby encountering a dilemma. For
higher speed locations, use of a combination of

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detection and timing techniques to minimize the Acoustic

effects of the dilemma zone is a consideration, even
at the expense of some intersection efficiency. Acoustic detectors use pulses of ultrasonic sound
which are directed at the roadway. The total travel
Other forms of detection devices include: time of the reflected sound is measured and
pedestrian pushbuttons for detecting the presence compared to the previous measurement. A shorter
of a pedestrian; emergency vehicle detection for time measurement indicates that a vehicle is
detecting a fire truck or ambulance in order to present.
provide right-of-way at an intersection; bus or transit
vehicle detection for detecting a high occupancy Video
vehicle in order to provide priority at an intersection;
and specialized detection devices for devices such
Video detection is accomplished through an
as Accessible Pedestrian Signals at an intersection.
image processor. The detector consists of
a microprocessor-based CPU, and software
programmed to analyze video images. The user
Types of Vehicle Detectors
places virtual “detectors” on the video image
displayed on a monitor. Each detection zone
As there are many brands and types of vehicle
emulates an inductive loop vehicle sensor.
detectors, the detectors available should satisfy
most applications. A summary of the common
types follows. Pressure Detectors

Pressure detectors are activated by the weight of

Microwave
a vehicle on a pneumatic tube placed across the
roadway or on a metal frame and plates installed in
Microwave detectors are mounted above the
the roadway. The pneumatic tube version is often
ground and project a cone shaped detection area.
used with count station equipment temporarily
When a vehicle approaches, the vehicle reflects
placed by a roadway for short period traffic data
some of the microwave energy back to the detector,
collection (typically less than a week). The metal
providing a momentary contact closure (pulse) to
frame and plate version is reliable, but its use is
indicate that a vehicle has been detected.
now very limited due to high installation costs and
the resulting adverse pavement conditions.
Infrared
Magnetic Detectors
There are two types of infrared detectors:
• Passive – Passive infrared detectors detect There are four types of magnetic detectors:
the presence of vehicles by comparing the
• Standard
infrared energy naturally occurring in the
detection zone with the change in energy • Directional (no longer available)
caused by a vehicle
• Magnetometer
• Active – Active infrared detectors detect the
• Self powered vehicle detector (SPVD)
presence of vehicles by emitting a low energy
beam at the roadway and measuring the
reflected signal’s return to the device

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The standard magnetic detector cannot sense advance of each intersection so that the optimal
vehicles moving at less than 8 km/h and therefore cycle length and offset timing may be calculated
cannot provide presence detection. and transmitted to the next intersection.

Loop Detectors Presence Loop Detectors

The current practice of many jurisdictions is to Presence loops are used to: detect the presence, or
use loop detectors. Loop detectors consist of an continuing occupancy, of vehicles; provide calls to
amplifier located in the controller cabinet and coiled the controllers; or extend green times for vehicles.
wires in the pavement. The coiled wires create an The loops can be installed at or near the stop lines
electro-magnetic field that changes when a vehicle at intersection approaches, or as “setback” loops
is in the loop area. Loop detectors are the most in turning lanes to detect whether there are two or
widely used type of vehicle detection because of more vehicles waiting to turn.
the flexibility of their design. Loop detectors can
be used to sense vehicle presence, passage, lane Presence loops may: be rectangular or irregular
occupancy, speed, and volume. in shape; be lane selective (installed as separate
loops in each lane), or all inclusive (installed as one
Other types of detection are available and are loop across several lanes); and they may have a
continually being developed. For the purposes of user settable time delay (1 to 15 seconds) feature
this section, detector design will be described using that allows vehicles to stop, pause, and continue
loops. If alternative forms of detectors are used, the without registering a call (as in right-turn lanes).
road authority should ensure that the operational
features are similar to those of loops. The recommended placement of presence loops
requires maximum setbacks of 4.5 m from the
The location and correct positioning of detection intersecting through edge of pavement, and a
devices is of the utmost importance if actuated coverage area behind the stop lines of 12 m in
control is to be effective. Good design requires that length for posted speeds of 80 km/h and above, and
objects affecting detector performance be taken 5.0 m minimum otherwise. These configurations
into account. Objects that may affect detector are shown in Figure 42.
performance include parked vehicles, manhole
covers, transit stops, service stations or other
facilities with busy entrances, etc. Long Distance Loop Detection

System loops may be square or diamond shaped Long distance detection provides an extra level
loops. The loops are installed in each lane. For a of safety for motorists travelling at a high speed
central computer system, loops are placed only on towards a signalized intersection by providing
strategic arterials and in either inbound (towards dilemma zone protection. The system uses
the central business district) or outbound lanes. inductive loops located upstream of the intersection
The traffic volumes, speeds and volume/densities to sense approaching vehicles.
on only a few sets of loops may then be used in
software algorithms to select timing and phasing In the MUTCDC:
plans. For systems such as the Split Cycle Offset
Optimization Technique (SCOOT), dual sets of “The dilemma [zone] is the location at which the
system loops are placed in each lane well in driver; upon seeing the signal indication change
from green to amber, must decide either to bring

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the vehicle to a safe stop before entering the • the intersection is isolated, non-
intersection, or to enter and clear the intersection interconnected, or interconnected with off
prior to the start of the conflicting green phase.” peak free modes operation

When a vehicle passes over the loops, the signal The key elements for successful operation of
controller extends the green time to allow the long distance detection are the placement of the
vehicle to pass through the dilemma zone before long distance loop on the mainline approach, and
the on-set of the amber signal indication. the vehicle extension time provided for each loop
activation. If the loop is placed too close to the
Long distance passage loops are normally used intersection, vehicles may enter the dilemma zone
at intersections to provide actuation of signal before activating the loop. If the loop is placed too
phases or extended green times for vehicles far from the intersection, providing short vehicle
passing through the dilemma zone. When used extension periods may result in motorists being
for actuation, the loops are sometimes called “trip in the dilemma zone at the on-set of amber, but
loops”. When used to extend green times, the loops providing vehicle extension periods that are too long
are sometimes called “extension loops”. can increase vehicular delay and the probability of
max-out during high volume situations.
Long distance detection generally consists of
a single “simple loop” centred in each through As a recommended practice, long distance loops
lane of the mainline approach that is located at should be used as extension loops to extend green
the upstream edge of the dilemma zone. With time on the main road for roadways of posted
actuated signal timing, both approaches receive speed of 80 km/h or more, but the loops may also
a minimum green interval, a vehicle extension be beneficial to signal operations on roadways
period, and a maximum green interval. The vehicle with lower posted speeds. The loops are normally
extension period is intended to carry a vehicle from installed per lane, and are of 1.8 x 1.8 m square
the outside edge of the dilemma zone to a point configuration or the equivalent size diamond shaped
representing at least a one second distance from loops, as shown in Figure 43. The distance from
the stop bar (past the inside edge of dilemma zone). the stop line to the extension loops is based on the
time of entry of the dilemma zone, as shown in
Long distance detection is most effective where Table 27.
signals routinely “gap-out” just when vehicles
are approaching the signal. A maximum green The design of loops details (simple, duplex
time should be established based on prevailing (quadrapole TM), powerhead, preformed, etc.,) and
traffic conditions (on all approaches). Time of Day alternative detection devices is beyond the scope
Functions that alter the maximum green time if of this manual. Further details are available in the
traffic demands change through the day can be Ministry’s Electrical Engineering Manual3.
considered.
To promote efficient and safe intersection operation,
Long distance detection should be implemented the loop detector placement and vehicle extension
at intersections on roadways that meet all of the timing parameters summarized in Table 28 should
following criteria: be used.
• operating speed is greater than 60 km/h
The distances for loop detector placement shown
• traffic signals are fully actuated in Table 28 are typically taken from the approach
stop bar, and represent the outside edge of

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Through edge of
pavement

5.0m 4.5m
minimum maximum

Figure 42 – Presence Loops

the dilemma zone for operating speeds up to Where the operating speed (85th percentile speed)
90 km/h. For operating speeds greater than 95 of the roadway is not known, a value equal to
km/h, the loop detector location is based on the 10 km/h above the posted speed limit can be
ITE stopping distance formula and for this speed used. It is recommended that a spot speed study
range, the formula should be used with an average be undertaken to determine the actual operating
deceleration rate of 3 m/s2 to calculate braking speed of the roadway before installing long distance
distance as below: detection. Figure 44 shows the recommended
installation for long distance detection.
[ ]
Where: Double Long Distance Detection
d = stopping distance (m)
v = velocity (km/h) Double Long Distance Detection is best used
a = deceleration rate (m/s/s), typically 3.0 m/s/s for where high speed vehicles (vehicles travelling above
speeds over 95 km/h the operating speed of the roadway) are creating
G = grade in %, positive for uphill, negative for a safety concern. Double long distance detection
downhill uses information collected from two loops to infer
whether a vehicle is travelling above or below a

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predetermined threshold speed (typically set at furthest from the intersection (Loop 1) is located at
10 km/h above the operating speed). If a vehicle is a fixed distance of 50 m upstream of Loop 2.
travelling at or above the threshold speed between
the two loops, a green extension is provided to In actuated signal timing operation, the mainline
allow the vehicle to pass through the dilemma zone approaches receive a minimum green interval,
before the onset of amber. However, if a vehicle is vehicle extensions from Loop 1 and Loop 2, and
travelling below the threshold speed between the a maximum green interval. Loop 1 applies an
two loops, the signal will gap-out and the amber will extension interval that is intended to carry a vehicle
be displayed. Double long distance detection can travelling at or above the threshold speed from Loop
accommodate a greater range of vehicle speeds 1 to Loop 2. Loop 2 applies the extension interval
than long distance detection while maintaining plus a carryover interval to carry a vehicle from
efficient signal operations. the outside edge of the dilemma zone to a point
representing at least one second in distance from
Double long distance detection consists of two the stop bar (past the inside edge of the dilemma
sets of “simple loops” centred in each lane of zone).
the mainline approach. The loop closest to the
intersection (Loop 2) is located as per Table 29 Double long distance detection is intended to
for the operating speed of the roadway. The loop supplement long distance detection, and is

Note 2. Preferred - 1.8 x 1.8 m

Distance based on Table 27

Notes:
Alternative - 1.8 x 1.8 m
diamond loop
1. Detector cable length may be
limited by I2R loss
Alternative - 1.8 x (2 x L1 - 2.0) m 2. Loop location may be
rectangular loop adjusted for 5.0 m min.
clearance from
edge of an entrance

Alternative -
4 microloops per lane

Figure 43 – Extension Loops

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Table 27 – Distance from Stop Line for Long Distance Loops

Distance from Stop Distance from Stop
Operating Speed Line (m) Line (m)
(85th percentile) (based on edge of (based on five
dilemma zone) second line)

60 70 85

70 90 110

80 110 115

90 125 125

100 140 140

Table 28 – Long Distance Detection Operating Parameters

OPERATING SPEED LOOP PLACEMENT (DL1) MINIMUM VEHICLE

EXTENSION PERIOD
(km/h) (metres from stop bar) (seconds)
60 70 3.2
65 80 3.4
70 90 3.6
75 100 3.8
80 115 4.0
85 120 4.0
90 125 4.0
95 165 5.3
100 175 5.3
105 190 5.5
110 205 5.7
115 228 6.1
120 244 6.3

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generally implemented at intersections where • The intersection is isolated, rural, or non-

long distance detection is already in place. Before interconnected.
considering double long distance detection, the
85th percentile speed of the roadway should Double Long Distance Detection should not
be determined. The existing long distance be used on approaches that use True Active
detection system should be reviewed to confirm Advance Warning Signs.
that the detector placement and the vehicle
extension period conform to the recommended To ensure that the intersection operates in a safe
implementation as outlined in Table 28. and efficient manner, the intersection should be
studied during the peak periods before and after
It is recommended that double long distance the installation of double long distance detection
detection be implemented at intersections on to determine “max-out” rates. If the intersection is
roadways that meet the following criteria: maxing-out for 25% or more of the cycles during
the peak periods before or after the installation of
• The grade approaching an intersection
the device, double long distance detection should
requires more than the normal braking effort
be turned off during the max-out periods (where
(3% or greater).
signal controller capabilities permit). Turning the
• Commercial vehicles account for considerable double long distance detector (Loop 1) off will result
percentage of traffic (e.g., 20 – 25% or in a higher gap-out (rather than max-out) rate for the
above). intersection during these periods.
• There is evidence that commercial vehicles
The key elements for successful operation of
are having difficulty stopping.
double long distance detection are the placement
• Operating speed is equal to or greater than 90 of the loops on the mainline approach, and the
km/h. vehicle extension intervals provided for each loop
activation. If Loop 2 is placed too close to the
• Operating speeds exceed the posted speed
intersection, or too far from it, vehicles may enter
limit by 20 km/h or more (threshold speed).
the dilemma zone before activating the loop, or
• The approach is operating at a level of service they may be in the dilemma zone when the vehicle
C or better. extension period has terminated. If Loop 1 is not

Long Distance Loop

(Outside Edge of Dilemma Zone)

Dilemma Zone
DL1

Figure 44 – Long Distance Detection – Recommended Installation

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correctly placed, the signal controller may falsely Crosswalks and Sidewalks
infer that a vehicle is travelling above (too close) or
below (too far) the predetermined threshold speed. General
In addition, providing excessive vehicle extension
periods for both loops wastes valuable cycle time, This section on crosswalks and sidewalks gives
and increases the probability of max-out. an overview of the design procedures required to
produce the signal and crosswalk/sidewalk designs
To promote efficient and safe intersection operation, related to the overall traffic signal design. The
the loop placement and associated vehicle material in this section should be treated as the first
extension intervals summarized in Table 29 are step in a detailed design.
recommended. Figure 45 shows the recommended
installation for double long distance detection.
Design of Crosswalks and Sidewalks
The predetermined threshold speed is generally
recognized as 10 km/h above the operating speed, 1. Coordinating Crosswalk Locations
where the operating speed is either the 85th
percentile speed or 10km/h above the posted Inappropriate designs of crosswalks and sidewalks
speed. can significantly hinder the design of a set of
traffic control signals. It is the responsibility of
Where existing double long distance detection is the signal designer to ensure that any changes to
in place and the loop placement differs from the the preliminary design are compensated for by
recommendations outlined above, the following appropriate changes to the design of crosswalks
formula must be used to determine the proper and sidewalks.
vehicle extension interval:
Crosswalk locations are critical to pedestrian
I = D/VT signal and pushbutton locations. For new roadway
construction or reconstruction, the design of the
Where: I = vehicle extension interval (seconds)
crosswalks must be coordinated between the
D = distance between loops 1 and 2
road designers (sidewalks and dropped curbs are
VT = threshold speed (m/s)
affected) and the traffic signal designers (pedestrian
signal facilities are affected).

5.10 Layout Design Sidewalk locations that are designed at the property
line and leave a large boulevard between the back
of the curb and the sidewalk are unacceptable
General at signalized intersections because pedestrians
must have access to pushbuttons and must cross
The general requirements of Subsection 5.3 should properly at crosswalks. The sidewalk design should
be closely followed when laying out primary and be locally adjusted to meet these conditions, as
secondary head and pole locations. This section shown in Figure 46.
(Subsection 5.10) uses several examples of
intersections to illustrate the various requirements. The layout design of pedestrian signals and
pushbuttons must be integrated with the other
signal elements. Some basic guidelines for the
layout of crosswalks and sidewalks are provided
below.

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Table 29 – Double Long Distance Detection Operating Parameters

PLACEMENT OF LOOP MINIMUM VEHICLE EXTENSION

(metres from stop bar) PERIOD
OPERATING (Based on operating speed) (seconds)
SPEED
LOOP 1 LOOP 2 LOOP 1 LOOP 2
DL 1 DL 2 (ext) (ext + carry)
(threshold speed) (operating speed)

80 165 115 2.3 4.2

85 170 120 2.1 4.1

90 175 125 2.0 4.0

95 215 165 1.9 5.3

100 225 175 1.8 5.3

105 240 190 1.7 5.5

110 255 205 1.6 5.7

115 278 228 1.6 6.1

120 294 244 1.5 6.3

Double Long Distance Loop (Loop 1)

Long Distance Loop (Loop 2)

Dilemma Zone
50 m DL2

DL1 (DL2 + 50 m)

Figure 45 – Double Long Distance Detection – Recommended Installation

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2. Crosswalks • Where existing geometry is used, the edges

of crosswalks should line up with existing
The design of pedestrian crosswalks is not a fixed poles to improve pedestrian signal head
science and is subject to opinions and preferences. visibility and pushbutton accessibility.
The examples given here are representative of
• Crosswalks should not cross over the centre
systems in use.
median island on roadways with posted
speeds of 80 km/h and more, and should not
Figure 47 shows a typical intersection on which one
cross over any median not equipped with
side is standard and the other side is modified. The
wheelchair ramps or at-grade depressions.
crosswalks are laid out according to the following
guidelines: • Consideration should be given to snow-
covered roadways where crosswalk lines
• The minimum crosswalk width is 2.5 m. The
may not be visible. Wherever possible, the
desirable crosswalk width is 3.0 m. The width
crosswalk lines should be within the most
may be increased to match wider sidewalks in
direct route from sidewalk to sidewalk.
downtown areas or to allow greater two-way
pedestrian volumes. • Crosswalks should be as short as possible
without compromising other design factors.
• The outer edge of the crosswalk is normally
1.0 m from the edge of the stop line. If
3. Sidewalks
necessary, the stop line location can vary from
the standard location (which starts at the end
The sidewalk and dropped curb designs should be
of the island).
coordinated with the road designer after crosswalks
• The inner edge of the crosswalk should be and all other equipment have been designed. The
a minimum of 0.5 m from the through edge following guidelines should be considered:
of the pavement of the parallel roadway for
• The sidewalk approaches to the curb should
roadways posted under 80 km/h, and 1.0 to
fall within the edges of the crosswalks, not on
1.5 m for roadways posted at 80 km/h and
the stop line, etc.
above.
• Where possible, the pole footings (at least
• It is preferable to have each crosswalk reach
for poles with pushbuttons) should be flush
the far curb without intersecting with the
with sidewalks or hard surfaces (sidewalk
other crosswalk across the other roadway.
extension, asphalt, etc.).
This layout directs pedestrians to the far
sidewalk to await the other pedestrian • Where concrete or asphalt concrete sidewalks
signal instead of waiting near the curb in the are not available, a finished surface such as
pavement area. asphalt should be considered for placement
between the pedestrian pushbutton and other
• Where the geometry is difficult and the
hard surfaces.
crosswalks tend to intersect in the turning
flare, it is better to have the inner edges
4. Integrated Design
intersect at the curb than to carry each set of
lines through each other.
Care in the placement of the crosswalk markings
• Crosswalks should line up with proposed during the design can improve the appearance and
sidewalks or dropped curbs. operation of the intersection. The dropped curbs
and dropped sidewalk ramps should be shown

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Preferred crosswalk location

Preferred sidewalk location

(adjacent to pole)

Property Line
Undesirable sidewalk
location

Figure 46 – Crosswalk and Sidewalk Locations

Desirable
condition Dropped curb

2.0m min.

2.5m min. 1.0m min.

0.5m min.

Acceptable
condition

Figure 47 – Crosswalk Design

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on the roadway plans, and must match up with enough to obtain a minimum of 1.5 m offset to
the final pavement markings. Where sections of the pole from any side (a 3.0 m offset is preferred
dropped curbs are separate but close together, if attainable). From an operational perspective, for
the crosswalks should be separated sufficiently to roadways posted at 80 km/h and greater, a full
allow a 2.0 m (desirable top-to-top distance) length right-turn channelized lane with adequate storage
of raised curb, as shown in Figure 47, or should be to remove all right-turning vehicles from the signal
brought together with the inner lines meeting to operation is preferred. A full acceleration lane for
eliminate the curb “bump”. It should be noted that proper and safe merging on the crossing road is
the “bump” provides guidance for visually impaired also preferred.
pedestrians, and deters motorists from mounting
the curb.
5.11 Utilities
The final markings must be coordinated with the
road designers to suit pedestrian pushbutton
and pedestrian head locations. It is sometimes General
necessary to revise median island designs to suit
desirable crosswalk schemes while maintaining The designer must capture the temporary and final
truck turning radii. location of utilities that will be on site during traffic
signal construction. The final locations may include
5. Large Radii existing utility locations (where relocations are not
required for roadway purposes), relocated utilities,
Very large truck turning radii may leave a large area or combinations of existing and relocated utilities
of flared pavement. This flared pavement may (as is normally the case if roadway construction
increase pedestrian walk time. The possibilities of is involved). The designer should not assume that
installing a channelization island, as shown in Figure utilities marked up from a field visit to the site are
48, should be investigated and discussed with the to remain in place throughout construction. As
road designers. most intersection reconstruction projects widen
the pavement, most pole lines require relocation,
A channelizing island removes turning traffic from and will not be in the same location at the time of
the intersection, offers a pedestrian refuge area and construction.
provides a place to install a traffic signal pole. There
are safety concerns associated with designing The road authority’s utilities coordinator is
islands. Under the current legislation, it is difficult responsible for arranging for the location, financing,
at best to provide for clear pedestrian right-of-way and timing of utility relocations. The basic
and vehicle-pedestrian conflicts can occur. Also, co-ordination is normally carried out shortly after
channelized right turns reduce pedestrian mobility. grading cross-sections are available. This practice
For channelized right turn lanes, crosswalk markings sometimes leaves little time for the designer to
should not be applied on the ramp. co-ordinate the traffic signal work.

For posted speeds of 80 km/hour and greater, the The designer must review the final locations of all
minimum island size should be restricted to 10 m utilities, with special emphasis on overhead high
on any one side, and should be large enough to voltage lines. In some cases, it may be necessary
obtain a minimum of 3.0 m offset to the pole from to re-open negotiations and arrange for mutually
any side. For posted speeds of less than 80 km/h, acceptable pole locations or power line heights.
the minimum island size should be restricted to Many utilities have a right to be present on the
3.7 m on any one side. The island should be large right-of-way under the Public Utilities Act.

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(This provision applies to hydro, telephone, usually only reliable to within ±1 m. With these
sewerage and watermain works, and does not approximations in mind, the designer has two
normally apply to natural gas or cable television.) options:
Other utilities owned by the road authority, for
• Arrange for spot excavations. The survey of
example, fibre optic cable, should also be checked.
the exposed utility can be plotted on a plan.
The utilities must co-operate to find a location
This approach is normally required for large
satisfactory to the roadway authority. In most
and important utilities such as underground
situations, locations that are satisfactory to both the
high voltage cables, fibre optic cables, and
utility and the road authority can be found. In many
high pressure gas lines. Where the exact
cases, the signal design must be adapted from the
location of the utilities is known, signal
standard design to a compromise design.
equipment may be designed for 0.5 m
clearance.
Guidelines • Allow for 1.0 m minimum clearance between
the utilities (including infrastructure such as
The designer should be aware that some storm sewers, sanitary sewers, watermains,
underground utility plans are not reliable. and culverts) and the traffic signal equipment.
Many utility plans have not been updated to Note that “clearance” is to the side of the
“As Constructed” status. Utility stake-outs are equipment, not the centreline.

Edge of pavement with

island and additional
lanes

Pole locations with large radius

Pole location with island
Normal edge of pavement

Figure 48 – Use of Right-Turn Island

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High voltage lines (over 750 V) require a minimum equipment, but in practice this approach is
clearance of 3.0 m for local distribution lines up somewhat idealistic and difficult to achieve
to 44 kV, and larger clearances for higher voltages within congested right-of-ways.
as defined in the requirements of CSA Standard
• Where lighting is required, the designer
C22.3 No. I M (see www.ccohs.ca/legislation/csa.
should use the electrical utility poles if
html). Note that these regulations are enforced in
adequate luminaire mounting height can be
law under the Occupational Health and Safety Act.
negotiated.
For transmission lines, Hydro One must be notified.
Hydro authorities can normally be employed to
With the exception of the electrical neutral,
protect signal workers and equipment from high
overhead low voltage lines are insulated. A
voltage lines during installation of traffic signals if it
minimum clearance of 300 mm is required to
is necessary to work within the clearance zone.
prevent rubbing of the insulation. In negotiating with
the electrical utility, it is desirable to try to have the
All electrical work on a public right-of-way in the
neutral and any low voltage cables raised locally
Province of Ontario is subject to inspection and
from the normal 8.0 m above grade to 9.5 m above
approval by the Electrical Safety Authority (ESA)
grade (one pole length increment of 1.5 m) so that
before energizing the electrical equipment. The
the neutral and low voltage cable locations are well
Traffic Signal Practitioner is advised to visit the
above the tops of 7.5 m signal poles, and so that a
ESA website to review the ESA requirements and
lighting bracket attachment height of 10.3 m can be
standards (see www.esasafe.com).
installed.
Without exception, the designer should inquire as
There is no requirement to maintain a clearance
to the voltage present and should be prepared to
of greater than 150 mm from telephone or cable
design the traffic signals to meet or exceed the
television lines. Efforts must, however, be made to
clearance requirements, or have the electrical utility
arrange for these utilities to be raised if the cables
carry out suitable relocations.
will visually obstruct the traffic signal heads.
The following guidelines are suggested:
• Where possible, a plan layout should be
5.12 Layout Practice
developed by allowing a minimum of 5.0
m between horizontal centres of electrical
pole lines and traffic signal poles. Where General
distribution crossarm construction exists or is
planned, the clearance should be increased In the drawings to follow (Figures 49-59), the
beyond that used for the normal standoff type “Standard” layout indicated is for an approach with
insulators. Highway type heads and possibly advanced green
• As much clearance as possible is definitely arrow heads.
desirable. Good practice suggests that traffic
signal poles should be at least 5.0 m from
overhead lines (as measured horizontally), or Guidelines by Example
the power lines should be relocated so that
The following examples are provided:
the signal equipment can be mounted on the
utility pole. In difficult situations, it may be Figure 49 “T” Intersection Approach
possible to negotiate for an increase in the Figure 50 Approach Without Median Island
utility pole and line heights to clear the signal (Standard or Advanced Green)

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Figure 51 Approach Without Median Island Figure 59 Pedestrian Signal Poles

(Fully Protected Left Turns)
Figure 52 Approach With Median Island “T” Intersection Approach
(Standard, Advanced Green
or Simultaneous Protected/ Figure 49 shows a typical “T” intersection with two-
Permissive Lefts) way traffic on the side road. Note the following:
Figure 53 Approach With Median Island • Standard Highway heads may be used.
(Fully Protected Left Turns)
• For safety reasons, the primary and secondary
Figure 54 Approach With Wide Median (Fully poles should be located clear of the edge
Protected Left Turns) of the projected through lane. The desirable
Figure 55 Approach With Double Lane Left setback is 3.0 m clearance for roadways
Turn Lane (Fully Protected Left posted at 80 km/h and over, and 1.5 m
Turns) minimum for roadways posted at under 80
km/h.
Figure 56 Ramp Terminal Opposite Free-flow
Ramp • Double left or right turn lanes should not move
simultaneously with conflicting pedestrian
Figure 57 Short Offset Intersection
crossings.
Figure 58 Long Offset Intersection

Area of extended edges of

pavement to be free of poles
if possible
Range of
secondary
head

0.5m min.

CL
5.0m - 15.0
15.0m - 55.0m.

m desirable
22.0m max
.

Figure 49 – “T” Intersection Approach

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• If mast arm lengths allow, the poles should

be within 3.0 m of the crosswalk to enable
pushbutton and pedestrian head installation
Approach without Median Island (Standard on the same poles.
or Advanced Green)

Figure 50 shows a typical simple approach without

a median island and with normal or advanced green
indications. Note the following:
• There is no median pole and therefore the
primary head should be at or close to the
centre of the lane.

Range of secondary head 0.8

CL C
L LANE max. Range of
(preferred over E/P) 1.5
primary head
ax.

0.5 min. (preferred over

10m m

1/2 to 3/4 point

For protected/permissive of lane)
simultaneous left turn or
20.0 max.
left turn arrow advanced
max.

green
m
10

CL
lk
Crosswa
Crosswalk max. C
L

5.0m - 22.0m
15.0m - 55.0m

Figure 50 – Layout at Approach Without Median Island

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Approach without Median Island (Fully

Protected Left Turns)

Figure 51 shows a single lane left-turn approach

without a median island and with fully protected
left-turn indications. Note the following:
• This application uses an aerial installation of
the left-turn (type 2) heads because of the
requirements for placing the primary left-turn
head within the projected left-turn lane.
• This application is normally used only as an
interim measure until the intersection can be
reconstructed with islands.

Recommended locations
for signal heads

1.5m ma Aerial installation

x.
20.0m max.

2 2

5.0m min.

LTL CL CL CL
Lane Lane

3.5m -
5.0m
15.0m - 55.0m

Note: min. separation of primary

and secondary heads may be
impacted by actual lane widths

Figure 51 – Approach with Fully Protected Left Turn Heads and Without Median Island

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Approach with Median Island (Standard, • As recommended practice, the median

Advanced Green or Simultaneous Protected/ (secondary) head is roughly over the edge of
Permissive Lefts) the through pavement. Standard mast arms
lengths “S” depend on the narrow median
Figure 52 shows two approaches. One approach width “W”.
has typical Highway heads. The opposing approach
• The combination of heads used does not
has a typical Highway head for the primary head,
allow for a protected north to west left turn.
and a protected/permissive head using the type
Simultaneous protected/permissive left
8, 8A, 9 or 9A signal head in the median. Note the
turns are possible only where both median
following:
indications are type 8, 8A, 9 or 9A.

CL C
W L Lane max.
Island Width (W) Head Offset From Pole Range of primary
W < 2.0m S = 0.6m head location
3.0m - 5.0m

W > 2.0m S = 1.2m

10.0m max.

0.5m min.

20.0m max.
Crosswalk C
L
S

5.0m - 15.0m
15.0m - 55.0m

For simultaneous 8or9

protected/permissive left
turns or advanced green
arrow standard layout

Figure 52 – Standard or Protected Permissive Layout

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Approach with Median Island (Fully • The practical mast arm length “S” of the
Protected Left Turns) primary left-turn head depends on the narrow
median width “W” and is normally 1.2 m.
Figure 53 shows a single lane left-turn approach
• The primary left-turn head must be separated
with a median island and fully protected left turn
from the secondary through movement head
indications. Note the following:
by at least 2.4 m. The secondary through
• The left-turn primary head is to be located only movement head must be separated from the
within the projected edges of the left-turn lane primary through movement head by 5.0 m
(LTL). minimum and 15.0 m maximum.

Island Width (W) Head Offset From Pole

W < 2.0m S = 0.6m W
W > 2.0m S = 1.2m

Range of secondary
LTL head (desirable 10.0m max.
location is edge of 1.5m
pavement) 0.8m
10.0m max.

2
S
2 C
L Crosswalk
5.0m - 15.0m 5.0m - 15.0m
2.4m
min.
1.8m min.

LTL primary
should be aligned
with the left turn
lane it controls

Figure 53 – Fully Protected Left Turn Approach

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Approach with Wide Median (Fully Protected • A minimum separation of 3.0 m should be
Left Turns) obtained between the LTL primary head and
the through secondary head.
Figure 54 shows a fully protected left turn layout for
• The LTL secondary head should be over the
a wide median of between 2.0 m and 15.0 m. Note
edge of pavement by 0.8 m (preferred) and
the following:
angled towards the LTL at the stop line or
• The left-turn primary head, type 2, is to be toward a point slightly upstream of the stop
located within the projection of the edge of line.
pavement of the left-turn lane (LTL) and a
• Where the median width exceeds 15 m,
point not more than the apparent end of the
two sets of separate signals are required in
median island, as shown.
accordance with Section 144 (2) of
the HTA.

1.5 m 1.5 m
0.8 m 0.8 m
10.0m max. 10.0m max.

Range of secondary LTL head Range of through

2 secondary head
Desirable location is 0.8m to 3.0 m min
the right of edge of pavement See rules for
“standard layout”
Crosswalk CL 2

5.0m - 15.0m
LTL primary only to be
located within these limits

0.5

Figure 54 – Fully Protected Left Turn at Wide Median Approach

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Approach with Double Left Lane (Fully • The LTL secondary head should be over the
Protected Left Turns) edge of pavement by 0.8 m (preferred) and
angled towards the LTL at the stop line or
Figure 55 shows a fully protected left-turn approach toward a point slightly upstream of the stop
for a dual left-turn lane (LTL). Note the following: line.
• The mast arm length “S” for the LTL primary • The dual LTL shall require pavement marked
head depends on the median width “W” such “tracking” lanes for guidance of turning
that the distance between the LTL primary vehicles. For safety purposes, where a dual
and the through secondary heads is a LTL faces a simultaneous dual left from the
minimum of 2.4 m. other direction, there must be sufficient room
to separate the outer tracking marks by at
least 3.0 m.

Island Width (W) Head Offset From Pole

S1 = 1.8m min.
W < 2.0m S2 = 0.6m
W > 2.0m S2 = 1.2m

W
Range of secondary
LTL head 1.5
0.8
10.0m max.

Desirable location is
0.8m right of edge of See rule for
pavement 2 “Standard
Layout”
Crosswalk C
L 2

5.0m - S2 S1
15.0m
5.0m -
2.4 m
15.0m
min

LTL primary only to

be located within
these limits

“TRACKING”
pavement
marking

0.5

Figure 55 – Fully Protected Dual LTL Approach

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Ramp Terminal • Where a double lane left or right turn is

allowed, the left and right turn lanes should
Figure 56 shows a full layout for a freeway ramp not flow simultaneously with conflicting
terminal on an exit ramp to an arterial. Note the pedestrian crossings.
following:
• The through lane primary and secondary
• The area between the extended edges of heads on the arterial should be the type that
pavement of the ramp should preferably be indicates that no turns are to be made.
kept free of poles.
• Arterial secondary heads mounted on median
• Typical Highway heads may be used on the poles require side mounted mast arms of at
arterial provided that proper signage for least 0.6 m length. This is because the islands
restricted turning movements is also used. are in direct alignment, and the near median
poles may obscure front mounted heads.
• Where turning traffic and pedestrian volumes
allow, only one crosswalk should be used. It
should be aligned on the approach where left-
turning traffic from the ramp will not interfere
with the crossing.

Area of projected
edges of pavement to
be free of poles
See rules for
standard
layout

5.0m-15.0m
1.8m min. 0.5m min.
1 C
L Lane max.

1 Median pole to be
Projected
edge of lane
outside of the
1
projected edge of
CL lane
Lane
Note: crosswalks not
normally applied if
using type 6 heads
due to conflict with See rules for
arrow standard layout

Figure 56 – Ramp Terminal Intersection Approach

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Short Offset Intersection between the side roads during one of the
phases. If pedestrian crossings are prohibited
Figure 57 shows a typical layout for a “short offset on the other approach, the phase for the
intersection” where one side road is offset from the “no-crossings” approach can be kept to a
other. The configuration shown has been termed a minimum, and the cycle length kept as low as
“far right” offset because the side road on the right possible.
of either approach is farthest from the motorist. A
• For visibility purposes, the distance from the
“near right” intersection is the opposite with the
stop lines to a primary head is limited to a
side road on the right being nearest the
maximum of 55 m. If the distance is longer,
approaching traffic.
the intersection is a “long offset intersection”.
When installing traffic signals at a short offset • Pavement marking “tracking lines” should be
intersection, note the following: used to reduce motorist confusion.
• The distance between the side roads can
When a vehicle turns left from either side road, the
be treated similarly to a wide median. The
motorist is confronted by a red light on the arterial
maximum median width of 15 m for a single
and there may be confusion as to whether to stop.
set of signals can be applied.
Advisory signage does not appear to solve this
• Pedestrian crossings in the middle, i.e., problem. The designer is directed to Metropolitan
between the side roads, are not desirable Toronto’s paper “Traffic Signal Control at Offset
(with normal phasing). The side road Intersections”22 for a more thorough treatment of
approaches are typically served on separate the subject.
phases, allowing pedestrian crossings

55.0m max.

15.0m max.

Pavement marking
tracking lines

55.0m max.

Figure 57 – Short Offset Intersection

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Long Offset Intersection • If the distances to the next intersections

permit some variation in signal timing,
Figure 58 shows a typical layout for a “long offset detection could be added in the lanes
intersection” where one side road is offset from between intersections to extend the green or
the other, but the offset (although longer than that let the next phase activate.
of the short offset intersection) is not large enough • The use of optically programmable signal
to present entirely independent intersections to heads combined with signal timing may help
approaching motorists. These types of intersections to reduce the problem of driver confusion
may be divided into “far right” (as shown), and created by two sets of closely spaced signals.
“near right” where the first side road on the right Optically programmable signal heads on
is the closest to the approaching traffic. The design the far set of heads can help to hide the far
of traffic control signals at this type of intersection set of heads from the view of approaching
may create confusion because two sets of signals drivers. Signal timing that provides the amber
face motorists. Note the following: indication for the upstream traffic before the
• Pedestrian crossings in the middle, i.e., amber for the traffic between the offset legs
between the side roads, are not desirable may also help.
unless phasing times permit the holding of • A subtle solution for motorist confusion may
turning traffic while pedestrians cross. be to paint the far set of signal head housings
• As the maximum viewing distance of 55 m a different colour than those of the near side,
for the primary head from the stop line cannot e.g., black faces on the far set, and yellow
be obtained, independent sets of signals are faces on the near set.
required. • Where “D” is less than approximately 200
• The distance “D” should be as long as m, it is difficult for the intersections to
possible (15 m minimum is suggested) to operate independently or in a system without
accommodate storage of trapped vehicles. coordinated timing, phasing, and efficiency.
Refer to Metropolitan Toronto’s paper “Traffic

D
15.0m min.

Figure 58 – Long Offset Intersection

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Signal Control at Offset Intersections”22 placing all hardware in convenient locations that
for a thorough discussion of problems and are accessible, but out of the travelled portion of
solutions. sidewalk.

Layout of Pedestrian Heads and Poles Poles with Pushbuttons

Figure 59 illustrates the principles that apply to

General the location of poles with pushbuttons. Poles
with pedestrian pushbuttons should be located in
To be effective, pedestrian heads must be easily accordance with the following guidelines:
noticed by pedestrians. This requires some
standardization of pedestrian head locations • If possible, poles with pushbuttons should be
with respect to crosswalks and sidewalks. within the extended crosswalk lines. If this
Where pushbuttons are used, the buttons must is not possible, the poles should be located
be accessible and convenient to the crosswalk within 1.5 m of the edge of the crosswalk
being served. Consideration should be given to being served.

Originally designed location

of pole is not satisfactory
for ped head. A ped pole is
added and primary pole
6.0 in.
m location is adjusted.
m

SW

SW
SW

R.O.W.

6.0m desirable pole

separation may be 1.5m max
compromised. It is not
desirable to locate ped 10.0m max from
pole beyond the outer end of crosswalk
SW

crosswalk line nor served

desirable to locate the
primary pole beyond the
normal right-of-way limit.

Figure 59 – Layout of Poles With Pushbuttons

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• The poles should be located directly adjacent • The designer should ensure that the
to, or within, sidewalks or other hard surface pedestrian heads will not be visually blocked
areas. by vehicles at the stop line.
• The poles must be accessible and user • Mounting pedestrian heads on the side of the
friendly. They must not be located beyond pole nearest the pavement invites damage by
reach behind barriers, or in grass (mud) areas, errant large turning vehicles, snowplows, etc.
or in areas where snow windrows will occur.
• The addition of pedestrian heads to poles that
Some additional sidewalk or paved shoulder
support other uses may require re-adjustment
may be required.
of the previously designed locations of these
• Where possible, it is desirable that pedestrian poles or even minor adjustments to sidewalk
pushbuttons be mounted on traffic signal and crosswalk designs (for new construction
poles. Where a separate pole is required, the only, not rehabilitation projects).
pole should be installed near the intersection
of the centrelines of the crosswalks, and
should include the pedestrian heads to avoid
visual clutter. If this treatment is not possible,
5.13 Controller Locations
a short pole with pushbuttons only may be
used.
Coordination
• Where a separate pole is required,
consideration should be given to locating it at The location of the traffic signal controllers may
least 6.0 m from other poles to allow room for require grading, re-routing of ditches, etc.
maintenance vehicles to operate and also for Co-ordination with the road designer is required. For
aesthetic reasons. detailed information on controller location design,
refer to the Ministry’s Electrical Design Manual3.

Poles with Pedestrian Heads Physical Requirements

Poles carrying pedestrian heads should be located Locations for controller cabinets must be designed
in accordance with the following guidelines: with due consideration to safety, maintenance
• Ideally, pedestrian heads should be located access, visibility of approaching traffic, service
within the extension of the crosswalk lines or supply, grounding, and electromagnetic
at a maximum of 4.5 m from these lines. interference. The following general guidelines apply:

• The poles should be located so that standard • Where possible, controller cabinets should be
38 mm dia. x 400 mm double arm brackets located on the “far right” corner of the main
can be used for the pedestrian heads. The road at the intersection. This location gives
use of mast arms longer than 600 mm with persons standing at the controller the best
hangers is discouraged (unless unavoidable) view of approaching traffic from both ways
because of interference with maintenance along the main road.
vehicle operations. • Ideally, the head displays for 50% of the
• Pedestrian heads can be mounted on primary, phases should be visible while standing at the
secondary, or auxiliary poles as long as the controller.
heads are not more than 10.0 m longitudinally
from the end of the crosswalk (see Figure 59).

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• Where barrier or guiderails are not present, at least a 1.5 m wide sidewalk area. The
it is desirable to locate the controllers controller locations should be clear of doors
at a location that meets the clear zone and store-front windows.
requirements in the Ministry’s Roadside
• Controllers to be installed on poles should be
Safety Manual20 from the edge, or projected
provided with hard surfaces at grade so that
edge, of through lanes. Note that on road
they can easily be cleared of snow and can
construction or reconstruction projects, it is
be maintained and serviced without muddy
sometimes necessary to modify the grading
conditions.
and drainage design to accommodate this
requirement. • Controllers to be installed at ground level
should be provided with concrete pads and
• Controllers should not be mounted on slopes
concrete or metallic pedestals in order to raise
steeper than 6:1 nor at an elevation difference
the bottoms of the cabinets above ground
of more than 1.0 m from the pavement.
and out of the snow. (A 225 mm minimum is
• If possible, access to controllers should suggested, more in snow belts.)
be directly off the shoulder or boulevard,
without crossing ditches, berms, walls, etc.
Where road work is included in the contract,
widening of the shoulder area with earth and
5.14 Design Example
granular materials should be arranged with the
road designer.
General
• Controllers should be located at a minimum
distance from the ground electrodes at the This section presents a design example for a
supply points. Refer to the Ministry’s Electrical typical intersection. The is in detailed format, and is
Design Manual3 for grounding details. intended to illustrate the principles of traffic control
signal design. The example should not be applied to
• Controllers must be located at a minimum any specific intersection as each intersection has its
distance from overhead high voltage wires to own idiosyncrasies.
mitigate electromagnetic field interference.
Refer to the Ministry’s Electrical Design
The example is an intersection that is to be
Manual3 for details.
reconstructed under a roadway contract, but
• It is undesirable to have controllers, supply the principles are equally valid and applicable to
poles, and primary poles in clusters in an existing intersection that is to be signalized.
locations where they can be hit by an errant Practitioners are reminded to review Section 2 for
vehicle. In some locations, controllers may guidelines regarding legal approval requirements.
be sited at the proper offset distance from
the edge of the pavement and immediately
adjacent to the sidewalk. Preparation of Base Plan

• In congested urban areas (posted at 70 km/h This section emphasizes the importance of the
or less), minimum clearances of 3.0 m from proper preparation of the base plan on which the
the edge of the pavement are desirable. If this signal design will be overlaid. The steps necessary
is not practical, controllers should be located to produce the base plan are as follows:
as close to buildings as practical, leaving

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• Obtain the base plan and proposed alignment • Where applicable, obtain the details of the
from the road designer. The plan should be existing signal system from previous contract
complete with existing and new edges of drawings, signal drawings or legal approval
pavement, islands, sidewalks, right-of-way, drawings.
and limits of paving (existing conditions
• Carry out a site inspection with appropriate
preferably differentiated from proposed
stakeholders, including the local power supply
conditions). It is not desirable to have
authority and the utilities coordinator. At
other road design notes such as “Limit of
this meeting, attempt to establish the basic
Construction”, nor items such as side slopes,
routing of the final overhead electrical lines,
drainage, or other roadway specific design
the possible locations of power supply points,
features on the signal design plan. It is
whether metering is required, whether utility
however, convenient to have limiting factors
pole mounting of the power supply cabinet
such as ditches on the plan.
is allowed, and whether any special details
• Obtain the locations of all existing utilities are required by the local supply authority.
from the road designer or from the utilities Try to determine the location of future utility
coordinator. Obtain any known utility poles that could be used for mounting signal
relocation proposals or obvious relocations arms. Note that final decisions are not usually
required at this time (utility locations must be possible at this time, but a good basis for the
staked and verified during construction). preliminary layout can normally be obtained
for further coordination.

Relocate utility
pole line
W
PCA
CCA

H H&B
PCA PCA
TS & L
G PCU
Final location CCA
H
PCU L TS & L To be relocated
PCA &
TS PCA

Existing pavement
TS
TS & L

TS
CCA CCA
TS
To be relocated B

G G G
CCA
Final location
B CCA H&B
CCA
PCA
W CCA

Figure 60 – Base Plan Features

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• Note that if the project is for the installation of maintenance so that appropriate arrangements can
the traffic control signals only, the depths of be made for the work.
the utilities may also be indicated on the plan.
If the existing equipment is left in place as an
• Plot all information accurately (to scale) on the
interim measure, relocations may not be required.
base plan.
• The base plan, showing existing features,
utilities, and relocations will be similar to the Layout of Crosswalks and Sidewalks
plan shown in Figure 60.
The first step in the actual signal layout design is to
Note that it is the policy of some road authorities to lay out or confirm the locations of crosswalks, and
have utilities relocated before construction. As the to confirm or suggest the location of sidewalks.
road/signal contractor is not usually on site when This section uses the principles given in Subsection
the utilities are being relocated, the relocation of the 5.10 to discuss the layout of the crosswalks and
utilities may require prior relocation of the power sidewalks.
supply cabinet and even minor relocations of the
pole or mast arm by the electrical maintenance Figure 61 shows the layouts required and some
staff or by the pre-construction contractor. It is the suggested modifications for the sidewalk design.
designer’s responsibility to prepare a sketch and Note that the locations of the crosswalks and
outline of the work required and to bring these sidewalks are preliminary and remain to be
items to the attention of the roadway project coordinated with road designers. The signal layout
manager and the person in charge of electrical must be undertaken to confirm the most desirable
W
PCA
CCA

H
PCA PCA
H&B CCA H

Suggested Suggested
S.W. Mod. S.W. Mod.

Proposed design
modifications

Suggested B

G G
S.W. Mod. G
Suggested S.W Mod. CCA PROPOSED SIDEWALK

CCA H&B
CCA
PCA
W CCA

Figure 61 – Crosswalk and Sidewalk Modifications

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sidewalk layout. A signal layout should also be It is important for the designer to recognize
prepared for cases where only signal provisions are restricted areas at all stages of the design. It is
to be installed. suggested that the restricted pole locations be
plotted directly in the working drawing before
beginning the layout. Note the following:
Pole Locations
• Utility clearance rules should follow the rules
This section deals with locations where it is given in Subsection 5.11.
impossible or impractical to install traffic signal • The range of restricted pole areas should
equipment. Poles are most prone to location follow the information given in Section 5.6.
restrictions due to the depth of the footings
(possible interference with underground utilities) Figure 62 shows the example working plan with
and the height of the poles (possible interference utility restrictions marked.
with overhead utilities).

W
PCA
CCA

H
PCA PCA
H&B H

CCA
Min. 3.0m clear from through edge
of pavement
PCA
CCA

Desirable to keep
5.0m away from
W

hydro line (horiz.)

or 3.0m away
vertically (varies
with voltage)

C C 1.0 m G
CCA

B CCA
H&B
CCA
B
Min. 1.5m clear of Allow at least 1.0m lateral clearance to
CCA
PCA

edge of pavement underground utilities (0.5m if location is

accurately known)
W

150mm clear to
comm. Lines

Figure 62 – Pole Locations Restricted by Utilities

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Pre-set Head and Pole Locations Layout of Primary and Secondary Heads

This section deals with signal head and pole Using the principles given in Subsections 5.6 and
locations, and follows the guidelines given in 5.12, the primary and secondary heads and poles
Subsection 5.3. The signal heads and poles are the are laid out as shown in Figures 64 and 65.
first to be pre-set in any design. Figure 63 shows
the standard locations where signal head and
median poles should be placed.

W
PCA
CCA
PCA H
PCA
H&B H

CCA
PCA
CCA

P2
SECONDARY HEADS
W

9 WITH 600mm
MAST ARMS P1
3.0 9

3.0

C C G
CCA

B CCA
H&B
CCA
B
CCA
PCA
W

Figure 63 – Pre-set Signal Locations

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W
EP1

CCA
PCA
PCA H
PCA
H&B H

2.0

CCA
8.0

0.5

PCA
CCA
P3
2.0

7.4
7.5

W
P1
P2

7.4
0.5
B
7.5
P4
C C G
CCA

B CCA
H&B
CCA P5
B
CCA
PCA

1.65
0.5
W

Figure 64 – Primary Head and Pole Layout

W

EP1
PCA
CCA

H
PCA PCA
7.5

H&B H

>10m CCA

P6

0.8
PCA
CCA

P3 1.0m
MIN.
9
W

P1
P2

1.0m
MIN. B
P4
C C G
CCA

B CCA
H&B
CCA P5
B EP2
PCA
CCA
W

Figure 65 – Secondary Head and Pole Layout

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Layout of Pedestrian Facilities Controller and Power Supply Locations

Using the principles given in Subsection 5.12, The controller should be located in accordance with
pedestrian facilities are laid out as shown in Figure the following principles:
66.
• Strict attention should be paid to the principles
of good grounding and relative freedom from
Checking Layout interference from overhead hydro lines as
given in Subsection 5.11. Additional details
Figure 67 shows the checking of the layout design. listed in the Ministry’s Electrical Design
Checking of the layout follows the principles given in Manual3.
Subsections 5.5 and 5.12. Figure 67 shows how the
cones of vision should be checked to ensure that • In areas of 80 km/h posted speed or greater,
there are no blocked signal heads.The distances a controller offset of 10 m from the through
between heads and the pedestrian facilities should edge of pavement is desirable. A 6 m offset
also be checked for conformance with the principles is acceptable. As the controller location often
given in Subsection 5.12. interferes with ditches (the roadway should be
visible from the controller site), coordination
A checklist is provided in Appendix C. with the road designer is required (see
Subsection 5.13).
• Electrical maintenance and traffic staff should
be consulted as to their preference for cabinet
orientation. Some prefer the front door to face
6m
W

MI

EP1
N.
CCA
PCA

PCA H
PCA
H&B H

CCA
P7
P6
PCA
CCA

P3
9
W

P1
P2

B
P4
C C G
CCA

B CCA
H&B
CCA P5
B EP2
PCA
CCA

6m
M
IN
.
W

Figure 66 – Layout of Pedestrian Facilities

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W
EP1

PCA
CCA
H
PCA PCA
H&B H

CCA
P7
P6

CCA
PCA
P3
9

W
P1
P2

1.0m 9

1.0m
15
B
P4
C C G
CCA

B H&B
CCA P5
B EP2
CCA
PCA
W

1.0m

SIGNAL VISIBILITY DISTANCE

Figure 67 – Checking Signal Head Visibility and Layout

SUPPLY LOCATION 'A'

1 ¯, 3 WIRE,
120 / 240 V
PCA
CCA

H PCA
PCA
MH1 P6
EP1
G
MH2
TC1 G G
P7
PCA
CCA

P3
9
W

LD3 MH3
P2

9 P1

B
P4
C C
G
CCA
G

CCA H&B
B P5 EP2
PCA
CCA
W

Figure 68 – Controller and Power Location

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oncoming traffic, and some prefer to stand Detector Layout

at the front door and face the intersection.
Unless local policies dictate otherwise, the Detector loops are laid out as shown in Figure 69
recommended location is at a 45° angle to the for presence loops. On roadways posted at 80
intersection, as shown in Figure 68. km/h and over, extension loops for the dilemma
zone are laid out as per Table 28. The loops are
• The location of the power supply pole has
designed using the principles of the Ministry’s
some bearing on controller location. To reduce
Electrical Design Manual, Part 2, Chapter 2, “Vehicle
the possibility of a double pole knock-down in
Detection”3.
a vehicle collision, it is desirable to have the
power supply 75 m or less from the controller
Figure 69 shows the detector loops laid out for
and the controller more than 11 m from the
the example intersection. Note that there are two
power supply pole.
ways to number the loops. One method numbers
• Separate ducts are required between the the loops clockwise beginning at the controller (as
connection point and the controller where shown). This method corresponds with that used
interconnection or traffic control system in some asset management system software. An
communication cables are used. alternative method uses the numbers of the phase
movements served, and A, B, C, etc. for multiple
The power supply cabinet should be located in loops serving a single movement common to the
accordance with the following principles: lanes involved.
• The cabinet may be mounted within a ground
mounted pedestal designed for a traffic
Duct and Wiring Systems
signal controller. Standard communications
pedestals are not strong enough for this
Careful consideration must be given to the design
application.
of the underground ducts and electrical chambers.
• The cabinet may be mounted on a utility pole Careful consideration is required due to the
if the local Power Supply Authority permits. high costs of underground ducts and electrical
It is preferred that the utility pole not have a chambers, and the possibility of prolonged traffic
transformer as the transformer ground can interference, utility interference, and damage to
cause interference with the power supply roadbed structure caused by their installation or
ground. The local Supply Authority should failure.
be requested to install their grounds at least
one pole span away. See the Ministry’s Underground ducts and wiring are not prone
Electrical Design Manual, Part 2, Chapter 9, to damage from over-height vehicles and are
“Grounding”3. aesthetically preferable to overhead wiring. The
recommended practice for the design of duct
• The power supply cabinet should be within
systems is given in the Ministry’s Electrical Design
75 m of the controller, and should be visible
Manual, Part 2, Chapter 5, “Duct Systems”3.
from both the controller and the roadway. The
cabinet should also be located at least 10 m
Figure 70 shows the underground system designed
from the edge of pavement if possible.
for the example intersection.

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SUPPLY LOCATION 'A'

1¯, 3 WIRE,

W
120 / 240V
EP1

PCA
CCA
H
PCA PCA
H&B H

CCA
P7
P6
TC1

LD1 LD2

PCA
CCA
P3 LD3
P2 9
LD5 LD4

W
LD10 9 P1
LD9

LD8

LD7 LD6 B
P4
C C G
CCA

B H&B
CCA P5
B EP2
PCA
W CCA

Figure 69 – Detector Loop Layout

SUPPLY LOCATION 'A'

1 ¯, 3 WIRE,
120 / 240 V
PCA
CCA

H
PCA PCA
MH1 P6
EP1
G
MH2
TC1 G G
P7

LD1
PCA
CCA

LD2
P3

MH6 9
W

LD3 MH3
P2

LD6 9 P1

LD5 LD4 B
P4
C C
G
CCA
MH5
G

CCA H&B
B P5 EP2 MH4
PCA
CCA
W

Figure 70 – Underground Duct System Layout

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Coordination of Lighting Design • A #6 system ground for the signal pole

interconnection is recommended to serve as
Roadway lighting is required at all signalized the lighting system ground. The ground cable
intersections. Either partial or full illumination will must be insulated to conform to the Canadian
be required, depending on roadway and traffic Electrical Code. Refer to the Ministry’s
conditions. Roadways at isolated rural intersections Electrical Design Manual, Part 2, Chapter 9,
require at least two lighting luminaires to provide “Grounding”3.
partial illumination. The lighting system should
be integrated with the signals according to the Figure 71 shows a typical partial lighting layout
following principles: combined with the signals for the example. Partial
• Install the lighting on combination signal and lighting should be installed on the main road
lighting poles where possible. Utility poles primary signal poles of each approach. The lighting
may also be used if the supply authority is typically integrated on a combination or joint-
allows this. use pole with the signals as indicated in Figure 71.
Note that a small adjustment in the pole locations
• All lighting on combination poles should be may be required to obtain the proper lighting and
controlled from a combination power supply clearances. Otherwise separate poles may be
cabinet. installed as long as they are a minimum of 6 m from
• Different voltages and different sources the signal poles and clear of utilities.
of supply are not allowed by the Ontario
Electrical Code without multiple provisions.

SUPPLY LOCATION 'A'

1 ¯, 3 WIRE,
120 / 240 V
PCA
CCA

H PCA
PCA
MH1 P6
EP1
G
MH2
TC1 G G
P7

LD1
PCA
CCA

LD2
P3

MH6 9
W

LD3 MH3
P2

LD6 9 P1

LD5 LD4 B
P4
C C
G
CCA
MH5
G

CCA H&B
B P5 EP2 MH4
PCA
CCA
W

Figure 71 – Partial Lighting

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APPENDIX A
GLOSSARY

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FHWA Federal Highway Administration

ACRONYMS (U.S.A.)

HCM Highway Capacity Manual

AASHTO American Association of State
Highway and Transportation Officials HOV High occupancy vehicle

AC Alternating current IPS Intersection pedestrian signals

AC+ 120 V a.c., 60 Hz power bus ITE Institute of Transportation Engineers

AC- The 120 V a.c., 60 Hz neutral bus LED Light emitting diode
grounded at the power source
LOS Level of service
ASTM American Society for Testing and
Materials LTL Left turn lane

AWG American Wire Gauge MIST Management Information System for

Traffic
CCG Canadian Capacity Guide for
Signalized (Urban) Intersections MODEM Modulate/demodulate
communications interface unit
CMOS Complimentary metal oxide
semiconductor MOS Metal oxide semiconductor

CPU Central processing unit MOV Metal oxide varistor

CTS Clear to send MPU Microprocessor unit

DCE Data communications equipment MTO Ministry of Transportation, Ontario

DCP Data channel port MTTR Mean time to repair

DDE Data distribution equipment MUTCD Manual of Uniform Traffic Control

Devices
DHV Design hourly volume
NEMA National Electrical Manufacturers
DTE Data terminal equipment Association

EEPROM Electrically erasable programmable OTM Ontario Traffic Manual

read-only memory
PCB Printed circuit board
EPROM Erasable programmable read-only
memory PHF Peak hour factor

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PHV Peak hourly volume

DEFINITIONS
PIT Pre-installation testing
Actuation:
POP Proof of performance testing
The operation of a detector in registering the
presence or passage of a vehicle or pedestrian.
PROM Programmable read-only memory
All Red Interval:
PXO Pedestrian crossover
The time in seconds of a red indication for
all intersection traffic. It is used following an
RAM Random access memory
amber clearance interval to permit vehicles or
pedestrians to clear the intersection before
RF Radio frequency conflicting traffic receives a green indication.

RTS Request to send Amber Clearance Interval:

The first interval following the green right-
RXD Receive data of-way interval in which the signal indication
for that phase is amber. A clearance interval
SCOOT Split Cycle Offset Optimization to warn approaching traffic to clear the
Technique intersection before conflicting traffic receives a
green indication.
TAC Transportation Association of Canada
Cabinet:
TOC Traffic Operations Centre (general) An outdoor enclosure for housing a Controller
Unit and associated equipment.
TOD Time of day
Call:
TTL Transistor-transistor logic A registration of a demand for right-of-way by
traffic (vehicular or pedestrian) at a controller.
TXD Transmit data
Central Computer:
UART Universal asynchronous receiver/ The combination of the application software,
transmitter operating system, and computer hardware
operating a traffic signal system from a single
VDS Vehicle detection station location.

Colour Sequence:
A predetermined order of signal indications
within a cycle.

Concurrent Timing:
A mode of controller operation whereby a traffic
phase can be selected and timed independently
and simultaneously with another traffic phase.

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Conflicting Phases: Cycle Splits:

Two or more phases that will cause interfering The times in percent or seconds of the cycle
traffic movements if operated concurrently. for the phases making up the cycle.

Conflict Monitor: Density:

A device used to continually check for the A measure of the concentration of vehicles,
presence of conflicting signal indications and to usually stated as the number of vehicles per km
provide an output in response to conflict. per lane.

Controller: Detection Zone:

The general usage term for the controller unit, That area of the roadway within which a vehicle
cabinet, and associated appurtenances. will be detected by a vehicle detector.

Controller Cabinet: Detector:

An outdoor enclosure used for the housing of a A device for indicating the presence or passage
controller unit and all associated power, control, of vehicles, including sensor device, lead-in
protection, activation, or interconnection cable, and detector sensor (amplifier) unit.
devices.
Detector Loop:
Controller Unit: A detector that senses a change in inductance
That part of the controller which performs of its inductive sensor loop caused by the
the basic timing and logic functions. A passage or presence of a vehicle in the
microprocessor based or electro-mechanical detection zone of the loop.
timing unit.
Detector Memory:
Coordination: The retention of an actuation for future
The control of controller units in a manner utilization by the controller unit.
that provides a relationship between specific
green indications at adjacent intersections in Detector Mode:
accordance with a time schedule to permit A term used to describe the operation of a
continuous operation of groups (platoons) of detector channel output when a presence
vehicles along the street at a planned speed. detection occurs: (1) Pulse Mode: Detector
produces a short output pulse when detection
Cycle: occurs; (2) Controlled Output: The ability
Any complete sequence of traffic control signal of a detector to produce a pulse that has a
indications. In an actuated controller unit, a predetermined duration regardless of the length
complete cycle is dependent on the presence of time a vehicle is in the detection zone; (3)
of calls on all phases. In a pretimed controller Continuous-Presence Mode: Detector output
unit, a complete cycle is a complete sequence continues if any vehicle (first or last remaining)
of signal indications. remains in the detection zone; (4) Limit-
Presence Mode: Detector output continues for
Cycle Length: a limited period of time if vehicles remain in the
The time (in seconds) required for one complete detection zone.
sequence of signal indications.

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Display:
A display consists of the total illuminated and Gap Reduction:
non-illuminated signals facing the motorist. A controller feature whereby the unit extension
“Display” is interchangeable with “Indication”. or allowed time spacing between successive
vehicle actuations on the phase displaying the
Downloading: green in the extendible portion of the intervals
The transmission of data from a master or is reduced after each extension, usually in
central computer system to a slave or a remote proportion to another parameter. Time Waiting
Controller Unit. Gap Reduction is a feature whereby the unit
extension in the phase having the green is
Dwell: reduced in proportion to the time vehicles have
The interval portion of a phase when present waited on the phases having the red.
timing requirements have been completed.
“Rest” as in “rest in green”. Hold:
A command to the controller unit which causes
Extendible Portion: it to retain the existing right-of-way (green)
In an actuated phase, that part of the green interval.
interval that follows the initial green portion
when the initial green portion is extended Indication:
by traffic actuations. If sufficient number of The illumination of a traffic signal lens or
extensions occur, may reach Maximum Green. combination of signal lenses at the same time.
The “display”.
Flasher:
A device used to open and close signal circuits Initial Portion:
at a repetitive rate. The first timed part of the green interval of an
actuated phase.
Force Off:
A command to the controller unit that will force Interconnected Controller:
the termination of the current right-of-way A controller which operates traffic control
(green) interval during the extendible portion. signals under the supervision of a master
controller.
Fully Actuated:
(1) A fully actuated mode of operation is Interconnection:
one in which both the side (minor) road and (1) A means of remotely controlling some or all
the main (major) road use detection devices. of the functions of a traffic control signal. (2)
During operation, if no actuation occurs at the An electronic, fibre optic, time synchronization,
intersection, the controller will either rest in radio, telephone, or electrical connection with
the last phase actuated, or return to main road coordination units or modems in the controller
green to rest (recalled to main road green). cabinets; (3) the physical interconnection.
(2) A fully actuated mode of operation can be
one in which passage loops are used on all Interval:
approaches, or on one of the roads if the other A part of a phase that is individually timed by
road has detection at the intersection. the controller unit.

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Module:
Interval Sequence: A removable assembly with a fixed pattern of
The order of appearance of signal indications pixels, and identical to all other modules.
during successive intervals of a cycle.
Motherboard:
Loadswitch: A Printed Circuit Connector Interface Board
A device used to switch 120 volt power to with no active or passive components.
the traffic control signal heads. Loadswitches
are normally semi-conductor devices that are Movement:
switched by a low voltage signal from the A movement is the direction of traffic flow and
controller unit. may be straight ahead (a “through movement”),
a green left arrow (a “left turn movement”),
Main Road: etc. Several movements may be allowed within
The roadway approach or approaches at an a phase (e. g., an advanced green arrow and
intersection normally carrying the highest a circular green display). In some cases, a
volume of vehicular traffic (also called movement is called a faze as the movement is
“Major Road”). normally part of a phase.

Master Controller: Non-conflicting Phases:

An automatic device for supervising a Two or more traffic phases that will not
system of controllers, maintaining definite be in conflict with each other if operated
time interrelationships, selecting among concurrently.
alternative available modes of operation, or
accomplishing other supervisory functions. A Offset:
Master Controller controls one or more slave The number of seconds, or the percent of cycle
controllers. length, that a defined time-reference point (the
“yield point”, normally the start of main street
Maximum Green: green) at the traffic control signal occurs after
The maximum time the right-of-way can be the time-reference point of a master controller
extended by actuations on a phase, provided an or of an adjacent traffic control signal.
actuation has been registered on a conflicting
phase. Opposing Traffic:
Traffic progressing in the upstream or opposite
Military Specification: direction to the traffic being considered on a
Current issues and/or revisions of standards or roadway.
specifications issued by the U.S. Department of
Defence. Overlap:
A right-of-way indication that is derived from the
Minimum Green: service of two or more traffic phases.
The shortest time for which the right-of-way
shall be given to a non-actuated phase, or to an Passage Detection:
actuated phase provided that an actuation has The ability of a vehicle detector to detect
been registered for that phase. the passage of a vehicle moving through the
detection zone and to ignore the presence of a
vehicle stopped within the detection zone.

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Passage Time: Poll:

(1) See Unit Extension. (2) The time allowed for An enquiry message sent from a master to a
a vehicle to travel at a selected speed from the slave on a regularly timed basis to solicit the
detector to the stop line. status of the slave.

Pattern: Power Failure:

A unique set of coordination parameters A power failure is said to have occurred
including cycle length, split values, offsets, and when the incoming line voltage falls below
sequence of intervals. 93 (+2) VAC for 50 milliseconds or longer. The
determination of the 50 milliseconds interval
Pedestal: shall be completed within 67 milliseconds of
Ground mounted enclosure for the time the voltage falls below 93 (+2) VAC.
communications, or a support for a controller
cabinet. Power Restoration:
Power is said to be restored when the incoming
Pedestrian Clearance Interval: line voltage equals or exceeds 95 VAC for 50
The time in seconds during which the orange milliseconds or longer. The determination of
hand is flashed, starting after a walking the 50 millisecond interval shall be completed
pedestrian indication and ending before within 67 milliseconds of the time the voltage
conflicting vehicles receive a green indication first reaches 98 (+2) VAC.
(may include the vehicle amber time).
Pre-emption:
Phase: The transfer of the normal control of signals to
A part of a cycle where one or more traffic a special signal control mode for the purpose
movements receive a green indication at the of servicing railway crossings, emergency
same time. Phase time is the time required vehicle passage, transit vehicle passage, and
from the start to the finish of the phase other special tasks, the control of which require
including amber and all-red interval times. terminating normal traffic control to provide
priority needs of the special task.
Phase Sequence:
A predetermined order in which the phases of a Pre-emptor:
cycle occur. A device or program/routine which provides
pre-emption.
Phase Skip:
A function used to provide omission of a phase Presence Detection:
in the absence of actuations on that phase. The ability of a vehicle detector to sense that
a vehicle, whether moving or stopped, has
Plan: appeared in the detector’s field.
A unique set of timing values, intervals used,
and sequence of intervals that is stored in Pretimed:
or sent to a controller unit. Different plans A controller unit mode of operation of traffic
may be used for time of day, time of week, control signals with predetermined fixed cycle
special events and so on, or the plan may be lengths, fixed interval durations, and fixed
traffic responsive as determined by detector interval sequences.
actuation.

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Progression: set on the phasing and timing of the system as

1) The time relationship between adjacent determined by the master controller or central
signals on a roadway that permits a platoon computer.
of vehicles to proceed through the signals
at a planned rate of speed. 2) The act of Split:
various controller units providing specific For an actuated controller unit, split is a division
green indications in accordance with a time of the cycle length allocated to each of the
schedule to permit continuous operation of various phases (normally expressed in percent).
groups (platoons) of vehicles along the road at a For a pretimed controller unit, split is the time
planned speed. allocated to an interval.

Red Clearance Interval: System:

A clearance interval which may follow an A traffic signal system is composed of a
amber clearance interval that in theory allows number of traffic signal controllers operating
time at the end of a phase for vehicles in from electronic instructions given by a master
the intersection to clear before release of a controller at one of the intersections or by a
conflicting phase. central computer at a traffic control/operations
centre. A system may be installed on a single
Right-of-way: roadway with one master controller and one or
The operation of a controller in causing traffic more slave controllers, or on a grid of roadways
control signals to display indications permitting using either a master controller or a central
vehicles or pedestrians to proceed in a lawful computer. A system may use interconnection
manner in preference to other vehicles or methods, telephone, television networks, or
pedestrians. any combination thereof for communications
transmission of data commands to the local
Semi-actuated: slave controllers.
Operation by a type of traffic-actuated controller
in which means are provided for traffic actuation Through Band:
on one or more but not all approaches to the The time period between the passing of
intersection. the first and last possible vehicle in a group
of vehicles moving in accordance with the
Side Road: designed speed of a signal progression.
The roadway approach or approaches at an
intersection normally carrying the least volume Time Base Control:
of vehicular traffic (also called “Minor Road”). A means for automatic selection of modes of
operation of traffic control signals in a manner
Signal Indication: prescribed by a predetermined time schedule.
The illumination of one or more lenses in a
signal head which conveys a message to traffic Traffic Control Signal:
approaching the signal from one direction. Any power operated traffic control device,
whether manually, electrically, or mechanically
Slave Controller: operated, by which traffic is alternately directed
A slave controller is an intersection traffic signal to stop and permitted to proceed. Traffic Signal:
controller that is locally programmed to suit the 1) When used in general discussion, a traffic
interval times required at the intersection, but is signal is a complete installation including signal

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heads, wiring, controller, poles and other

appurtenances. 2) When used specifically, the
term traffic signals refers to the signal head that
conveys a message to the observer.

Unit Extension:
The timing period during the extendible portion
of a right-of-way interval that is resettable by
each detector actuation within the limits of the
maximum period (extension limit).

User-definable Parameters:
Parameters which can be modified on-line by
the user via some interactive dialogue with the
system.

Watchdog:
A circuit or timer that is used to watch that an
appropriate action is taken on a regular basis.

Yield:
A command that permits a controller unit to
transfer right-of-way.

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APPENDIX B
REFERENCES

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10. Highway Traffic Act (HTA), Office

REFERENCES Consolidation, Revised Statutes of
Ontario, 1990, Chapter H.8 and the
1. Canadian Capacity Guide for Regulations thereunder (as amended);
Signalized Intersections (3rd Edition), Queen’s Printer for Ontario.
Institute of Transportation Engineers, 11. Highway Capacity Manual,
District 7 – Canada, 2008. Transportation Research Board, 2010.
2. Development of New Crash 12. Information Report on Pedestrian
Experience Warrants for Traffic Countdown Signals (PCS),
Signals for Ontario, Hadayeghi A, Transportation Association of Canada,
B. Malone, and R. DeGannes, TRB 2008.
Transportation Research Record,
Journal of the Transportation Research 13. Manual of Uniform Traffic Control
Board No. 1953, Washington D.C., Devices, U.S. Department of
2006. Transportation, 2009.

3. Electrical Design Manual, Ministry of 14. Manual of Uniform Traffic Control

Transportation, Ontario, 1989. Devices, Transportation Association of
Canada, 1998, as amended.
4. Electrical Maintenance Manual,
Ministry of Transportation, Ontario, 15. Ontario Highway Bridge Design
1989. Code, Ministry of Transportation, 1995.

5. Geometric Design Standards 16. Ontario Provincial Standard

for Ontario Highway, Ministry of Drawings, Volume 4, Electrical
Transportation of Ontario, 1999. Drawings, Division 2000. Ministry of
Transportation, Ontario and Municipal
6. Greenshields, B. D. “Traffic Engineering Association.
Performance at Urban Street
Intersections”,Yale University, New 17. Ontario Traffic Signal Control
Haven, CT, 1947. Equipment Specifications, Ministry of
Transportation, Ontario, 1994.
7. Guidelines for the Planning,
Design, Operation and Evaluation 18. OTM Book 7 “Temporary Conditions”,
of Reversible Lane Systems, Ministry of Transportation Ontario, 2001.
Transportation Association of Canada, 19. Preemption of Traffic Signals At
2010. or Near Railroad Grade Crossings
8. Guidelines for Understanding, Use with Active Warning Devices,
and Implementation of Accessible Recommended Practice For, ITE, 1997.
Pedestrian Signals, Transportation 20. Roadside Safety Manual, Ministry of
Association of Canada, 2008. Transportation, Ontario, 1995.
9. Guidelines for the Application 21. The Science of Highway Safety
and Display of Transit Signals, Network Evaluation and Safety
Transportation Association of Canada, Conscious Procedure, Ministry of
2008. Transportation of Ontario, 1997.

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22. Traffic Signal Control at Offset

Intersections, Report to Transportation
Committee, Metro Transportation, 1991.
23. Traffic Control Systems, NEMA
Standards Publication No. TS 1, National
Electrical Manufacturers Association,
1989.
24. Traffic Controller Assemblies, NEMA
Standards Publication No. TS 2, National
Electrical Manufacturers Association,
1992.
25. Traffic Engineering Handbook,
Institute of Transportation Engineers,
2009.
26. Transit Signal Priority (TSP), U.S.
Department of Transportation, 2005.

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APPENDIX C
SIGNAL DESIGN AND DRAWING
CHECKLIST

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REQUIREMENTS AND REVIEW 13. Any signing that is critical to the traffic signal
PROCEDURES FOR TRAFFIC CONTROL operation, e. g., left-turn signs adjacent to left-
SIGNAL DRAWINGS turn signal heads for fully protected left-turn
lanes, overhead signing for dual left-turn lanes,
and active advance warning signs, should be
inlcuded.
Requirements
1. Signal drawings should be on Form PHM-125
or similar form with CAD drawings preferred.
Review
2. Preferred scale is 1:500 for rural intersections,
and 1:250 or 1:200 for urban intersections.
1. Geometrics
3. Title block with correct road names should be
above signature block. • Geometries should be acceptable for signal
head placement.
4. Signature block should be on lower right hand
side of the drawing, and should be visible • Drop curbs, etc., are identified, and
when drawing is folded. appropriate curb radius are shown.

5. Correct HTA should be shown. Currently HTA • Offset side roads are shown if part of signal.
144 (31) must be on the signature block. • Private entrances are shown if part of signal.
6. The signature of the person designated to Heads must be used.
approve the design under HTA 144 (31) is • Residential entrances are shown. Note:
required on the drawing. residential entrances do not require signal
7. A north point is required. heads, but if they are used or rezoned for
commercial purposes, and if they are for
8. Correct road names must be used as the public use, heads must be provided.
drawing may form a legal document. The title
block and body of the drawing must agree. • A split entrance (two entrances, one on each
side of the same approach with each one
9. A chart for listing revisions should be on the allowing an in and out movement) are not
drawing. Persons carrying out revisions should allowed to operate within the lateral curb lines
list them here and enter their signature and of a signalized intersection or intersection to
date on the revision. be signalized.
10. A chart indicating equipment specifications, • Pavement widths should be adequate.
such as mast arm lengths, mounting height,
special heads, etc., is required. • Left-turn lanes may not be opposite through
lanes.
11. A chart for special arrow heads should be
used on drawings where such heads are • Truck turning lanes should be adequate.
used. If a chart is not on the drawing, a key • Median islands and channelized islands must
for special heads must be shown. not obstruct through lanes.
12. All symbols used on the drawing must be
indicated on a key chart.

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2. Zone Painting 4. Detection

• Zone painting must be safe, and may not • Presence detection is indicated on the side
create restricted or conflicting movements. road.
• Zone painting should be legible. • Presence detection is indicated in left-turn
lanes if left turn phasing is required.
• Temporary drawings may be exempted from
the zone painting scheme if it is not feasible to • Long distance loops are used on the highway
show the paint during staging. if needed to extend the amber display (safe
passage).
• Stop lines and pedestrian crosswalks should
be indicated. • Microwave, infrared, and video detectors
are used by various municipalities, but most
municipalities prefer presence loops and are
3. Equipment the recommended choice.
• All signal heads and equipment should be • Microwave detectors can be useful for private
under HTA. It is always recommended that driveways and temporary signals where
the primary head should be a highway head permanent routes may not be possible or the
with backboard. pavement is too poor to cut loops.
• The secondary head may be a standard head • Emergency vehicle preemption detectors are
with no backboard, but it is prefered that a shown facing the direction of travel in which
highway head be used here also. they are used.
• All equipment must be standard as specified • Railway preemption may be required if a
in the Ontario Traffic Manual and design railway crosses or is close to a proposed
manuals. signalized intersection.
• Auxiliary heads may be added if required, e.g.,
visibility restrictions, curves, etc.
5. Phasing
• Special heads must have the correct number
• Phasing appropriate to the design may be
indicated as per special arrow chart. If there
used.
is no chart, a key must be drawn showing the
lens display and lens sizes used. • Phasing should not create conflicting traffic
movements.
• If pedestrian heads are used, they must be
indicated. • Phasing must never compromise the safety of
pedestrians.
• Push buttons must be shown if pedestrian
actuation is required. Arrows indicating the
direction of pedestrian pushbutton actuation
are usually shown on the drawing.

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