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Copy Part1

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lucian_matei_2
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Pa Xe Phase Saturation flow—average rate of flow past the stop line over that portion of the green period during which there is a queue, but ignoring the first few seconds of green whilst the rate of discharge is increasing 5 = 160 w for w between 18 ft and 60 ft, For w between 10 and 17 ft see ‘Estimation of saturation flow’ Width of approach at the stop line—measured from kerb to inside of pedestrian refuge or centre line, whichever is the nearer, or to inside of central reserve in the case of a dual carriageway. For approaches of non-constant width (e.g. flares, bell-shapes) w refers to the effective width (See ‘Estimation of saturation flow’) Degree of saturation—ratio of the flow to the maximum flow which can be passed through the intersection from the particular approach 4 Degree of saturation when the cycle time and green optimem values ar ity ‘Maximum ratio of flow to saturation flow for a given phase Summation forthe whole intersection of the y values correspond ‘to each phase a — Y= ly Proportion of the eycle which is effectively green fora particular phase A phase is the sequence of conditions applied to one or more streams of traffic which, during the cycle, receive simultaneous identical signal indications APPENDIX 2 ‘TAILOR-MADE LINKED SIGNAL SYSTEMS ‘The term ‘izilor-made’ has been used for the linking systems described in this ‘Appendix because of the extensive variety of links and linking combinations available to meet differing traffic requirements. It follows, therefore, that ‘wherever linking is contemplated a careful assessment of traffic needs is essential if the most effective linking arrangement is to be selected. Linking is generally employed either to facilitate movement of trafic through two or more junctions (forward linking), or to prevent the build-up of a queue at one junction from interfering with the preceding junction (backward linking). In either case it is unusual for any two or more junctions which are linked together to be of equal importance; generally one junction will be of greater importance and this becomes the ‘key’ intersection—it originates the linking pulses which are fed to the ‘controlled’ intersection(s). Where several junctions are linked together it is not essential for all controlled intersections to be linked irectly to the key intersection. A controlled intersection from the key inter- section may itself be the controlling intersection for a third intersection, thus giving a form of cascade control through the system. Provided the intersections along a route are in decreasing order of importance a cascade control using the first intersection as key may offer advantages, but where, say, the third inter- section along the route from the key intersection is more important than the ‘second, it will generally be advisable to control both directly from the key intersection. Special forms of linking are available for the unusual situation of linking between intersections of equal importan In order to facilitate consideration of the various links available, they have been numbered and also divided into three groups. Groups T and II are con- cerned with linking between junctions of unequal importance and Group III ‘with linking between junctions of equal importance. In Group I, the pulses from the key intersection influence the controlled intersection immediately, and these links are generally suitable either where intersections are close together (50 that vehicle transit time between intersections does not have to be taken into account) or where the purpose of the link is to prevent build-up of queues between the intersections. In Group Il, the facilites are similar except that the pulses from the key intersection are delayed before they influence the controlled intersection: the delay may correspond to vehicle transit time, to provide progression, or with the period required to fill a reservoir space between inter- sections. Group I—No delay links Facility No. Description Commencement of a particular phase at the key inter- section causes a demand for a selected phase at the con~ trolled intersection, and, in addition, detector operations lak 81 1, Detector

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