Analysis of Signalized Intersections

Analysis of Signalized Intersections
What is Intersection analysis

Inverse application of the signal timing
design
In signal timing design, green times
are estimated to provide necessary
capacity
In intersection analysis, signal timing
is known and used to estimate the
existing capacity
2
Two methods
Critical Movement Approach
Apply adjustment factors to the
demand volume
HCM Methodology
Saturation flow rates are reduced to
reflect non-ideal prevailing conditions
Steps for Critical Movement

Approach
1.
2.
3.
4.
Identify the lane geometry and use

Identify hourly demand volumes
Specify the signal timing
Convert demand volumes to equivalent passenger-car
Volumes
5. Convert passenger-car equivalents to through-car
equivalents
6. Convert Through-car equivalents under prevailing
conditions to though-car equivalents under ideal conditions
7. Assign lane flow rates
8. Find critical-lane flows
9. Determine capacity and v/c ratios
10. Determine delay and level of service
4

1.
2.
3.
4.
5.
6.
Proportion of heavy vehicles

Proportion of local buses
Lane widths
Approach grade
Parking conditions on approach
Pedestrian interference levels

1.
2.
3.
4.
5.
6.
Proportion of heavy vehicles

Proportion of local buses
Lane widths
Approach grade
Parking conditions on approach
Pedestrian interference levels
Identify signal timings
g = G + y + ar l1 l2
g Effective green time
G Actual green time
y Actual yellow time
ar Actual all-red time
l1 Start-up lost time
l2 Clearance lost time
7
Convert Demand Volume to

Equivalent Passenger Car Volume
=
V pc VPHV EHV + VPLB ELB + V (1 PHV PLB )
Passenger-car Equivalents for

Local Buses (Stop in Travel Lane)
Passenger-car Equivalents for Local

Buses (Stop in Parking Lane)
10
Convert Passenger-Car Equivalent

to Through-Car Equivalent
Left Turn Vehicles
Protected left turns = 1.05

Permitted depends on opposing flow and
number of opposing lanes
Right Turn Vehicles
Depends on the pedestrian volume in

conflicting crosswalk
11
Through Car Equivalent for

Left-Turning Vehicles
12
Through Car Equivalent for

Right-Turning Vehicles
13
Though-car equivalents under ideal

conditions
Vtcu
v=
PHF * f w * f g * f p * f LU
Adjustment factor for:
Lane width
Grade
Parking
Lane utilization
14
Lane Width Adjustment
15
Grade Adjustment
16
Parking Adjustment
17
Lane Utilization Adjustment
18
Assign Lane Flow Rates

Where a separate LT lane exist, assign all LT
tcus to this lane group. If more than one
lane exists, divide the tcu/h equally among
the lanes
Where a separate RT lane exist, assign all RT
tcus to this lane group. If more than one
lane exists, divide the tcu/h equally among
the lanes
For all mixed lane group(LT/TH/RH, LT/TH,
TH/RT)divide the total tcu/h equally among
all lanes, except that all LT tcus must be in
the LH lane and all RT tcus in RH lane
19
Find Critical Lane Flow Rates for Each

Signal Phase
From A1 to A3
Ring 1 148+420=568
Ring 2 203+330=533
Maximum = 568
From B1 to B3
Ring 1 120+380=500
Ring 2 220+250=570
Maximum = 570
1138
20
Capacity and v/c Ratio
ci = 1900( gi / C )
n
cSUM = 1900( gi / C )
X i = vi / ci
n
i =1
X c = vi / ci
i =1
From A1 to A3
Ring 1 148+420=568
Ring 2 203+330=533
Maximum = 568
From B1 to B3
Ring 1 120+380=500
Ring 2 220+250=570
Maximum = 570
1138
21
Delay and Level of Service
=
di d1i * PF + d 2i
di Approach delay for lane group i
d1i Uniform delay for lane group I
d 2i Overflow plus random delay for lane
PF
group i
Progression adjustment factor
22
Uniform Delay and Overflow delay

Uniform Delay:
0.5C[1 ( gi / C )]
d1i =
1 [min(1, X i ) *( gi / C )]
2
Overflow Delay:
16 X i
=
d 2i 225[( X i 1) + ( X i 1) +
]
ci N i
2
23
Progression Factor
24
Level of Service
25
Example
26
Step 1 and 2: Geometry and

volume
27
Step 3:Signal Phase
28
Step 4: Conversions to
Equivalent Passenger Car Flow
EB Through movement
1100 veh/h, 10% heavy vehicle and 20
buses/hour
Heavy=1100*10%*2.0=220
Bus=20*3.1=62
Passenger_car=1100*(1-10%)-20=970
Total=Heavy+Bus+Passenger_car=1252
29
Step 4: Conversions to
Through-Car Equivalent
EB left turn
Protected, equivalent=1.05
NB left turn
One-way street, No conflicting through

Go through pedestrian crosswalk
Pedestrian volume 100 ped/h
Treated like right turn, equivalent=1.21
30
Step 5: Conversions to Equivalent

Under Ideal Condition
No parking, fp=1.0
EB lane width is 11 feet, fw=0.97
EB Through has two lanes f=0.952
31
Step 6: Assign Flow to Lanes

WB approach
183 tch/h for right turn and 1242 for
through
Total 1424 uniformly split between two
lanes
Leftmost lane 712 through only
Rightmost lane carries 183 right turn and
1241-712=529 through
33
Step 6: Assign Flow to Lanes
34
Step 7: Critical Volume
35
Step 8: Capacity and v/c ratio
36
Step 8: Capacity and v/c ratio
37
Step 9: Delay and LOS

Uniform Delay:
38

Overflow Delay:
39

Total Delay = d1*PF+d2:
40
Steps for HCM Approach

1. Input data
2. Define movement groups and adjusted flow rate
3. compute lane group flow rate
4. input or compute phase duration
5. Compute capacity
6. Compute delays and LOS
41
42
Step 2: Movement and lane groups
43
Step 3: Estimating the Saturation Flow
s = s0 Nf w f HV f g f p fbb f a f LU f RT f LT f Rpb f Lpb

Adjustment factors include:
Lane width
Heavy vehicles
Grade
Parking
Local bus blockage
Area type
Pedestrian/bicycle interference
44
Adjustment for Lane Width
f w = 0.96 Lanes width less than 10 ft
f w = 1.0
f w = 1.04
Lane width between 10 and 12.9 ft

Lane width larger than 12.9 ft
45
Adjustment for Heavy Vehicles
f w = 0.96 Lanes width less than 10 ft
f w = 1.0
f w = 1.04
Lane width between 10 and 12.9 ft

Lane width larger than 12.9 ft
46
Adjustment for Grade
f g = 1 G / 200
G
Grade in %
47
Adjustment for Parking
18 N m
=
P 0.9 (
)
3600
fp
( N 1) + P
fp =
N
18 N m
N 0.1 (
)
3600 0.05
N
48
Adjustment for Local Bus Blockage
14.4 N B
)
=
B 1.0 (
3600
fp
( N 1) + B
f bb =
N
14.4 N B
N (
)
3600 0.05
N
49
Adjustment for Type of Area
CBD location:
f a = 0.9
Other location:
f a = 1.0
50
Adjustment for Lane Utilization
f LU =
vg
vg1
vg
vg1 N
Demand flow rate for the lane group

Demand flow rate for highest lane volume
Number of lanes in the lane group
51
Adjustment for Protected Turns
f RT = 0.85
For exclusive RT lane
f LT = 0.95
For protected LT lane
52
Adjustment for Pedestrian and

Bicycle Interference with Turns
Estimate Pedestrian Flow Rate During Green Phase
Estimate the Average Pedestrian Occupancy in the Conflict
Zone
Estimate the Bicycle Flow Rate During the Green Phase
Estimate the Average Bicycle Occupancy in the Conflict
Zone
Estimate the Conflict Zone Occupancy
Estimate the Unblocked Portion of the Phase
Determine Adjustment Factors
53
Step 4: Determine Lane Group

Capacities and v/c Ratios
Capacity of a lane group
ci = si ( gi / C )
v/c ratio of a lane group
vi ( v / s )i
X=
=
i
ci ( g / C )i
Critical v/c ratio for intersection
X C min
Cmax
)
= ( v / s ) ci * (
Cmax L
i
54
Step 5: Critical Lane Group

Identification
55
Step 6: Estimate Delay and LOS
d = d1 + d 2 + d 3
d1
Uniform Delay
d2
Incremental Delay
d3
Additional Delay Per Vehicle Due to Queue

56
Step 6: Estimate Delay and LOS
0.5C[1 ( g / C )]
d1 =
1 [min(1, X ) * ( g / C )]
2
8kIX
d=
900T + [( X 1) + ( X 1) + (
)]
2
cT
2
d3
3600 Qb + Qe Qeo Q Q
Q
(t
+
)
vT
2
2c
2c
2
e
2
eo
2
b
57
Step 6: Aggregate Delay
d v
=
v
i i
dA
d v
=
v
A A
dI
58
Step 7: Interpret the Results
v/c ratios X for every lane group

Critical v/c ratio X for the intersection
Delays and LOS for each lane group
Delays and LOS for each approach
Delays for overall intersection
59
Step 7: Interpret the Results

Scenario I:
Xc<1.0,all Xi<1.0, no capacity deficiency
Scenario II;
Xc<1.0,some Xi>1.0, reallocation of green
time needed
Scenaio III:
Xc>1.0,some or all Xi>1.0, change of phase
plan, cycle length, or physical design is needed
60
Example
61
Volume Adjustment
62
Saturation Flow Rate Estimation
63
Saturation Flow Adjustment
64
65
66
67
68
Capacity Analysis
69
Delay and LOS
70
What is the result if applying HCM to

the former Critical Movement analysis
example?
71
72

Analysis of Signalized Intersections

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Analysis of Signalized Intersections

What is Intersection analysis

Steps for Critical Movement

Identify the lane geometry and use

Identify hourly demand volumes

Proportion of heavy vehicles

Identify hourly demand volumes

Proportion of heavy vehicles

Identify signal timings

Convert Demand Volume to

Passenger-car Equivalents for

Passenger-car Equivalents for Local

Convert Passenger-Car Equivalent

Protected left turns = 1.05

Right Turn Vehicles

Depends on the pedestrian volume in

Through Car Equivalent for

Through Car Equivalent for

Though-car equivalents under ideal

Lane Width Adjustment

Lane Utilization Adjustment

Assign Lane Flow Rates

Find Critical Lane Flow Rates for Each

Capacity and v/c Ratio

Delay and Level of Service

Uniform Delay and Overflow delay

Step 1 and 2: Geometry and

Step 3:Signal Phase

One-way street, No conflicting through

Step 5: Conversions to Equivalent

Step 6: Assign Flow to Lanes

Step 6: Assign Flow to Lanes

Step 7: Critical Volume

Step 8: Capacity and v/c ratio

Step 8: Capacity and v/c ratio

Step 9: Delay and LOS

Step 9: Delay and LOS

Step 9: Delay and LOS

Steps for HCM Approach

Step 2: Movement and lane groups

Step 3: Estimating the Saturation Flow

s = s0 Nf w f HV f g f p fbb f a f LU f RT f LT f Rpb f Lpb

Adjustment for Lane Width

f w = 0.96 Lanes width less than 10 ft

Lane width between 10 and 12.9 ft

Adjustment for Heavy Vehicles

f w = 0.96 Lanes width less than 10 ft

Lane width between 10 and 12.9 ft

Adjustment for Grade

Adjustment for Parking

Adjustment for Local Bus Blockage

Adjustment for Type of Area

Adjustment for Lane Utilization

Demand flow rate for the lane group

Adjustment for Protected Turns

For exclusive RT lane

For protected LT lane

Adjustment for Pedestrian and