List of CONTENTS

List Of Content List Of Figures 1 2

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Automatic traffic light switching Different technologies being used in Traffic Lights Control optics and lighting programmable visibility signals conventional lighting systems light design Traffic Controller System Circuit for Traffic Light Controller Pros & Cons of Traffic Light Control System disadvantages of current traffic light control systems advantages of current traffic light control systems Future of traffic light switching control system References

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List of Figures
Figure 1: Circuit of automatic street lights Figure 2: Pin diagram of IC-4017 Figure 3: Pin diagram of 555 timers Figure 4: Solar charged movable traffic lights Figure 5: Solar charged traffic signal 10 11 13 15 15

1. AUTOMATIC TRAFFIC LIGHT SWITCHING

Traffic lights, which may also be known as stoplights, traffic lamps, traffic signals, signal lights, robots or semaphores, are signalling devices positioned at road intersections, pedestrian crossings and other locations to control competing flows of traffic. Traffic lights were first installed in 1868 in London, England, and are today used in almost every city of the world. Traffic lights alternate the right of way accorded to road users by displaying lights of a standard color (red, yellow/amber, and green) following a universal color code (and a precise sequence to enable comprehension by those who are color blind). In the typical sequence of color phases: Illumination of the green light allows traffic to proceed in the direction denoted, if it is safe to do so Illumination of the orange/amber light denoting prepare to stop short of the intersection , if it is safe to do so Illumination of the red signal prohibits any traffic from proceeding Usually, the red light contains some orange in its hue, and the green light contains some blue, for the benefit of people with red-green color blindness. Traffic lights have the light sets, which emit colored light to "control" traffic. Additionally, there is support equipment that includes programmable logic controllers, or PLCs and sensors in the street. Let's take an intersection with two lanes of traffic in each direction on both roads. We'll include a left turn lane in all directions, too. Ready to look at how things work? Then let's do that by starting with the sensors. The sensors are basically coils of wire (inductors) below the pavement. A vehicle that passes over one will cause a change in the inductance of the coil. The controlling circuits will sense this and know a vehicle has passed over it. All the lanes will generally have these coils buried in the street near the intersection. Let's move on to the lights. The lights, the red, yellow and green ones, simply respond to programmed instructions. These include a combination of timing and sensor data. The timing is set by traffic engineers who use traffic data to "dial in" the controls. When enough time has passed, as set, the light will change to stop traffic along one street and allow traffic on the other street to proceed. If a vehicle passes over the sensor in the turn lane, that traffic is given a chance to cross at the beginning (or end) of flow in that direction on that street. If no traffic has crossed the sensor, that traffic lane will be ignored.

In cases where a "minor street" meets a "major street" and the hour is late, the timing circuit might be "paused" to allow a constant green on the major street unless a vehicle is sensed on the minor street. Different combinations of traffic flow can be accommodated by considered programming of the controllers. One instance of this is to set up a "cascade" of green lights for traffic moving along a long street with a lot of lights. If a driver maintains a "regular" speed and traffic isn't exceptionally heavy, the driver will see the signals turning green as he approaches them. Other variations are possible, as any driver experienced in an urban setting can explain.

2. DIFFERENT TECHNOLOGY BEING USED IN TRAFFIC LIGHT CONTROL

OPTICS AND LIGHTING
Traditionally, incandescent and halogen bulbs were used. Because of the low efficiency of light output and a single point of failure (filament burnout) municipalities are increasingly retrofitting traffic signals with LED arrays that consume less power, have increased light output, last significantly longer, and in the event of an individual LED failure, still operate albeit with a reduced light output. With the use of optics, the light pattern of an LED array can be comparable to the pattern of an incandescent or halogen bulb. The low energy consumption of LED lights can pose a driving risk in some areas during winter. Unlike incandescent and halogen bulbs, which generally get hot enough to melt away any snow that may settle on individual lights, LED displays using only a fraction of the energy remain too cool for this to happen

PROGRAMMABLE VISIBILITY SIGNALS

Signals such as the 3M High Visibility Signal and McCain Programmable Visibility signal utilize lightdiffusing optics and a powerful fresnel lens to create the signal indication. Lit via a powerful 150W PAR46 sealed-beam lamp, the light from the lamp in these "programmable visibility" signals passes through a set of two glass lenses at the back of the signal. The first lens, a frosted glass diffusing lens, diffuses the light into a uniform ball of light around five inches in diameter. The light then passes through a nearly identical lens known as an optical limiter (3M's definition of the lens itself), also known as a "programming lens", also five inches in diameter. Using a special aluminum foil-based adhesive tape, these signals are "masked" or programmed via the programming lens so that only certain lanes of traffic will view the indication. At the front of these programmable visibility signals is a 12" fresnel lens, each lens tinted to meet United States Institute of Transportation Engineers (ITE) chromaticity and luminance standards. The fresnel lens (3M utilized a square lens masked to create a ball indication, McCain used a circular lens itself) focuses or concentrates the light output created by the lamp, and creates a uniform display of light for the lane in which it is intended. These signals were first developed by the 3M Company in the late 1960s, and were wildly popular in the late 1970s as traffic density increased. In addition to being positioned and mounted for desired visibility for their respective traffic, some traffic lights are also aimed, louvered, or shaded to minimize mis-interpretation from other lanes. For example, 5

a Fresnel lens on an adjacent through-lane signal may be aimed to prevent left-turning traffic from anticipating its own green arrow. One example of the Fresnel lens application common in the USA is the 3M Model 131 traffic signal (dubbed the "Programmed Visibility" signal). Although 3M has recently discontinued the M-131, it became a popular traffic signal for skewed or complex intersections. Today, McCain Traffic Systems (a traffic signal manufacturing company based in Vista, California) is the only U.S.-based manufacturer producing true "programmable visibility" traffic signals. In addition to aiming, Fresnel lenses, and louvers, visors and back panels are also useful in areas where sunlight would diminish the contrast and visibility of a signal face. Typical applications for these signals were skewed intersections, specific multi-lane control, left-turn pocket signals or other areas where complex traffic situations existed.

CONVENTIONAL LIGHTING SYSTEMS

Conventional traffic signal lighting, still common in some areas, utilizes a standard light bulb. Typically, a 67 watt, 69 watt, or 115 watt medium-base (household lamp in the US) light bulb provides the illumination. Light then bounces off a mirrored glass or polished aluminium reflector bowl, and out through a polycarbonate plastic or glass signal lens. In some signals, these lenses were cut to include a specific refracting pattern. Crouse-Hinds is one notable company for this practice. In the 1930s throughout the 1950s, they utilized a beaded prismatic lens with a "smiley" pattern embossed into the bottom of each lens.

LIGHT DESIGN
In the United States, traffic lights are currently designed with lights approximately 12 inches (300 mm) in diameter. Previously the standard had been 8 inches (200 mm), however those are slowly being phased out in favor of the larger and more visible 12 inch lights. Variations used have also included a hybrid design, which had one or more 12 inch lights along with one or more lights of 8 inches (200 mm) on the same light. For example, these "12-8-8" (along with 8-8-8) lights are standard in most jurisdictions in Ontario, Manitoba, and British Columbia (that, is, the red light is 12 and others 8, making the red more prominent). In the United Kingdom, 12 inch lights were implemented only with Mellor Design Signal heads designed by David Mellor. These were designed for symbolic optics to compensate for the light loss caused by the symbol. With the invention of anti-phantom, highly visible SIRA lenses, lights of 8 inches (200 mm) could be designed to give the same output as plain lenses, so a larger surface area was unnecessary. Consequently lights of 12 inches (300 mm) are no longer approved for use in the UK and all lights installed on new installations have to be 200 millimetres (8 in) in accordance with TSRGD 6

(Traffic Signs Regulations and General Directions). Exemptions are made for temporary or replacement signals.

TECHNOLOGICAL ADVANCEMENTS
With technologies in developed countries continuing to advance, there is now an increasing move to develop and implement smart traffic lights on the roads. These are basically more intelligent systems that try to communicate with cars to alert drivers of impeding light changes and reduce motorists' waiting time considerably. Trials are currently being conducted for the implementation of these advanced traffic lights but there are still many hurdles to widespread use that need to be addressed; one of which is the fact that not a lot of cars yet have the required systems to communicate intelligently with these lights.

3. TRAFFIC CONTROLLER SYSTEM

A traffic signal is typically controlled by a controller inside a cabinet mounted on a concrete pad. Although some electro-mechanical controllers are still in use modern traffic controllers are solid state. The cabinet typically contains a power panel, to distribute electrical power in the cabinet; a detector interface panel, to connect to loop detectors and other detectors; detector amplifiers; the controller itself; a conflict monitor unit; flash transfer relays; a police panel, to allow the police to disable the signal; and other components. In the United States, controllers are standardized by the NEMA, which sets standards for connectors, operating limits, and intervals. The TS-1 standard was introduced in 1976 for the first generation of solid-state controllers. Traffic controllers use the concept of phases, which are directions of movement grouped together. For instance, a simple intersection may have two phases: North/South, and East/West. A 4-way intersection with independent control for each direction and each left-turn, will have eight phases. Controllers also use rings; each ring is an array of independent timing sequences. For example, with a dual-ring controller, opposing left-turn arrows may turn red independently, depending on the amount of traffic. Thus, a typical controller is an 8-phase, dual ring control. Solid state controllers are required to have an independent conflict monitor unit (CMU), which ensures fail-safe operation. The CMU monitors the outputs of the controller, and if a fault is detected, the CMU uses the flash transfer relays to put the intersection to FLASH, with all red lights flashing, rather than displaying a potentially hazardous combination of signals. The CMU is programmed with the allowable combinations of lights, and will detect if the controller gives conflicting directions a green signal, for instance. In the late 1990s, a national standardization effort known as the Advanced transportation controller (ATC) was undertaken in the United States by the Institute of Transportation Engineers. The project attempts to create a single national standard for traffic light controllers. The standardization effort is part of the National Intelligent transportation system program funded by various highway bills, starting with ISTEA in 1991, followed by TEA-21, and subsequent bills. The controllers will communicate using National Transportation Communications for ITS Protocol (NTCIP), based on Internet Protocol,ISO/OSI, and ASN.1.

Traffic lights must be instructed when to change phase and they are usually coordinated so that the phase changes occur in some relationship to other nearby signals or to the press of a pedestrian button or to the action of a timer or a number of other inputs.

4. CIRCUIT FOR AUTOMATIC TRAFFIC LIGHT

This project operates red, amber and green LEDs in the correct sequence for a single UK traffic light. The time taken for the complete red - red & amber - green - amber sequence can be varied from about 7s to about 2 minutes by adjusting the 1M preset. Some amber LEDs emit light that is almost red so you may prefer to use a yellow LED. The 555 astable circuit provides clock pulses for the 4017 counter which has ten outputs (Q0 to Q9). Each output becomes high in turn as the clock pulses are received. Appropriate outputs are combined with diodes to supply the amber and green LEDs. The red LED is connected to the 10 output which is high for the first 5 counts (Q0-Q4 high), this saves using 5 diodes for red and simplifies the circuit.

Figure1 PARTS REQUIRED resistors: 470 3, 22k, 100k capacitors: 0.1F, 1F 16V radial, 10F 16V radial diodes: 1N4148 6 LEDs: red, amber (or yellow), green 1M preset, horizontal 555 timer IC, such as NE555 4017 counter IC DIL sockets for ICs: 8-pin, 16-pin on/off switch battery clip for 9V PP3 stripboard: 20 rows 21 holes 10

4017 DECADE COUNTER (1-OF-10)

The count advances as the clock input becomes high (on the rising-edge). Each output Q0-Q9 goes high in turn as counting advances. For some functions (such as flash sequences) outputs may be combined using diodes. The reset input should be low (0V) for normal operation (counting 0-9). When high it resets the count to zero (Q0 high). This can be done manually with a switch between reset and +Vs and a 10k resistor between reset and 0V. Counting to less than 9 is achieved by connecting the relevant output (Q0-Q9) to reset, for example to count 0,1,2,3 connect Q4 to reset. The disable input should be low (0V) for normal operation. When high it disables counting so that clock pulses are ignored and the count is kept constant. Figure 2

The 10 output is high for counts 0-4 and low for 5-9, so it provides an output at 1/10 of the clock frequency. It can be used to drive the clock input of another 4017 (to count the tens).

555 AND 556 TIMER CIRCUITS

The 8-pin 555 timer must be one of the most useful ICs ever made and it is used in many projects. With just a few external components it can be used to build many circuits, not all of them involve timing! A popular version is the NE555 and this is suitable in most cases where a '555 timer' is specified. The 556 is a dual version of the 555 housed in a 14-pin package, the two timers (A and B) share the same power supply pins. The circuit diagrams on this page show a 555, but they could all be adapted to use one half of a 556. Low power versions of the 555 are made, such as the ICM7555, but these should only be used when specified (to increase battery life) because their maximum output current of about 20mA (with a 9V supply) is too low for many standard 555 circuits. The ICM7555 has the same pin arrangement as a standard 555. The circuit symbol for a 555 (and 556) is a box with the pins arranged to suit the circuit diagram: for example 555 pin 8 at the top for the +Vs supply, 555 pin 3 output on the right. Usually just the pin numbers are used and they are not labelled with their function.

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The 555 and 556 can be used with a supply voltage (Vs) in the range 4.5 to 15V (18V absolute maximum). Standard 555 and 556 ICs create a significant 'glitch' on the supply when their output changes state. This is rarely a problem in simple circuits with no other ICs, but in more complex circuits a smoothing capacitor (eg 100F) should be connected across the +Vs and 0V supply near the 555 or 556.

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5.1 DISADVANTAGES OF CURRRENT TRAFFIC LIGHT CONTROL SYSTEMS

Figure 3 The traffic jams are the common problem in most of the city in the world. The one of the main cause of this problem is accident. To find the way to maximize the traffic flow smoothly can reduce the numbers of the accident and can reduce the people time in road. The government has carried out a few rules to overcome this problem. Beside take the punishment to all the traffic offenders, the traffic lights have been made at the location that high risk in accident. However, increasing the numbers traffic lightshave contributed some contra issues/problems: Traffic light cause the heavy traffic jams Increasing the number of vehicle in road, have cause the heavy traffic jams. This happened usually at the main junctions commonly at the morning, before office hour and at the evening, after the office hour. The main effect of this matter is increasing time wasting of the people at the road. No traffic, but the road user still need to wait The traffic light has contributed more wasting time people at road. At the certain junction, sometime there have no traffic. But because the traffic light still red, the road users should wait until the light turn to green. If they run the red light, unfortunately they maybe should pay the fine about RM 300. Emergency car stuck in traffic jam usually, during traffic jam, the emergency vehicle, such as ambulance, fire brigade and police will be stuck especially at the traffic light junction. This is because the road users waiting for the traffic light turn to green. This is very critical problem because it can prevent the emergency case become complicated and involving life. 13

5.2 ADVANTAGES OF CURRRENT TRAFFIC LIGHT CONTROL SYSTEMS

Our new design has many attractive features. Among others, the following are the most prominent points: Simplicity and ease of installation: as has been shown in the previous section, our proposed design consists completely of low cost off-the-shelf components. The connections are straightforward and do not require professional skills, to compare with one of the most popular products in the market, the OpticomTM Infra red traffic light preemption system of the Global Traffic Technologies, LLC (GTT). The OpticomTM infra red system consists of many components, mainly the OpticomTM 792 Emitter and the OpticomTM 721 Detector. The Emitter must be mounted on top of the emergency vehicle with the required housing. The detector must be fixed on top of the traffic light on a place that can be clearly seen by the emergency vehicle. Installation and maintenance requires closing the street and using a winch. On the other hand, our proposed design can be simply hidden inside the traffic light controller as it occupies a small area, with very short cables. It can be easily replaced and maintained. Does not require line of sight and not affected by weather: unlike the state-of the- art designs, our proposed approach does not require line of sight to operate. This feature allows the emergency vehicle to preempt any traffic light even if it is hidden by a building, a tree, etc., or being behind a curve. Moreover, the proposed design is to a great extent not affected by weather conditions, The Opticom TM system on the other hand is based on the infra red technology that requires line of sight Cost Effectiveness: as mentioned in the previous section, our proposed design consists of lowcost off-the-shelf components. The OpticomTM system on the other hand is at least two to three orders of magnitude more expensive. Convenience: our proposed system is very convenient for use by the emergency vehicle driver, who just needs to call the correct number.shows how the numbers can be saved on the drivers mobile phone. This example illustrates that the traffic light that lies on the intersection of the Mountain Street with the Lake Avenue can be accessed from any of the four directions. If coming from north to south for example, the emergency vehicle driver calls Mountain Lake NS to preempt the traffic light. This does not interrupt the emergency vehicle driver since in most of the cases, he or she has a companion, to whom this job can be handed. 14

Security: as mentioned in the previous section, it is not enough to know the mobile numbers of the traffic light in order to preempt it; a security code is also required. The numbers as well as the security codes are both unknown to the public.

Figure 4

Figure 5

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6 FUTURE OF TRAFFIC LIGHT SWITCHING CONTROL SYSTEM

Mandatory Traffic Signs
We are listed at the apex amidst the list of prime Mandatory Traffic Signs Manufacturers, Exporters and Suppliers based in India. We provide Mandatory Traffic Signs that are erected at roadside providing relevant information to the passerby. We provide these Mandatory Traffic Signs in different signs and pictures, etc. We manufacture Mandatory Traffic Signs in accordance with Motor Vehicles Act 1988.

Photoluminescent Signs
We are engaged in Manufacturing, Exporting and Supplying of Photoluminescent Signs in the international markets. Made from high grade materials, these Photoluminescent Signs have long sustainable luminance. At the time of black outs and power failure these Photoluminescent Signs indicate workers of danger. Also, clients can avail Photoluminescent Signs at reasonable rates from us.

Reflective Road Signs

We are engaged in offering Reflective Road Signs in the global markets. The Reflective Road Signs offered by us are made as per international standards using superior quality reflective material. We make use of high grade screen cut outs for displaying symbols, messages, lettering and borders, etc. These Reflective Road Signs assures one about their safety on the roads. We provide Reflective Road Signs in different shapes and sizes meeting diverse requirements of the clients.

Solar Traffic Signs

We are reckoned as a prime Solar Traffic Signs Manufacturer, Exporter and Supplier based in India. The Solar Traffic Signs offered by us are provided for advanced warning systems and various other traffic management applications. These are energy conserving Solar Traffic Signs making use of solar energy rather than electricity. We provide Solar Traffic Signs in various colors suiting diverse industrial applications.

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REFERENCES
www.vegakitsindia.com www.trafficlightsindia.com www.delhitraffficpolice.gov.in www.stateworksdept.gov.in www.ehow.com

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