EXERCISE 5

TRAFFIC SIGNAL DESIGN

CE 5203 TRAFFIC FLOW AND CONTROL

ADITYA NUGROHO
HT083276E

DEPARTMENT OF CIVIL ENGINEERING

NATIONAL UNIVERSITY OF SINGAPORE

2010
 Department of Civil Engineering
CE 5203 Traffic Flow and Control

1.0 INTRODUCTION

Traffic signal design aim to allocate and synchronize the timing of traffic signals in an area, to
reduce stops, vehicle delay or maximizing throughput. Two concepts are of important in
understanding signalized intersection design and operation: 1) The time allocation of the 3600
seconds in an hour to conflicting movements and to "lost times" in the cycle. 2) The effect of
right-turning vehicles on the operation of the intersection. In this Exercise 5 the objectives
are:
• To understand how to design signal settings
• To obtain parameters for signal design
• To design optimal signal settings

2.0 TRAFFIC SIGNAL DESIGN METHOD

2.1 Data collection

Data from study area were collected during the peak hour morning at Commonwealth Ave
intersection. This is four-legged intersection on arterial road. Digital video camera was used
to collect data on the field where record towards AYE exit. However, at some lane approaches
it was not possible to cover the full queue because the issues of video visibility. The recording
was done for 30 minutes. Simultaneously data on signal timing such cycle length, number of
phases, phase length was collected by using lap timer. It should be note that in this exercise
the number of vehicle flow only measured in 3 cycles thus converted to hourly volume.

2.2 Signalised intersection flow characteristic

2.2.1 Saturation flow, discharge headway, and lost time measurement

Saturation flow rate is the maximum discharge rate during green time. The procedure for
measuring saturation flow is summarized below.
• The observation point is normally stop line (desired position to stop). Start of the green
was noted down from video camera timer.
• Video camera gives time with accuracy of one minute. Lap timer was used to measure
time in seconds. The period of saturation flow begins when the green has been displayed
for 3 seconds.
• Saturation flow ends when the rear axle of the last vehicle from a queue crosses the stop
line. Initial 3 seconds from the start of green are left to take into account start up loss
time.

On the dicsharge headway, when the signal turns green, the queue begins to move into the
intersection. According to HCM 2000 calculation of the minimum discharge headway is
typically accomplished by averaging the headways of those quesue positions that are
relatively constant. In this regard HCM suggest that a constant headway is reached by the fifth
queue position. Thus, minimum discharge headway is calculated by averaging headways for
the fifth and subsequent position.

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CE 5203 Traffic Flow and Control

Traffic stream at signalized intersection do stop periodically. When the traffic stream starts,
the first several vehicles consume more than h sec/veh. Thus sum of the incremental
headways (above h sec/v) for first several vehicles is called start-up lost time.

N
K s = ∑ (hn − H )
i
Where Ks= start up lost time (sec), hn= headway of the nth queue vehicle (sec), H=minimum
discharge headway, N=number of queue positions having headways larger than H

3.0 INTERSECTION GEOMETRY AND POSSIBLE CONFLICTING POINTS

The site is a four-leg intersection. Clementi Ave 6 approach legs are four lane roadways and
Commonwealth Ave approach legs are 8 lanes. All approaches are controlled with a traffic
signal. The median of Clementi Ave 6 is approximately 10 meters which dedicated for tunnel
road. The each approach lane widths are generally 3.3 meters wide. Details on the intersection
geometry is shown in Appendix I.

There is possibility conflict in existing intersection. Although intersection crashes are

statistically rare events. However, in this exercise I would like to elaborate possibility conflict
to measure the safety of intersection where would be usefule to optimize signal design.

Angle camera
N

W E

S
Commonwealth

Commonwealth
Ave

Ave

Vehicle Stream Primary Conflict

Pedestrian Stream Secondary Conflict

Clementi Ave 6

Figure 1. Possible conflict points on existing intersection

One of the observational methods of determining the possible danger of an intersection

configuration is to examine the number of conflict points. By definition, a conflict point is
any point where a vehicle path crosses, merges, or diverges from another vehicle or pedestrian
path. As can be seen in Figure 1, a standard 4-leg intersection has possibility 14 primary and 6
secondary conflict points. However, due to the insufficient video data of number of observed
conflicts, therefore conflict conclusions could not be made.

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CE 5203 Traffic Flow and Control

4.0 INTERSECTION FLOW CHARACTERISTIC ANALYSIS

Initial examination of the minimum discharge headway, saturation flow and start up lost time
is useful for initial analysis before proceed to signal design analysis by SIDRA. The results of
this initial examination are helpful in that they present minimum headway, saturation flow
rate and start up lost time in a form that is comparable with other works using the widely
adopted calculation procedure described in the HCM 2000.

However since the angle video were not captured all legs, therefore some headway data have
been adjusted for some lanes in order to give better representation of actual condition.

Table 1 Minimum and average discharge headway and saturation flow rate

Movement Left Turn Through Right Turn

type & H H H H H H
Std qs Std qs Std qs
location (min) (ave) (min) (ave) (min) (ave)
Cle Ave 6 (S) 1.09 2.19 0.57 1,642 1.12 2.12 0.50 1,698 1.03 1.94 0.58 1,855
Cle Ave 6 (N) 0.70 1.97 0.83 1,827 1.37 2.08 0.99 1,727 0.82 2.03 0.66 1,773
Com W (E) 0.54 2.07 1.25 1,732 0.49 1.96 0.97 1,836 1.28 2.27 0.93 1,585
Com W (W) 1.29 1.96 0.62 1,834 1.19 1.98 0.70 1,818 0.28 1.87 0.74 1,925
Summary 0.91 2.05 0.82 1,758 1.05 2.04 0.80 1,770 0.86 2.03 0.73 1,784
Notes:
H(min) & (ave): Minimum and average discharge headway based on 2000 HCM procedure (i.e., the
average of all observed headway for the fifth through last queue positions), sec/veh.
Data only consider passenger car arrival times (heavy behicle were excluded)
Std : Standard deviation, sec/veh
qs : Saturation flow rate (3600/H(ave))

Table 2 Start up lost time for the basic movement type

Movement type Left Turn Through Right Turn

Location Ks Std Ks Std Ks Std
Cle Ave 6 (S) 2.41 1.37 2.49 1.24 2.87 1.72
Cle Ave 6 (N) 2.23 1.58 3.39 1.27 3.37 2.09
Com W (E) 3.28 2.08 3.23 1.60 2.71 1.90
Com W (W) 2.61 1.86 3.27 1.60 3.58 1.29
Summary 2.63 1.72 3.09 1.43 3.13 1.75
Notes:
Ks : Start up lost time (based on the fourth queue vehicle time of arrival at the stop line. Data only
consider passenger car arrival times (heavy behicle were excluded)
Std : Standard deviation, sec/veh

From the above tables we can conclude that basic saturation flow for each movement are 1758
for LT, 1770 for T and 1784 for RT. Start up lost time for each turning movement are
generally 3 second.

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CE 5203 Traffic Flow and Control

5.0 SIDRA ANALYSIS

In this exercise we will use of the SIDRA (version 5.0) which allowed to analyse intersections
under a number of varying traffic flow and control conditions to achieve optimal signal
design. SIDRA was installed to operate on the HCM methodology with vehicles driving on
the left. Queue lengths were calculated using a vehicle length of 4.5 m for LV and 10 m for
HV. While SIDRA can provide a number of output measures, only those output values
relating to this exercises are included in this report. Thus, flow characteristic shown in the
above table 1 and 2 are input data for SIDRA default. Details on the input data are shown in
the Appendix II.

Start up lost time as input data for measuring effective green time. In this regard, since the
number imput in SIDRA is integer, all the lost time data is rounded up or down following
integer number.

Set of phasing and signal timing is done by the Optimum Cycle Time option. Before we
proceed the signal analysis, we proposed 2 alternatives of signal design. Followings are the
alternative parameters at these intersections:

Alternative 1 (Do Nothing) Alternative 2 (Do Something)

Signal cycle Signal cycle
• Minimum cycle length=60 seconds • Minimum cycle length=60 seconds
• Maximum cycle length=120 seconds • Maximum cycle length=150 seconds

Phase plan (4 phase) Phase plan (2 phase)

• 1st phase: main street through traffic • 1st phase: side street through traffic in
in both directions with permissive both directions with permissive right
right turn (Commonwealth Ave) turn (Clementi Ave 6)
• 2nd phase: protective right turn from • 2nd phase: main street through traffic
both directions in main street in both directions with permissive
(Commonwealth Ave) right turn (Commonwealth Ave)
• 3rd phase: side street through traffic
in both directions with permissive
right turn (Clementi Ave 6)
• 4th phase: protective right turn from
both directions in side street
(Clementi Ave 6)

Phase timing Phase timing

• Minimum green=8 seconds, or for
pedestrian clearance whichever is
greater
• Maximum green=80 seconds
• Amber time=3 second
• All-red time=2 seconds
• Minimum green=6 seconds, or for
pedestrian clearance whichever is
greater
• Maximum green=60 seconds
• Amber time=3 second
• All-red time=2 seconds

Details on the each phase plan of intersection are shown in the Appendix III.

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CE 5203 Traffic Flow and Control

5.1 Alternative 1 (Do Nothing)

Do nothing alternative is existing phase movement based on own field survey (re-observation)
at the site. Re-observation is conduct due to limitation view angle of video data. Phase
movement was record during peak hour period similar to the video. Following table give the
result of existing phase.

Table 3 Land use and performance of Alternative 1

Lane Use and Performance
Demand Flows HV Cap. Deg. Lane Average Level of 95% Back of Lane
Satn Util. Delay Service Queue Length
L T R Total Vehicles Distance
veh/h veh/h veh/h veh/h % veh/h v/c % sec veh m m
Lane 1 905 0 0 905 3.9 905 1 1.000 3 100 16.9 8 LOS B 8 25.5 8 184.4 8 100
Lane 2 18 0 93 0 111 0.0 681 0.163 100 21.2 LOS C 4.8 34.1 500
Lane 3 0 0 379 379 4.6 365 1.039 100 113.1 LOS F 32.0 233.1 500
Lane 4 0 0 379 379 4.6 365 1.039 100 113.1 LOS F 32.0 233.1 500
Approach 923 93 759 1775 4.0 1.039 58.3 LOS E 32.0 233.1
East: Commonwealth Ave West
Lane 1 401 0 0 401 3.9 401 1 1.000 3 100 15.0 8 LOS B 8 9.6 8 69.6 8 35
Lane 2 523 0 0 0 523 3.5 410 1.274 100 308.4 LOS F 77.3 558.7 500
Lane 3 0 365 0 365 3.5 433 0.844 66 5 46.3 LOS D 20.2 145.7 500
Lane 4 0 0 17 17 0.0 181 0.096 100 50.1 LOS D 1.2 8.5 500
Lane 5 0 0 17 17 0.0 181 0.096 100 50.1 LOS D 1.2 8.5 500
Approach 923 365 35 1323 3.7 1.274 140.4 LOS F 77.3 558.7
North: Clementi Avenue 6
Lane 1 434 0 0 434 3.9 434 1 1.000 3 100 19.5 8 LOS B 8 12.9 8 93.4 8 50
0
Lane 2 489 365 0 855 3.5 654 1.306 100 332.7 LOS F 134.4 970.7 500
Lane 3 0 0 35 35 0.0 595 0.058 100 22.5 LOS C 1.4 9.7 500
Approach 923 365 35 1323 3.7 1.306 221.9 LOS F 134.4 970.7
West: Commonwealth Ave West
Lane 1 827 0 0 827 3.9 827 1 1.000 3 100 10.8 8 LOS B 8 9.6 8 69.6 8 35
0
Lane 2 96 345 0 441 17.5 400 1.102 100 161.7 LOS F 45.7 359.5 500
Lane 3 0 438 0 438 17.5 397 1.102 100 161.8 LOS F 45.4 365.3 500
Lane 4 0 0 181 181 13.6 182 0.994 100 94.4 LOS F 13.7 106.9 500
Lane 5 0 0 181 181 13.6 182 0.994 100 94.4 LOS F 13.7 106.9 500
Approach 923 783 362 2068 10.7 1.102 89.6 LOS F 45.7 365.3
Intersection 6489 6.0 1.306 118.4 LOS F 134.4 970.7

Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all lanes. LOS Method: Delay (HCM).
Level of Service (Worst Lane): LOS F. LOS Method for individual lanes: Delay (HCM).
Approach LOS values are based on average delay for all lanes.

95th percentile queue

The 95 percentile queue represents the bounds of the queue at the intersection. The 95
percentile queue values are shown with regard to the amount of entering traffic in Table 3. It
is shows that the worst length of queue are found at Lane 2 of Clementi Ave 6.

Average vehicle delay

The average intersection delay represents the total vehicle delay for the hour divided by the
number of entering vehicles. The SIDRA output values for the average vehicle delay shows
that average vehicle delay for all lane is 118 vehicle per second.

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CE 5203 Traffic Flow and Control

Degree of saturation

The degree of saturation is the amount of the intersection capacity that is being used by the
stated traffic level. Degree of saturation is commonly referred to as the volume to capacity
(v/c) ratio. The degree of saturation values were found not optimize at the existing condition
where greater than 1.

In summary, all results shown in the table are not met the criteria to be considered as optimal
traffic condition where the Level of Service in this design is F. At the traffic levels studies
here, it becomes a choice of the intersection control designer whether to provide lower overall
delay while penalizing one or more approaches with higher delays or to minimize the worst
approach delay Degree of saturation is also highest under these intersection traffic control
design. Therefore, it can be concluded that existing traffic control design do not provide
intersection better capacity for all approaches.

5.2 Alternative 2 (Do Something)

Alternative 2 is consider as alternative to optimize existing traffic signal design. In this

regard, do-something alternative try to proposed better option to achieve better result.
Following table are summarized of do-something alternative.

Table 4 Land use and performance of Alternative 2

Lane Use and Performance
Demand Flows HV Cap. Deg. Lane Average Level of 95% Back of Lane
Satn Util. Delay Service Queue Length
L T R Total Vehicles Distance
veh/h veh/h veh/h veh/h % veh/h v/c % sec veh m m
South: Clementi Avenue 6
Lane 1 923 0 0 923 3.9 931 1 0.992 100 19.7 8 LOS B 8 23.3 8 168.4 8 100
Lane 2 0 93 0 93 0.0 944 0.098 100 11.0 LOS B 2.9 20.3 500
Lane 3 0 0 379 379 4.6 388 0.979 100 86.1 LOS F 27.5 200.3 500
Lane 4 0 0 379 379 4.6 388 0.979 100 86.1 LOS F 27.5 200.3 500
Approach 923 93 759 1775 4.0 0.992 47.6 LOS D 27.5 200.3
East: Commonwealth Ave West
Lane 1 455 0 0 455 3.9 455 1 1.000 3 100 14.0 8 LOS B 8 9.6 8 69.7 8 35
Lane 2 468 0 0 0 468 3.5 547 0.856 100 39.4 LOS D 23.4 168.9 500
Lane 3 0 365 0 365 3.5 577 0.633 74 5 27.6 LOS C 15.1 108.9 500
Lane 4 0 0 17 17 0.0 117 0.148 100 50.2 LOS D 1.2 8.1 500
Lane 5 0 0 17 17 0.0 117 0.148 100 50.2 LOS D 1.2 8.1 500
Approach 923 365 35 1323 3.7 1.000 27.7 LOS C 23.4 168.9
North: Clementi Avenue 6
Lane 1 513 0 0 513 3.9 513 1 1.000 3 100 21.0 8 LOS C 8 12.9 8 93.1 8 50
Lane 2 411 0 365 0 776 3.5 897 0.865 100 28.3 LOS C 35.2 254.4 500
Lane 3 0 0 35 35 0.0 691 0.050 100 19.2 LOS B 1.2 8.2 500
Approach 923 365 35 1323 3.7 1.000 25.2 LOS C 35.2 254.4
West: Commonwealth Ave West
Lane 1 855 0 0 855 3.9 855 1 1.000 3 100 10.6 8 LOS B 8 9.6 8 69.7 8 35
Lane 2 68 0 358 0 427 17.5 532 0.802 100 34.4 LOS C 19.9 157.6 500
Lane 3 0 425 0 425 17.5 530 0.802 100 34.4 LOS C 19.8 159.6 500
Lane 4 0 0 181 181 13.6 184 0.986 100 91.2 LOS F 13.8 107.6 500
Lane 5 0 0 181 181 13.6 184 0.986 100 91.2 LOS F 13.8 107.6 500
Approach 923 783 362 2068 10.7 1.000 34.5 LOS C 19.9 159.6
Intersection 6489 6.0 1.000 34.8 LOS C 35.2 254.4

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Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all lanes. LOS Method: Delay (HCM).
Level of Service (Worst Lane): LOS F. LOS Method for individual lanes: Delay (HCM).
Approach LOS values are based on average delay for all lanes.

95th percentile queue

The 95 percentile queue represents the bounds of the queue at the intersection. The 95
percentile queue values are shown with regard to the amount of entering traffic in Table 4.
After do something on existing signal design, the alternative shows better length of queue in
comparison with existing design.

Average vehicle delay

The average intersection delay represents the total vehicle delay for the hour divided by the
number of entering vehicles. The SIDRA output values for the do something alternative
shows that average vehicle delay for all lane is improve to 35 vehicle per second.

Degree of saturation

The degree of saturation is the amount of the intersection capacity that is being used by the
stated traffic level. Degree of saturation is commonly referred to as the volume to capacity
(v/c) ratio. The degree of saturation values were found improving after change the phase
movement. This phase optimize existing condition where the results is 1 in average.

In summary, all results shown in the table are improve and the phase movement could be
considered as optimal traffic condition where the Level of Service in this design is C. Degree
of saturation is also better under these intersection traffic control design. Therefore, it can be
concluded that alternative 2 traffic control design has provide intersection better capacity for
all approaches.

6.0 CONCLUSION

From the results of this exercise the following conclusions are drawn.
• The exisiting signal design of the Commonwealth intersection do not met LOS criteria in
optimal condition. There was an average delay of 118 vehicle per hour and degree of
saturation of greater than 1.
• The existing intersection was found to experience a higher level of 95th percentile back of
the queue with 134 vehicle in the distance 971 m.
• The do something scenario operated better performance than the existing signal design.
Comparable of these alternatives is shown with improvement in regard to degree of
saturation (v/c ratio).

However, all parameters of intersection flow for further work should calibrate and validate in
order to achieve better results and drawn an existing condition. It is also need to analyse
length cycle determination and critical movement in each lane movement. Therefore an better
improvement could be made.

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CE 5203 Traffic Flow and Control

REFERENCES

Highway Capacity Manual. 2000. Special Report 209, 4th Ed., TRB, National Research
Council, Washington, D.C.,
May, A. D. (1990), Traffic Flow Fundamentals, Prentice-Hall, Inc., Englewood Cliffs, N.J.
Bonneson, J A. (1993), Study of Headway and Lost Time at Single-Point Urban Interchanges.
Transportation Research Record No: 1365. Transportation Research Board
Traffic Monitoring Guide, 3rd Ed. Federal Highway Administration (FHWA)
Traffic Flow Theory A State-of-the-Art Report (2001). Committee on Traffic Flow Theory
and Characteristics (AHB45). TRB, National Research Council, Washington, D.C.,

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APPENDIX I ROAD GEOMETRY

APPENDIX II VOLUME INPUT

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CE 5203 Traffic Flow and Control

APPENDIX III

Phasing Summary Alternatives 1

Cycle Time Option: Optimum Cycle Time (Minimum Delay)
Phase times determined by the program
Green Split Priority for Coordinated Movements specified
Sequence: Two-Phase
Input Sequence: A, B, C, D
Output Sequence: A, B, C, D

Phase Timing Results

Phase A B C D
Green Time (sec) 25 6 39 6
Yellow Time (sec) 4 4 4 4
All-Red Time (sec) 2 2 2 2
Phase Time (sec) 31 12 45 12
Phase Split 31 % 12 % 45 % 12 %

Phasing Summary Alternatives 2

Cycle Time Option: Optimum Cycle Time (Minimum Delay)
Phase times determined by the program
Green Split Priority for Coordinated Movements specified
Sequence: Two-Phase
Input Sequence: A, B
Output Sequence: A, B

Phase Timing Results

Phase A B
Green Time (sec) 48 30
Yellow Time (sec) 4 4
All-Red Time (sec) 2 2
Phase Time (sec) 54 36
Phase Split 60 % 40 %

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