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Traffic Control and Analysis at Signalized Intersections

This document provides an overview of key concepts related to traffic control and analysis at signalized intersections. It defines common terminology used in signalized intersection design like cycle length, phase, saturation flow rate, lost time, effective green time, capacity, and level of service. It also describes different modes of signal operation and how to calculate control delay and determine the level of service using the Highway Capacity Manual method.

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Nandar Wady Aung
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448 views

Traffic Control and Analysis at Signalized Intersections

This document provides an overview of key concepts related to traffic control and analysis at signalized intersections. It defines common terminology used in signalized intersection design like cycle length, phase, saturation flow rate, lost time, effective green time, capacity, and level of service. It also describes different modes of signal operation and how to calculate control delay and determine the level of service using the Highway Capacity Manual method.

Uploaded by

Nandar Wady Aung
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPTX, PDF, TXT or read online on Scribd
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Chapter 7

Traffic Control and Analysis at Signalized


Intersections

Presented by
Daw Nandar Wady Aung
Demonstrator
Civil Engineering Department
Technological University (Kyaukse)
Intersection And Signal Control
Characteristics

• An intersection is an at-grade crossing of two


or more roadways.
• The roadways entering the intersection are
segmented into approaches, which are defined
by lane groups (groups of one or more lanes).
• These lane groups are usually based on the
allowed movements (left, through, right)
within each lane.
Figure 7.1 Typical signalized intersection elements
Terminology of Traffic Signal Controls
Indication

 illumination of signal lenses (greens, yellows, reds) indicating


an allowed or prohibited traffic movement.

Interval

 time during which all signal indications (greens, yellows, reds)


remain the same for all approaches.

Cycle ( C )

 One complete sequence (for all approaches) of signal


indications (greens, yellows, reds).
Green time (G)

 The “go” indication for a particular movement or set


of movements.

Yellow time (Y)

 It alerts drivers that the signal indication is about to


change from green to red.

Red time (R)

 The “Stop” indication for a particular movement or


set of movements.
All-red time (AR)

 all approaches have a red indication


 referred to as the clearance interval

Phase

 The sum of the displayed green, yellow, and red times for a
movement or combination of movements that receive the
right of way simultaneously during the cycle.

Cycle Length

 The sum of the phase lengths (in seconds).


Protected movement

 That has the right-of-way


 Does not need to yield to conflicting movements,
such as opposing vehicle traffic or pedestrians.

Permitted movement

 that must yield to opposing traffic flow or a


conflicting pedestrian movement.
Modes of Operation
Pretimed
 signal timing is fixed over specified time periods
 does not change in response to changes in traffic flow

Semi-actuated
 vehicles are detected (by video, pavement-embedded
inductance loop detectors, etc.) at minor approaches.
 usually found where minor street intersects a major
streets

Fully actuated
 all of the approaches has detectors
 Green time allocated based on vehicle detection.
Traffic Flow Fundamentals For Signalized
Intersections
•Saturation
  Flow Rate
The maximum hourly volume that can pass through
an intersection, were allocated constant green over the
course of an hour.
s=
where
s = saturation flow rate in veh/h,
h = saturation headway in s/veh,
3600 = number of seconds per hour

* maximum saturation flow rate (base saturation flow rate)


=1900 passenger cars per hour per lane (pc/h/ln) at signalized
intersections
Lost Time

Start-up lost time (tsl)


Signal indication turns from red to green and
vehicles do not instantly move at the saturation flow
rate

Clearance lost time (tcl)


later portion of the yellow phase + all red phase

Total Lost Time (tL)


tL = tsl + tcl
Effective Green Time

Amount of time available to be used at a rate of one


vehicle every h seconds

g=G + Y +AR-tL

where
g = effective green time (s)
G = displayed green time (s)
Y = displayed yellow time (s)
AR = displayed all-red time (s)
tL= total lost time during a cycle (s)
Green Ratio

Ratio of effective green time to cycle length for a


particular movement

ci=si(gi/C)

ci=capacity of lanes serving movement i, vph


C=Signal cycle length, sec
si=saturation flow rate for movement i, sec
gi=effective green time for movement i,sec
Effective red time

The time during which a traffic movement is not


effectively utilizing the intersection.

r = R +tL (or ) r = C-g

where,
r = effective red time (s)
R = displayed red time (s)
tL = total lost time (s)
C = cycle length (s)
Capacity

Accounts for the hourly volume that can be


accommodated on an intersection approach.

c = s × g/C

where,
c = capacity in veh/h,
s = saturation flow rate in veh/h
g/C = ratio of effective green time to cycle length
Pedestrian Crossing Time
•   The minimum pedestrian green time is given by
Gp= 3.2 + + 0.27 Nped for WE ≤ 10 ft
Gp= 3.2 + + ( 2.7 ) for WE > 10 ft
where,
Gp = minimum pedestrian green time (s),
3.2 = pedestrian start-up time (s),
L = crosswalk length (ft),
Sp = walking speed of pedestrians, usually taken as 3.5 ft/s,
Nped = number of pedestrians crossing during an interval,
WE = effective crosswalk width (ft)
Control Delay Calculation for Level of Service Analysis

In the HCM, Control delay has been chosen as performance


measure for signalized intersection.

d = d1+d2+d3 d =average signal delay per vehicle (s)


d1 = uniform delay per vehicle (s)
d2 = random delay per vehicle (s)
d3 = initial queue delay per vehicle (s)

d1=(0.5C (1-(g/C))2 )/(1-min(1,X)(g/C)


d2= 900T ((X-1)+SQRT((X-1)2+((8klX)/(cT)))
d3=(1800Qb(1+u)t)/(cT)
X= v/c ratio for lane group
T=duration of analysis period (h)
k= delay adjustment factor (0.5 for pretime
signal)
Level of Service

 Level-of-service for signalized intersections is defined in


terms of average stopped delay per vehicle.
 The correspondence between Level of Service (LOS) and
control delays is specified in the HCM 2000.
Table- Level of Service, Travel Delay
(sec/veh) Level of
Delay(sec/veh)
Service(LOS)
≤10 A
10~20 B
20~35 C
35~55 D
55~80 E
>80 F
Reference

• FRED L. MANNERING. SCOTT S. WASHBURN ( 5thed ),


Principles of Highway Engineering and Traffic Analysis

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