7 .

8 The Progression Adjustment Factor and Arrival Type 28 1

PVG = percentage of vehicles arriving on green, expressed as a proportion ,

g/C = proportion of green time available, an d
fp = supplemental adjustment factor for when the platoon arrives during the green .
(The value offp is based on arrival type, as shown in Table 7 .6 . )

It is possible for the calculated value of PF from Eq . 7.31 to exceed 1 .0 for Arriva l
Type 4 with extremely low values of g/C . As a practical matter, PF should b e
assigned a maximum value of 1 .0 for Arrival Type 4 .

Table 7.6 Progression Adjustment Factor Values

ARRIVAL TYPE (AT)

AT-1 AT-2 AT-3 AT-4 AT-5 AT- 6
Defaultf 1 .00 0 .93 1 .00 1 .15 1 .00 1 .00
Reproduced with permission of the Transportation Research Board, Highway Capacity Manual 2000 ,
Copyright, National Academy of Sciences, Washington, D .C. Exhibit 16-12, p . 16-20 .

Because direct measurements of PVG in the field are very rare, even for detaile d
operational analyses, the following equation may be used to estimate PVG.

PVG = Rp ( g t / C) (7.32)

where

Rp = platoon ratio (the value of Rp is based on arrival type as well, and default values t o
use in Eq . 7 .32 can be obtained from Table 7 .7),
C = cycle length in seconds ,
g, = effective green time for lane group i in seconds, an d
Other terms as previously defined .

Table 7 .7 Relationship Between Arrival Type and Platoon Ratio (Rp)

Arrival type Range of platoon ratio (Rp) Default value (Rp)

AT-1 < 0 .50 0 .33 3
AT-2 > 0.50 and 0.85 0.66 7
AT-3 > 0.85 and < 1 .15 1 .00 0
AT-4 > 1 .15 and < 1 .50 1 .33 3
AT-5 > 1 .50 and 2 .00 1 .66 7
AT-6 > 2 .00 2 .000
Reproduced with permission of the Transportation Research Board, Highway Capacity Manual 2000 ,
Copyright, National Academy of Sciences, Washington, D .C. Exhibit 16-11, p. 16-20 .

When an arrival type is estimated or assumed, a default value for Rp can be selected ,
which can then be used in Eq. 7 .32. The resulting PVG value from Eq. 7 .32 can b e
used in Eq. 7 .31, along with the appropriate fp value for the chosen arrival type, t o
calculate the progression adjustment factor . Note that the selection of an arrival typ e
underlies the entire procedure for calculating PF.
282 Chapter 7 Traffic Control and Analysis at Signalized Intersection s

If the PVG is actually measured in the field, then the arrival type can b e
determined directly . Equation 7 .32 can be rearranged to solve for R p and thi s
calculated value can be used with the middle column of Table 7 .7 to determin e
arrival type .

EXAMPLE 7 .18

Progression quality for through traffic arrivals at an intersection approach is characterize d

as favorable . The g/C for this movement is 0 .4 . Determine the progression adjustmen t
factor.
SOLUTION

Favorable progression quality corresponds to arrival type 4 . From Table 7 .6, a value of 1 .1 5
is obtained for fp . From Table 7 .7, a value of 1 .333 is obtained for Rp . Applying Eq . 7 .32 ,

PVG =1 .333(0 .4 )
= 0 .53 3

Applying Eq . 7 .31,

_ (1—0 .533)1 .1 5
PF,
1-(0 .4 )
= 0 .895
This result is reasonable because it is expected that favorable progression quality, or better ,
will generally result in a PF less than 1 .0, which when multiplied by d i in Eq . 7 .14 wil l
reduce the overall signal delay .

EXAMPLE 7.19

An intersection phase has an effective green time of 40 seconds . The cycle length is 12 0
seconds . A total of 85 vehicles arrived during the effective green, and a total of 200 vehicle s
arrived during the entire cycle . What is the estimated arrival type for this situation ?
SOLUTION

The g/C ratio is

g_ 40
=0 .33 3
C 12 0

The percentage of vehicles arriving on green i s

85
PVG = = 0 .42 5
200

Applying Eq . 7 .32, and rearranging to solve for Rp,

0 .42 5 =
Rp = 1 .27 6
0 .33 3

From Table 7 .7, this corresponds to arrival type 4 .



References 283

NOMENCLATURE FOR CHAPTER 7

a deceleration rate for vehicle at an intersectio n P~ proportion of the signal cycle with a queu e
AR all-red time (D/D/1 queuing )
C cycle length P,. proportion of stopped vehicles (D/D/ 1
Cm ; minimum cycle length queuing )
Cap , optimum cycle length PF progression adjustment facto r
c capacity Q number of vehicles in the queu e
davg average vehicle delay per cycle (D/D/ 1 Qmax maximum number of vehicles in queue (D/D/ 1
queuing ) queuing)
di average vehicle delay per cycle assuming r effective red time
uniform arrival s R displayed red time
d2 average vehicle delay per cycle assumin g s saturation flow rate
random arrival s S, pedestrian walking spee d
d3 average vehicle delay per cycle due to initia l t time
queue at start of analysis time perio d time after the start of effective green unti l
dd distance from the intersection for which th e queue clearance (D/D/1 queuing )
dilemma zone is avoided t 1, total lost time for a movement during a cycl e
dmax maximum delay of any vehicle (D/D/ 1 tr driver perception/reaction tim e
queuing ) v analysis flow rat e
D deterministic arrivals or departure s V travel speed of vehicl e
Df total vehicle delay (D/D/1 queuing ) w width of stree t
g effective green time or acceleration due t o WE effective crosswalk widt h
gravit y X, volume-to-capacity ratio for lane group i
G displayed green time or grade of roadwa y X. critical volume-to-capacity ratio for the
G,, pedestrian green tim e intersection
1 upstream filtering/metering adjustment facto r x, distance required to sto p
k delay adjustment factor dependent on signa l Y displayed yellow tim e
controller mod e sum of flow ratios for critical lane group s
1 vehicle length • arrival rate
L total cycle lost time or crosswalk lengt h P departure rate
n number of phases or number of vehicles or P traffic intensit y
number of critical lane group s
Nped number of crossing pedestrians per phas e

REFERENCE S
Institute of Transportation Engineers (ITE) . Traffic
Engineering Handbook, 5th ed. Washington, DC ,
1999 .
Institute of Transportation Engineers (ITE) . Traffic
Control Devices, 2nd ed. Washington, DC, 2001 .
Kell, James H ., and Iris J . Fullerton . Manual of Traffi c
Signal Design, 2nd ed . Washington, DC : Institut e
of Transportation Engineers, 1998 .
Transportation Research Board . Traffic Flow Theory : A
Monograph . Special Report 165 . Washington, DC :
National Research Council, 1975 .
Transportation Research Board . Highway Capacity
Manual, Washington, DC : National Research
Council, 2000 .
U .S . Federal Highway Administration . Manual on
Uniform Traffic Control Devices for Streets an d
Highways . Washington, DC : U.S . Government
Printing Office, 2000 .
Webster, F . V . Traffic Signal Settings, Road Research
Technical Paper No . 39 . London : Great Britai n
Road Research Laboratory, 1958 .
284 Chapter 7 Traffic Control and Analysis at Signalized Intersection s
PROBLEM S
7 .1 An intersection approach has a saturation flow rate
of 1500 veh/h, and vehicles arrive at the approach at the
rate of 800 veh/h . The approach is controlled by a
pretimed signal with a cycle length of 60 seconds an d
D/D/1 queuing holds . Local standards dictate tha t
signals should be set such that all approach queue s
dissipate 10 seconds before the end of the effective
green portion of the cycle . Assuming that approac h
capacity exceeds arrivals, determine the maximu m
length of effective red that will satisfy the local
standards .
7.2 An approach to a pretimed signal has 30 seconds o f
effective red, and D/D/1 queuing holds . The total delay
at the approach is 83 .33 veh-s/cycle and the saturatio n
flow rate is 1000 vehlh . If the capacity of the approac h
equals the number of arrivals per cycle, determine th e
approach flow rate and cycle length .
7 .3 An approach to a pretimed signal has 25 seconds o f
effective green in a 60-second cycle . The approac h
volume is 500 veh/h and the saturation flow rate is 140 0
vehlh . Calculate the average vehicle delay assumin g
D/D/1 queuing.
7 .4 An observer notes that an approach to a pretimed
signal has a maximum of eight vehicles in a queue in a
given cycle . If the saturation flow rate is 1440 veh/h and
the effective red time is 40 seconds, how much time will
it take this queue to clear after the start of the effectiv e
green (assuming that approach capacity exceeds arrival s
and D/D/1 queuing applies)?
7 .5 An approach to a pretimed signal with a 60-secon d
cycle has 9 vehicles in the queue at the beginning of th e
effective green . Four of the 9 vehicles in the queue ar e
left over from the previous cycle (at the end of th e
previous cycle's effective green) . The saturation flow
rate of the approach is 1500 veh/h, total delay for the
cycle is 5 .78 vehicle-minutes, and at the end of the
effective green there are 2 vehicles left in the queue .
Determine the arrival rate assuming that it is unchange d
over the duration of the observation period (from th e
beginning to the end of this 5 .78-vehicle-minute delay
cycle) . (Assume D/D/1 queuing . )
7 .6 At the beginning of an effective red, vehicles are
arriving at an approach at the rate of 500 veh/h and 1 6
vehicles are left in the queue from the previous cycle (a t
the end of the previous cycle's effective green) .
However, due to the end of a major sporting event, th e
arrival rate is continuously increasing at a constant rat e
of 200 veh/h/min (after 1 minute the arrival rate will b e
700 veh/h, after 2 minutes 900 veh/h, etc .) . The
saturation flow rate of the approach is 1800 veh/h, th e
cycle length is 60 seconds, and the effective green time
is 40 seconds. Determine the total vehicle delay unti l
complete queue clearance . (Assume D/D/1 queuing . )
7.7 The saturation flow rate for an intersectio n
approach is 3600 veh/h . At the beginning of a cycle
(effective red) no vehicles are queued . The signal i s
timed so that when the queue (from the continuousl y
arriving vehicles) is 13 vehicles long, the effectiv e
green begins . If the queue dissipates 8 seconds befor e
the end of the cycle and the cycle length is 60 seconds ,
what is the arrival rate, assuming D/D/1 queuing ?
7 .8 The saturation flow rate for a pretimed signalize d
intersection approach is 1800 veh/h . The cycle length i s
80 seconds . It is known that the arrival rate during th e
effective green is twice the arrival rate during th e
effective red . During one cycle, there are 2 vehicles i n
the queue at the beginning of the cycle (the beginning o f
the effective red) and there are 8 vehicles in the queue a t
the end of the effective red (the beginning of th e
effective green) . If the queue clears exactly at the end of
the effective green and D/D/1 queuing applies ,
determine the total vehicle delay in the cycle (in veh-s) .
7 .9 An approach to a signalized intersection has a
saturation flow rate of 1800 veh/h. At the beginning of
an effective red, there are six vehicles in the queue and
vehicles arrive at 900 veh/h . The signal has a 60-second
cycle with 25 seconds of effective red . What is the tota l
vehicle delay after one cycle (assume D/D/1 queuing) ?
7 .10 An approach to a signalized intersection has a
saturation flow rate of 2640 veh/h . For one cycle, th e
approach has 3 vehicles in queue at the beginning of a n
effective red, and vehicles arrive at 1064 veh/h . Th e
signal for the approach is timed such that the effectiv e
green starts 8 seconds after the approach's vehicl e
queue reaches 10 vehicles, and lasts 15 seconds . What i s
the total delay for this signal cycle?
7 .11 An approach has a saturation flow rate of 180 0
veh/h . During one 80-second cycle, there are 4 vehicle s
queued at the beginning of the cycle (the start of th e
effective red) and 2 vehicles queued at the end of th e
cycle (the end of the effective green) . At the beginnin g
of the effective green there are 10 vehicles in the queue .
The arrival rate is constant and the process is D/D/1 . I f
the effective red is known to be less than 40 seconds ,
what is the total vehicle delay for this signal cycle ?
7 .12 Vehicles arrive at an approach to a pretime d
signalized intersection . The arrival rate over the cycle is
 Problems 28 5

given by the function At) = 0 .22 + 0 .0121 [2(t) is i n
veh/s and t is in seconds] . There are no vehicles in the
queue when the cycle (effective red) begins . The cycl e
length is 60 seconds and the saturation flow rate is 360 0
veh/h . Determine the effective green and red times tha t
will allow the queue to clear exactly at the end of th e
cycle (the end of the effective green), and determine th e
total vehicle delay over the cycle (assuming D/D/ 1
queuing) .
7 .13 At the start of the effective red at an intersection
approach to a pretimed signal, vehicles begin to arrive at
a rate of 800 veh/h for the first 40 seconds and 50 0
veh/h from then on . The approach has a saturation flo w
rate of 1200 veh/h and an effective green of 20 seconds ,
and the cycle length is 40 seconds . What is the total
vehicle delay two full cycles after the 800-veh/h arriva l
rate begins? (Assume D/D/1 queuing . )
7.14 An approach to a pretimed signal has 25 second s
of effective green, a saturation flow rate of 1300 veh/h ,
and a volume-to-capacity ratio less than 1 . If the cycl e
length is 60 seconds and the overall delay formula (Eq.
7 .14) estimates an average delay that is 34 s greater than
that estimated by using just the uniform delay formula ,
determine the vehicle arrival rate . (Assume the signal i s
isolated and d3 = 0 . )
7 .15 Recent computations at an approach to a pretimed-
signalized intersection indicate that the volume-to -
capacity ratio (22C/,ug) is 0 .8, the saturation flow rate i s
1600 veh/h, and the effective green time is 50 seconds .
If the uniform delay (assuming D/D/1 queuing) is 11 .2 5
seconds per vehicle, determine the arrival flow rate (i n
veh/h) and the cycle length .
7 .16 An intersection has a three-phase signal with th e
movements allowed in each phase, and correspondin g
analysis and saturation flow rates shown in Table 7 .6 .
Calculate the sum of the flow ratios for the critical lan e
groups .
7 .17 An intersection has a four-phase signal with the
movements allowed in each phase and correspondin g
analysis and saturation flow rates shown in Table 7 .7 .
Calculate the sum of the flow ratios for the critical lane
groups .
7.18 The minimum cycle length for an intersection i s
determined to be 95 seconds . The critical lane grou p
flow ratios were calculated as 0 .235, 0 .250, 0 .170, and
0 .125, for phases 1-4, respectively. What XX was used i n
the determination of this cycle length, assuming a los t
time of 5 seconds per phase ?
7 .19 A pretimed four-phase signal has critical lan e
group flow rates for the first three phases of 200, 187 ,
and 210 veh/h (saturation flow rates are 1800 veh/h/l n
for all phases) . The lost time is known to be 4 seconds
for each phase . If the cycle length is 60 seconds, what i s
the estimated effective green time of the fourth phase ?

Data for Problem 7 .1 6

Phase 1 2 3
Allowed movements NB L, SB L NB T/R, SB T/R EB L, WB L
EB T/R, WB T/R
Analysis flow rate 330, 365 veh/h 1125, 1075 veh/h 110, 80 veh/ h
250, 285 veh/h
Saturation flow rate 1700, 1750 veh/h 3400, 3300 veh/h 650, 600 veh/h
1750, 1800 veh/h

Data for Problem 7 .1 7

Phase 1 2 3 4
Allowed movements EB L, WB L EB T/R, WB T/R SB L, SB T/R NB L, NB T/R
Analysis flow rate 245, 230 veh/h 975, 1030 veh/h 255, 235 veh/h 225, 215 veh/h
Saturation flow rate 1750, 1725 veh/h 3350, 3400 veh/h 1725, 1750 veh/h 1700, 1750 veh/h
286 Chapter 7 Traffic Control and Analysis at Signalized Intersection s
7 .20 A four-phase traffic signal has critical lane group
flow ratios of 0 .225, 0 .175, 0 .200, and 0 .150 . If the lost
time per phase is 5 seconds and a critical intersectio n
v/c of 0 .85 is desired, calculate the minimum cycl e
length and the phase effective green times such that th e
lane group v/c ratios are equalized .
7 .21 For Problem 7 .16, calculate the minimum cycle
length and the effective green time for each phas e
(balancing v/c for the critical lane groups) . Assume th e
lost time is 4 seconds per phase and a critica l
intersection v/c of 0 .90 is desired .
7 .22 For Problem 7 .21, calculate the northbound
approach delay and level of service .
7 .23 For Problem 7 .21, calculate the southboun d
approach delay and level of service .
7 .24 For Problem 7 .21, calculate the westboun d
approach delay and level of service .
7 .25 For Problem 7 .21, calculate the eastboun d
approach delay and level of service .
7 .26 For Problem 7 .21, calculate the overall
intersection delay and level of service .
7 .27 For Problem 7 .16, calculate the optimal cycle
length (Webster's formulation) and the correspondin g
effective green times (based on lane group v/c
equalization) . Assume lost time is 4 seconds per phase .
7 .28 For Problem 7 .17, calculate the minimum cycl e
length and the effective green time for each phase
(balancing v/c for the critical movements) . Assume th e
lost time is 4 seconds per phase and a critical
intersection v/c of 0 .95 is desired .
7 .29 For Problem 7 .28, calculate the northboun d
approach delay and level of service .
7 .30 For Problem 7 .28, calculate the southboun d
approach delay and level of service .
7 .31 For Problem 7 .28, calculate the westbound
approach delay and level of service .
7.32 For Problem 7 .28, calculate the eastbound
approach delay and level of service .
7 .33 For Problem 7 .28, calculate the overall
intersection delay and level of service .
7 .34 For Problem 7 .17, calculate the optimal cycle
length (Webster's formulation) and the correspondin g
effective green times (based on lane group v/c
equalization) . Assume lost time is 4 seconds per phase .
7 .35 A new shopping center opens near the
intersection of Vine and Maple Streets (the intersectio n
shown in Fig . 7 .10) . The net effect is to increase the
approaching traffic volumes by 10% . Calculate the new
level of service for the westbound approach, assumin g
all else remains the same . Assume other required input
values are as in Table 7 .5 .
7 .36 For Problem 7 .35, calculate the new level o f
service for the northbound approach .
7 .37 Consider the intersection of Vine and Mapl e
Streets as shown in Fig . 7 .10 . Suppose Vine Street' s
northbound and southbound approaches are both on a n
8% upgrade, and the assumed vehicle approach spee d
is 30 mi/h . What should the yellow and all-red time s
be?
7 .38 Consider Example 7 .8 . Two additional 12-f t
through lanes are added to Vine Street (the street in th e
intersection shown in Fig . 7 .10), one lane in each
direction . If the peak-hour traffic volumes ar e
unchanged, but the Vine Street left-turn saturation flo w
rates increase by 100 veh/h because of the adde d
through lanes, what would the revised effective gree n
time, yellow time, and all-red time be for each phase ?
Assume minimum cycle length and a critica l
intersection v/c of 0 .90 is desired .
7 .39 Calculate the overall intersection level of service
for Problem 7 .38 . Assume other required input values
are as in Table 7 .5 .
7 .40 Consider Problem 7 .38 . Calculate the ne w
minimum pedestrian green time, assuming the effectiv e
crosswalk width is 6 ft and the maximum number o f
crossing pedestrians in any phase is 20 .
7 .41 Consider Problem 7 .38 . How much traffi c
volume can be added to the southbound approac h
(assuming the same turning movement percentage )
before LOS D is reached for the approach ?
7.42 Consider Problem 7 .38 . How much traffic
volume must be diverted from the eastbound approac h
(assuming the same turning movement percentage) t o
achieve LOS B for the approach ?
7 .43 The progression quality of a signalize d
intersection approach is highly favorable with a
progression adjustment factor of 0 .641 . What is the g/C
ratio for this approach ?
7 .44 At one signalized intersection approach, 66
vehicles, on average, arrive during the 30-second
effective green time. During the rest of the cycle, 105
vehicles, on average, arrive at the intersection. Th e
cycle length is 100 seconds . What is the arrival typ e
for this approach ?
7.45 For Problem 7 .44, determine the progressio n
adjustment factor .