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VTInotat

N0: TF 55-18A Date: 1991-01-20

Title: TRAFFIC SIGNALS. SWEDISH REGULATIONS FOR TRAFFIC SIGNALS, MEASUREMENT METHODS AND RESEARCH ACTIVITIES

REPORT TO THE CEN WORKING GROUP FOR TRAFFIC SIGNALS Author: Gabriel Helmers, Alf Peterson and Gosta Werner

Division: Road User and Vehicle

Project no: 55302-4

Project title: Light technical properties of traffic signals related to operating time and aging

Sponsor: Swedish Road Administration Distribution: free/restrieted/

Swedish Road and Traffic Research Institute

' . Pa: 81 01 Linkb'ping. Tet-013294099. Telex 50125 VTISGIS. Telefax 013-14 14 36 Institute1 Besok. Olaus Magnus vag 32Lmkopmg

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Contents

Page 1 SWEDISH REGULATIONS FOR TRAFFIC SIGNALS l

1.1 Background 1

1.2 Regulations of traffic signals issued by the

Swedish Traffic Safety Office 2

1.2.1 The lens (light opening) of traffic signals 2

1.2.2 Signal colours 2

1.2.3 Light intensity/light distribution 3

1.2.4 Symbols 4

1.3 Regulations of traffic signal heads and poles

issued by the Swedish Road Administration 4

2 MEASUREMENT METHODS 5

2.1 Laboratory measurements - in general 5

2.2 Lamp calibration 5

2.3 Measurement of light distribution 6

2.4 Colour measurement 6

2.5 Field measurement - "light level" 7

3 RECENT RESEARCH PROJECTS IN SWEDEN CONCERNING THE QUALITIES OF TRAFFIC SIGNALS 9

3.1 A literature survey and light measurements of new traffic signals of different makes and types on the

Swedish market 9

3.1.1 Summary of the literature survey 9

3.1.2 Recommendations of the board of experts for signal

light qualities 11

3.1.3 Distribution of light, intensity of light and colour of new traffic signals of different makes

and types on the Swedish market 12

3.2 Lighting qualities of traffic signals in use

Degradation after five years in traffic 13

3.2.1 Purpose 13 3.2.2 Procedure 13 3.2.3 Measurement program 13 3.2.4 Results 14 3.3 Conclusions 17 REFERENCES 18 APPENDIX 1 APPENDIX 2 VTI-notat TF 55-18A

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MEASUREMENT METHODS AND RESEARCH ACTIVITIES.

REPORT TO THE CEN WORKING GROUP FOR TRAFFIC SIGNALS.

1. SWEDISH REGULATIONS FOR TRAFFIC SIGNALS.

1.1 Background

At the beginning of the 1980s there was a need for revising the REGULATIONS concerning traffic signals in Sweden. In order to collect basic information for a revision, a project was started in 1983.

The first phase in the project covered a literature study concerning desirable qualities of traffic signals. The second phase was the drawing up of recommendations. During the third phase light measurements were carried out on signals available on the Swedish market including comparisons with the recommenda-tions that had been issued. The results are published in Swedish

(Helmers et al 1984).

A second project was initiated in 1985. This project comprised a new comparison between measured and recommended qualities of

new signals on the market. (See Nilsson & Werner, 1986). The

main aim was, however, different, i.e. studying the change of traffic signals after a long period of exposure in traffic in

order to form an idea of a suitable maintenance factor for

traffic signals. This project is now being completed. The final report will be ready during the first six months of 1991.

In the light of the knowledge and experience from the project activities, the Swedish Road Safety Office has issued new regulations for the qualities of traffic signals. To a great

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extent, these regulations are based on the recommendations of

Commission Internationale de l Eclairage (CIE) and concern mean

values of operation, i.e. with regard to soiling and degradation due to aging.

For a summary of the two research projects see section 3 below.

1.2 Regulations of traffic signals issued by the SWedish Traffic Safety Office.

This section is a translation of the main parts of "Regler om

Vagmarken och Trafik" (RV), section 1.12.20,

(Trafiksakerhets-verket 1989).

1.2.1 The lens (light opening) of traffic signals

The diameter of the lens must be as follows,

for a normal traffic signal: 200i10mm or 300i10mm,

for a pedestrians signal: 200i10mm and for a bicycle signal: lOOilOmm.

The normal traffic signal must have a device for the reduction of phantom light.

1.2.2 Signal colours

Each vehicle signal colour is defined by an area in the

coordinate system according to the CIE. The red colour is defined by the CIE (1980). For the yellow and green colours the

CIE (1975) is valid.

After transmission of the lens, the light from CIE standard

light source A (2856°Kelvin) must have a colour defined by an

area with the following coordinates of the corner points.

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Red Yellow

(transmission factor 0,10) (transmission factor 0,30) X = 0,680 y = 0,320 X = 0,560 y = 0,440 X = 0,670 y = 0,320 X = 0,546 y = 0,426 X = 0,700 y = 0,290 X = 0,612 y = 0,382 X = 0,710 y = 0,290 X = 0,618 y = 0,382

Green White

(transmission factor 0,15) (transmission factor 0,90) X = 0,009 y = 0,720 X = 0,285 y = 0,332 X = 0,321 y = 0,493 X = 0,440 y = 0,432

X = 0,228 y = 0,351 X = 0,440 y = 0,382

X = 0,028 y = 0,385 X = 0,285 y = 0,264 (Transmission factor 0,15) (Transmission factor 0,90)

1.2.3 Light intensity / light distribution

The intensity of light in different directions for the red traffic signal or in other words, the light distribution of the red traffic signal must have the following mean values in operation. (See also CIE 1980).

lOOcd

10° 25cd

O

20 bed

1.2.4 Symbols

The symbols used for different kinds of signals in the Swedish regulations are shown in appendix 1.

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1.3 Regulations of traffic signal heads and poles issued by the Swedish Road.Administration

The Swedish regulations of traffic signal heads and poles mostly contain specifications of construction and materials. These regulations are found in "Foreskrifter och allmanna rad for trafiksignaler, DV8", issued by the Swedish Road Administration

(Vagverket, 1988).

For a translation of these regulations see appendix 2.

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2.1 Laboratory measurements - in general

Laboratory measurements comprise the determination of colour and light distribution from the lights in question. In order to obtain reproducible values between lights an important lamp calibration of used light sources is also carried out. In sec-tions 2.2 2.4 these laboratory tests are thoroughly described.

2.2 Lamp calibration

The calibration of light sources means a determination of the radiated light flux as a function of supplied current and/or connected terminal voltage. A standardized output of light re-quires thorough information of stability and level of the fila-ment lamps used. Lamps with a filament that is placed symmetri-cally in relation to the longitudinal axis of the lamp are chosen. These lamps are operated for one hour at rated voltage. The light flow is then measured in an integrating sphere. The stability of the different lamps is studied carefully to be used further on when measuring the light distribution. The lamps were measured in four different directions and then the mean

value was calculated.

The traceability of a light flux is performed by the light flux standards at the division of photometry/radiometry at the National Testing and Research Institute.

MBasurement uncertainty :5% measuring instruments

Integrating sphere, manufacture Hensch 1.5 m in diameter. Detector, manufacture Lichtmesstechnik, Berlin

Amplifier, manufacture UDT, USA

Multimeter, manufacture Fluke, USA

Normal resistor, manufacture YEW

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2.3 .Measurement of light distribution

Measurement of light distribution is carried out for red signal lights. The lamps were then mounted in a photo goniometer.

The installation tolerance is il° vertically and $20

horizontally. The measuring distance is 25 m and the measurement

resolution at a distance of 25 m is 0.140.

The measurement of each signal light is carried out in two steps. The measurement of the central light distribution is carried out by means of horizontal sweeps at incremented vertical angles in the range of i20° around the optical axis of the light both horizontally and vertically. The measurement of the edge light distribution is carried out with three horizontal sweeps between i90°. Vertical angles are 0°, -15° and -30° where the minus sign stands for the light rays directed below the horizontal plane.

Measurement uncertainty Photometric measurement: i5%

Lining up error: i2° horizontally and 11° vertically to be con-sidered when drawing the isocandela curves.

Measuring instruments

Photo goniometer, manufacture Dobele, Germany

Detector, manufacture LMT, Berlin, Germany

Amplifier, manufacture Keithley, USA

Voltmeter, manufacture, Hewlett-Packard, USA Multimeter, manufacture Fluke, USA

Normal resistance, manufacture YEW

2.4 Colour measurement

The measurement is carried out by means of a monochromator where the light from the light source is split up spectrally via a

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double prism. The recorded spectral curve is recalculated with weighting functions to the CIE trichromatic coordinates x, y, z. Incoming light to the monochromator is integrated in a small integrating sphere. This means that all the light leaving the

lens is included in the measurement.

MBasurement uncertainty :5% Measuring instruments

Monochromator, manufacture Zeiss MM12 with the measuring system HP 9816, Germany

Multimeter, manufacture Datron, England

Detector, manufacture UDT, USA

2.5 Field.measurement - 'light level'

Field measurements require an instrument that easily indicates the relative changes in the optical/photometric quality of the light. The constructed instrument is designed as a cylinder with a diameter adapted to the output aperture of signal lights with a diameter of 200 mm. Light rays in the tube are reflected towards the white walls of the cylinder and pass a diffusor consisting of two opal glass plates. A V(A) detector measures

the mean lwminance of the diffusor. As, for technical reasons

concerned with measurement, the instrument does not weigh the light beam with different directions in exactly the same way, it

does not follow that the measurement result represents a measure

of the total light flux from the light source. The denomination light level is used as a relative notion thus enabling the performance of comparative measurements of the change of lights over time. The measurement is performed in such a way that the tube is pressed against the light aperture thus ensuring full sealing.

MQasurement uncertainty Reproducibility i5%

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measuring instruments

Measurement tube: Cylinder with a diameter of 200 mm and a length of 200 mm.

Detector, manufacture LMT, Germany

Amplifier, manufacture UDT 81, USA Multimeter, manufacture Keithley, USA.

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3. RECENT RESEARCH PROJECTS IN SWEDEN CONCERNING THE QUALITIES OF TRAFFIC SIGNALS.

Two projects have been carried out. The first is a literature study and a documentation of light measurements carried out on new traffic signals. In a second study three makes of traffic signals were studied according to degradation during five years

in traffic.

The research work was guided by a board of experts.

3.1 A literature survey and light measurements of new

traffic signals of different makes and types on the Swedish.market.

A literature survey of desirable qualities of traffic signals started in 1983. The next step of the work was to make recommen-dations about light qualities of traffic signals. Finally, light measurements were carried out on a sample of ten new traffic signals of different makes and types available on the Swedish market. This work was reported in Swedish in 1984. (Helmers et al, 1984).

3.1.1 Summary of the literature survey.

The most useful reference found in literature was a CIE report

about traffic signals (CIE, 1980). The intensity of light, the distribution of light and the colour of light emitted by traffic signals were pointed out as the most important factors for signal visibility.

The intensities of light for the red signal recommended by CIE (1980) were 200 cd by day and 50-100 cd by night. Due to the risk of glare from traffic signals at night CIE recommends two levels of intensity, one for daylight and the other for

night-time conditions.

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10

The background against which the signal is seen is of great importance to the visibility of the signal. So, in down-town areas 200 cd is recommended also during the night. On the other hand, it is not difficult to find situations by day when 200 cd is a little bit too weak an intensity for good visibility.

Traffic signals must be visible not only from one direction but from a wide sector in front of the signal. Therefore, the distribution of light in different directions from the signal is most important. Recommended intensities of light as mentioned above usually concern the intensities in the center of the light distribution or, in other words, along the reference axis of the signal.

There is for example a DIN-norm (67 527) as well as a British Standard (BS 505) for light distributions of traffic signals. CIR (1980) recommends a light distribution that specifies

mini-mum light intensities at wider angles compared with these standards according to the reference axis of the signal.

Intensities of traffic signal lights can also be discussed in connection with signal colour. The signal colours are created by the coloured lens of the traffic signal. The red lens transmits less visible light compared with the yellow andgreen lenses. So the minimum intensities specified for the red traffic light are

also valid for the yellow and green colours. Even if there are

some small deviations from identical intensity values for the three signal colours in these standards, the deviations are small and will be of minor importance to signal visibility. colour is also important according to the possibility of dis-criminating between the signal colours. The main difficulty seems to be to choose colours that can easily be discriminated also by people with colour defects.

One important factor for the visibility of traffic signals is the large variation of backgrounds towards which the signal is

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seen. The probability of detection of the signal can be improved by using a black screen behind the signal (backgroundscreen) which always will guarantee a good contrast between signal and background.

Another threat of missing the detection of a signal is the phantom light. The phantom light is created by sunlight falling into the lens. In this case the difficulty is to judge if the signal light is lit or not because the difference between an on and an off signal can be very difficult to discriminate.

Finally, the importance of the size of the traffic signal has been studied. The conclusion that can be drawn from literature is that the light intensity is much more important than the size of the signal. The sizes discussed are traffic signals with lens

diameters of 200 and 300 mm.

3.1.2 Recommendations of the board of experts for signal light qualities.

The recommendations of the board of experts for signal light colours were very much in agreement with the CIE

recommenda-tions. For the red signal colour see CIE (1980), and for the yellow and green colours see CIE (1975).

The recommended red signal light intensity and the red signal light distribution are also in agreement with CIE (1980). The recommendation specifies minimum values while a maximum inten sity of 400 cd is proposed for the red signal. The only differ-ence between the red signal and the yellow and green signals is the colour of the lenses. As the red lens transmits less visible

light than the yellow and the green lenses no recommendations are made for the intensities of the latter colours.

Recommended intensities for red signal lights with lower intensities at night are 25 per cent of the values above.

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12

The recommendations proposed above are valid for "normal" traffic signals in built-up areas. CIE has also made recommen-dations for longer-range light signals on roads with higher

speed levels. The board of experts did not make any

recommenda-tions for these signals because too little information was found

in literature.

3.1.3 Distribution of light, intensity of light and colour of new traffic signals of different makes and types on the Swedish market.

All makes and types of normal traffic signals on the Swedish market were chosen for the measurements. There were three makes and three or four types of each make which makes totally 10 different signals. Only one specimen of each signal was chosen

for the measurements.

The signal colour, the distribution of light and the maximum light intensity were measured according to the methods specified

in sections 2.1 to 2.4 above.

The measured qualities of these signals in relation to the recommended qualities are described in general terms below. maximum light intensity. Only one out of ten traffic signals tested had a maximum light intensity in the recommended interval 200-400 cd.

Light distribution. Onlyone out of ten traffic signals tested had a light distribution in agreement with the recommendation. Colour of light. All 10 green signal lights were in agreement with the colour recommendation while this was the case for only 1 out of 10 yellow signal lights. Finally, some red traffic signal lights deviated slightly from the recommendation by having to much orange light.

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3.2 Lighting qualities of traffic signals in use. Degradation after five years in traffic.

A preliminary report of the research project presents the measurements during the first year. (Nilsson & Werner, 1986). The final report will be published in 1991.

3.2.1 Purpose

The purpose of the project was to document the degradation of traffic signals in use. The results will be used to specify maintenance factors for the Swedish regulations.

3.2.2 Procedure

The study started in 1985. At that time there were three makes of traffic signals on the Swedish market. The most modern traffic signal of each make (all equipped with halogen lamps)

was chosen for the study. Ten specimen of each of the three

makes, totally 30 traffic signals, were bought but no informa-tion was given about the evaluainforma-tion.

Five signals of each make were placed in "hard" and "soft" traffic environments in Gothenburg. The positions for the thirty signals were subjectively ranked into six categories according to the difficulty of the traffic environment. The assignment of each signal to a certain spot was made randomly for each make.

3.2.3 Mbasurement program

Each of the thirty new traffic signals were measured in the laboratory according to the procedures specified in sections 2.1

to 2.4 above.

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14

Just after the signals were mounted in their traffic milieu

(October 1985) their "Light levels" were measured in the field

by a special instrument (a light tube). (See section 2.5 above.) The purpose of this instrument was to facilitate the relative measurements of the signal light intensity in the field. These measurement values of the new signals were then compared with the values of repeated measurements each spring. These latter measurements were made both before and after the signals had been cleaned manually.

The last measurement series in the field was made in April 1990.

The traffic signals were then demounted and sent to the

laboratory for a repetition of the measurements carried out when

the signals were new. (See sections 2.1-2.4 above.)

3.2.4 Results

Signal colour. All signal colours are in agreement with the recommendations made after the first project. This result is valid for the signals, new as well as after five years of use in traffic. The differences between the colours of the new signals and after 5 years in traffic are negligible.

Furthermore, there are no important differences in colours

according to changes in voltage over the lamps when the voltage

is less than the design voltage.

This result shows a large improvement compared with the results

of the first study (Helmers et al 1984).

Light intensity and distribution. The differences in maximum light intensities as well as in light distributions between the 30 signals as new and after 5 years of use are relatively small. There is an evident ranking between the three makes in relation to their degradation. For the best make the degradation after five years is negligible.

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For the new signals, the intensity of light in the central area of the light distribution of one make was much to high according to the recommendations, for a second make the intensity was a little bit too high and finally for the third make the intensi-ties were in the lower part of the recommended interval.

The light distributions for the 30 traffic signals when new were all in agreement with or showed only minor deviations from what was recommended. After five years of use the deviations from the recommended light distribution were larger especially for one of

the makes.

Compared to the first study, the light distributions of the new traffic signals have been very much improved.

Maintenance factor. A factor of maintenance was created by the relation between the areas of the iso-curve for 100 cd as regards the light distributions for each signal when five years old as compared to the distribution when the signal was new. The mean values of preservation for the best make were 101 and 103 per cent for difficult and easy traffic conditions, respec-tively. For the second best make these values were 89 and 93 per cent. For the last make with the largest degradation the corre-sponding values were 71 and 63 per cent.

The values for the maintenance factor above 100 per cent can be explained in at least two ways. The first one is that these values could be an effect of reliability failures of the method of measurement. Even when the method is standardized it can be

difficult to guarantee unchanged conditions when the

measurements are repeated after 5 years. On the other hand there can also be a true effect explained by a small increase in the spread of light from the signal after 5 years of use. Such an increased spread of light takes the light from a more central area of the distribution of light and projects it onto a

some-what larger area.

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16

Visual inspection. Each signal was inspected visually in the laboratory after the final light measurements.

There are hardly any weak points in the design of the make with the best values of preservation. The only negative comment about the construction was that the signal was too easy to open

with-out tools.

Lens and reflector are mounted on a light front unit. The lamp is fitted from the rear of the reflector. The sealing between all units such as front, lens, reflector and back unit is good. The interior of the whole traffic signal unit was well protected against dirt.

The second best make had a construction in which the transformer

was mounted on the reflector. The front unit (the lens, the

reflector and the transformer) must be opened for changing the lamp. The lamp is mounted from behind the reflector. The design results in a heavy front unit.

The material of the front unit in particular is too weak. The

material where the lens and reflector are fastened at the front

breaks easily. The sealing between lens and reflector is thus nonexistent. The soiling of the lens and the reflector as well

as of the interior parts of the signal house is thus

considerable.

The fastening of the front to the back unit was too weak. There

is a considerable risk that the front will come off and fall to

the ground. Live wires (220 V) will then be exposed.

The type of signal that has the lowest preservation factor, was built in a solid way. In this case the problem was the very poor sealing between the lens-holder and the lens and the back where

the reflector and the transformer were mounted. The interior of

the signal was thus very dirty. An unsatisfactory closing device also contributed to the poor sealing.

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The poor result may also have been influenced by the bad fit of

the signal type as regards reflector and lamp-holder and a poor fastening of the reflector.

3.3 Conclusions

It is our experience that these studies in Sweden referred to

above have had a considerable influence on the lighting

qualities and the design of the traffic signals on the Swedish market today.

The recommendations of the board of experts in the first report

(Helmers et al 1984) were a real challenge to the companies

producing traffic signals. The results of the light measurements made in the second study show a remarkable improvement in

relation to these recommendations.

Our experience after the second study is also positive. In the last few years there have been considerable improvements of traffic signals to resist environmental influence.

Finally, the two studies show that there is a need for good standards. Such standards act as a guide for the producers and are a guarantee for good lighting qualities for the road users.

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18

REFERENCES

1. CIE (1975): Colours of light signals. Publication No. 2.2. 2. CIE (1980): Light signals for road traffic control.

Publica-tion No. 48.

3. Helmers, G., Nilsson, B. and Werner, G. (1984): Visibility

of traffic signals (In Swedish). Final report. VTI-meddelan-de 394, Swedish Road and Traffic Research Institute, Linko-ping, Sweden.

4. Nilsson, B. and Werner, G. (1986): How do traffic signals

change in operation? Effects of operation in different traffic environments. Report 1. (In Swedish). VTI-meddelande 495, Swedish Road and Traffic Research Institute, Linkoping,

Sweden.

5. Trafiksakerhetsverket (1989): Regler om vaqmarken och trafik (RV). Trafiksakerhetsverkets foreskrifter om trafiksignaler, material (TSVFS 1989:62), section 1.12.20.

Trafiksakerhets-verket, Borlange, Sweden.

6. vagverket (1988): Foreskrifter och allmanna rad for

trafik-signaler, DV8, 1988-10. Végverket, Borlange, Sweden.

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SYMBOLS USED FOR TRAFFIC SIGNALS IN THE SWEDISH REQUIREMENTS ACCORDING TO THE SWEDISH TRAFFIC SAFETY OFFICE

Page 1 Page 2 Page 3 Page 4 Page 5 Page 6 Page 7 Green arrow Bicycle symbol

Red and yellow arrow

Red and yellow arrows for combined directions Red symbol for a pedestrian signal

Green symbol for a pedestrian signal Tactile map (only with a traffic island)

of direction Background screen with indication

combined with traffic signal.

Background screen for traffic signals Traffic signal for unprotected road users

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REGULATIONS OF TRAFFIC SIGNAL HEADS AND POLES ISSUED BY THE SWEDISH ROAD ADMINISTRATION

These regulations are found in "Foreskrifter och allmanna rad

for trafiksignaler, DV8", section 2 (External Installation),

issued by the Swedish Road Administration (Végverket, 1988).

1. SIGNAL HEADS

In this context the term "signal heads" means all types of traffic signal heads i.e. vehicle signals, bicycle signals, pedestrian signals, signals for public transport vehicles, lane signals and flashing signals.

The visibility and light technical properties of the signal heads regarding color, luminance and light distribution must at least meet the recommendations stated in VTI-meddelande 394:

"The visibility of traffic signals" (in Swedish)(l). However,

there are two exceptions regarding the recommendations for maximum.luminance and night reduction.

Signal heads including protective shields shall be designed in such a way that they can withstand vibrations which may occur during transport, when mounting and later on by influence of

traffic and wind.

Manufacturing. Signal head and all external details shall be made of corrosion protected material. This means that if steel plate is used it shall at least be hot-galvanized. For aluminum

the surface shall be non-porous and anodizing performed

according to at least class Elox 10. If signal head is made of

plastics it shall be crackling proof and resistant to

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APPENDIX 2

External screws, rivets or hinges shall be made of stainless steel or of equal materials from a corrosion point of view. Internal screws and other details in the signal heads shall at least be yellow-chromed. All gaskets shall have good aging

resistance.

Opening of signal heads meant for mounting on a lower level than 2,3 m above the ground shall only be possible with tools.

Fastening devices. The fastening devices of the signal heads shall be designed in such a way that when attached on a console or a top fitting they allow an individual alignment of the signal head. Unrestricted horizontally and at a minimum of 5° vertically up and down from the pole line.

The mounting details of the signal heads shall also allow locking in the desired position and be so manufactured that unintended turning of the signal head (by vibrations, heavy

winds etc.) is eliminated.

Protective shields. Signal heads shall be provided with

protective shields. Their normal length shall be approximately the same as the lens diameter. Protective shields shall be possible to mount for shielding from the side.

Surface treatments. Signal heads shall be black or green according to RV, section 9.4.4, (2).

(31)

Signal head lining

Optics. Reflector manufactured in aluminum shall be made of anodized aluminum with a purity of at least 99,99% and with a 3-5 my layer thickness according to ELOX 10.

The optics shall be provided with a special device in order to minimize the effects of the phantom light.

Lens shall be designed and have light technical properties

according to RV sections 9.4.1 and 9.4.7 (2). It shall be made

of polycarbonate plastics or a similar material.

The lens shall be possible to exchange in an easy way.

Lamp socket - General. The lamp socket shall meet the

requirements in actual SS and SEMKO-provisions, (regulations

from the Swedish Investigation Board of Materials).

The lamp socket shall be strong and manufactured in such a way that it can resist existing mechanic and thermic strains. The mounting of the lamp socket shall be steady and made in such a way that it does not vibrate.

Type of lamp and socket, voltage and maximum effect, shall clearly be indicated close to the lamp socket.

Low voltage. This means lamp sockets for halogen and ordinary lamps for low voltage. The lamp socket shall give a reliable electric contact without potential drop. Lamp sockets for halogen and ordinary lamps can for example be of type BAlSd, PKX 223 and BA 208.

(32)

APPENDIX 2

220 VOlt. Lamp socket for E 27 shall be made of a solid thread which shall be riveted or screwed to the lamp socket. The upper part of the thread shall be folded outward. The bottom contact of the lamp socket shall be solid and equipped with a strong spring and connected to phase.

Lamps. Signal head shall be delivered with appropriate signal lamps where the light center level is correctly adapted to the optical design of the reflectors.

Wires. Unloading clamps or similar shall be arranged for in-going wires to the signal head.

Soldered (tinned) wire ends must not be used.

Wires in signal head and between signal head and terminal in signal pole shall have an area of 1,5 mm2 with yellow/green pro-tective ground wire, blue zero wire and brown for red signal, yellow for amber and green for green signal. Suitable type of wire is FK protected according to the regulations in Swedish

Electrotecnical Norms, STEV-FS.

Connections. Terminal shall be dimensioned for an area of at least 2,5 mmz. For connection of protective ground wire a clamp on the signal head can be used instead, provided that it is

dimensioned for 2,5 mm2 and that the housing is made of

conductive material. The clamp shall then be manufactured in such a way that it can be fastened in a satisfactory way. Self-tapping screw may not be used.

Reflectors of metal and other details of conductive material

(33)

Three wires at a maximum may be installed under one and the same

connection screw on a detail in a signal head.

The connection point of the signal head shall have a durable and distinct labeling for red, amber, green and zero and protective ground.

Terminal shall be made in such a way that the internal wire does

not loosen when the external wire is connected.

Transformer for low voltage lamps

Manufacturing. Transformer shall meet actual requirements for

the environment where it is installed.

Transformer shall be switchable so that 10-15 % under voltage to the lamp can be delivered at a line voltage of 220-240 volt. Connections to the transformer shall be made with flat pin

terminals or similar.

Housing class. The exterior housing class of the signal head shall meet at least housing class IP 44.

The mounting of the optics of the signal head shall also be made in such a way that dust and water cannot penetrate and thereby reduce the light technical properties of the signal head, minimum housing class IP 55.

At lamp exchange, an opened signal head shall meet minimum housing class IP 20.

Transformer shall be manufactured or placed in such a way that personnel performing the lamp exchange is protected against unintentional touch according to minimum housing class IP 20.

(34)

APPENDIX 2 2. FASTENING DEVICES FOR SIGNAL HEADS

Fastening devices for signal head mounting shall be designed for at least four signals which shall be mounted and aligned

according to RV, section 9.1 (2).

If the fastening device is not manufactured in such a way that the signal pole is covered at the top after mounting another covering device must be included.

Manufacturing. Mounting device (consisting of console or top fitting and the fastening device of the signal head) shall allow individual alignment of the signal head both freely sideways and with a vertical angle of up to at least 5° from the pole line and locking in desired position.

Mounting device shall be designed in such way that unintended turning of the signal (e.g. by vibrations, heavy winds) is

eliminated.

Surface treatment. The same requirements as for Signal Poles.

Housing class. Fastening device shall meet minimum housing class IP 44.

(35)

3 SIGNAL POLES

Manufacturing. Signal pole shall have such a length required by

local conditions that the levels described in RV, section 9.1,

(2) for the mounting of the signal head can be met. This means that a signal pole of normal length (normally 2,6 m) shall allow that the lower edge of the lower focal aperture of the signal head is mounted at least 2,3 m above the road surface. Tall pole (normally 4,8 m) means that corresponding mounting is 4,5 m above the road. The exterior diameter of the pole shall be 114 mm.

Signal pole shall normally be provided with a hatch opening. It shall be 450 i 10 mm high and 100 i 5 mm wide. Matching hatch cover shall be mounted with non-corrosive screw and can be provided with mounting hole for pedestrian detector (push button). The hole shall be placed, regardless if push button is

mounted on hatch or elsewhere, so that push button, when

mounted, is aligned with the connection hatch approx. 1 m above the ground level.

Hole for push button in pole or pole hatch, when push button is not mounted, shall be sealed with a metal sealing washer which at the inside is locked with a nut, a pin or similar.

Forty-eight terminal blocks minimum 4 mm2 according to Swedish

Electrotechnical Norm, SEN R360313, shall be placed in the signal pole. The terminal blocks shall be mounted on a rail for connection of in and outgoing wires. The terminal shall be protected against penetrating dirt and moisture preferably by applying a plastic foil covering the terminal from above and

from the edges.

Ventilation holes shall be provided below the connection area and shall be so designed that the requirement for housing class

(36)

APPENDIX 2

For protective grounding in the metal of the pole, a clamp for

1,5 - 6 mm2 according to Swedish Electrotechnical Norm, SEN

300718, or a ground screw with cable shoe shall be mounted.

Material. Steel corresponding to quality 1311 thickness 3,6-4,0

mm or other suitable material.

Surface treatment. Steel pole shall be hot-galvanized minimum according to Swedish Mechanical Standardisation, SMS 2950,

galvanization class A (or corresponding). Pole of other material

than steel shall be painted with white gray or yellow paint

according to RV, section 9.4.5 (2).

Mbunting. When mounting a signal pole, the fastening device for a pre-manufactured foundation must not be locked until mounting and alignment of signals and push button boxes have been accomplished.

Installations in poles. Internal wire must not be jointed. Joint of external wire may only be made in a connection box.

Before installation of the internal wire it shall be checked

that sharp edges have been removed.

The instructions from the cable manufacturer regarding allowed tractive efforts and minimum curve radius shall be followed.

Further, it shall be carefully checked that loops, which can

damage the wires, do not arise.

At lead ins the wire shall be protected against mechanical wearing according to Regulations from the National Energy Board,

(37)

At external mounting the wire shall be attached with corrosion resistant clamps and be provided with mechanic protection according to Regulations from the National Energy Board,

STEV-FS.

Pole manufactured in conductive material shall be protective grounded.

Push button poles. For mounting of pedestrian detector (push button) only.

Housing class. When the pole hatch is open the equipment shall be touch protected according to minimum housing class IP 20 (SS IEC 529). When the hatch is closed the signal pole shall meet mdnimum housing class IP 44.

Separate push button pole shall be covered at the top when mounted, minimum housing class IP 44.

REFERENCES

l. Helmers, G., Nilsson, B. and Werner, G. (1984): Visibility of traffic signals (In Swedish). Final report.

VTI-meddelan-de 394, Swedish Road and Traffic Research Institute, Linko-ping, Sweden.

2. Trafiksakerhetsverket (1989): Regler om vagmarken och trafik

(RV). Trafiksakerhetsverkets foreskrifter om trafiksignaler, material (TSVFS 1989:62), Trafiksakerhetsverket , Borlange,

(38)

References

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