Beruflich Dokumente
Kultur Dokumente
Traffic Engineering
Basics of Traffic Control Signals
Any power-operated traffic control device other than a barricade warning light or
steady burning electric lamp, by which traffic is warned or directed to take some
specific action (MUTCD, 1988 amended in 1994).
Red interval Ri
Duration the red light of a traffic signal is
turned on
Definitions and notations
Lost time
Time during which intersection is not
effectively utilized for any movement
E.g. reaction time of the first driver in the
queue
Definitions and notations
Phase
Green interval + change interval + clearance
interval
During green interval non-conflicting
movements are cleared
A set of intervals that allows a/a set of
designated movements to flow and to halt
safely. Each phase is divided into intervals. A
phase is typically made up of three intervals:
green, yellow, and all-red
8 / 46
Definitions and notations
Permitted movement: A movement that is made through a
conflicting pedestrian or other vehicle movement.
This is commonly used for right-turning movements where
right-turn volumes are reasonable and where gaps in the
conflicting movement are adequate to accommodate turns.
Signal phasing can be inferred by reading the signal group diagram vertically
The start of every green period corresponds to the start of a phase, and the
time in which all signal groups remain in a single period corresponds to an
interval
Phase, Group
Relation between phase and groups
Types of control signals
Pretimed operation: The cycle length, phases, green times and
change intervals are all preset
The cycle length and green times may vary from cycle to cycle in
response to demand.
Types of operations
Fully-actuated operation: All signal phases are controlled by
detector actuations (embedded on every intersection
approach and is subjected to limiting values preset in
detector)
Through Through
E.g 1-3
Through Right
E.g 3-5
Right Right
E.g 8-5
Phase Design
Two phase signals
Phase Design
Four phase signal: Option I
Phase Design
Four phase signal: Option II
25 / 46
Phase Design
Four phase signal: Option III
Phase Design
Four phase signal: All Options
Signal Design Stages
Phase Design
Interval Design
Cycle Length Determination
Green Splitting
Pedestrian Requirements
Performance Evaluation
28 / 46
Interval Design
Change Interval
Yellow time / Amber time
To warn a driver of the end of a green time
Given after green time (3- 6 Sec)
Clearance Interval
All-Read
to clear off vehicles already in the intersection
Given after Yellow time (2-4 Sec)
Interval Design: Amber
Design Consideration
a driver approaching the intersection with
design speed should be able to stop at the
stop line of the intersection before the start of
red time
Simple formulae
y=SSD/v
y is the length of yellow interval in seconds
SSD is the stopping sight distance
v is the speed of the vehicle
Interval Design: Amber
Design Consideration
ITEs recommendation
33 / 46
Cycle Time
Saturation flow
Saturation Headway
34 / 46
Discharge Headways
Consider N vehicles discharging from the intersection when a
green indication is received.
3600
S=
h
Cycle Time
Saturation Flow
38 / 46
Lost time
Start-up lost time: At the beginning of each green indication as the first few cars
in a standing queue experience start-up delays,
l1 = e(i )
e(i) = (actual headway-h) for vehicle I
T = l1 + h( N )
Lost time
The change interval lost time: It is estimated by the amount of the change
interval not used by vehicles; this is generally a portion of the yellow plus all-red
intervals
The 1994 Highway Capacity Manual (HCM) adds the two lost times together to
form one lost time and put it at the beginning of an interval. Default value = 3.0
seconds per phase
Cycle Time
Lost Time
Lost time
41 / 46
Cycle Time
Lost Time
.
Green time require to clear N vehicles
42 / 46
Cycle Time
Effective green time
43 / 46
Cycle Time
Lane capacity
green ratio : ratio of effective green time to the
cycle length gi/C
44 / 46
Cycle Time
Determination of cycle length
time taken for complete indication of signals
or
.
45 / 46
Cycle Time
Determination of cycle length
46 / 46
Cycle Time
Determination of cycle length
Vc
47 / 46
Cycle Time
Determination of cycle length
48 / 46
Cycle Time
Determination of cycle length
49 / 46
Cycle Time
Determination of cycle length
Xc Degree of saturation
50 / 46
Cycle Time
The traffic flow in an intersection is shown in the figure 41:8. Given start-up
lost time is 3 seconds, saturation head way is 2.3 seconds, compute the
cycle length for that intersection. Assume a two-phase signal.
51 / 46
Cycle Time
The traffic flow in an intersection is shown in the figure 41:8. Given start-up
lost time is 3 seconds, saturation head way is 2.3 seconds, compute the
cycle length for that intersection. Assume a two-phase signal.
52 / 46
Cycle Time
The traffic flow in an intersection is shown in the figure 41:8. Given start-up
lost time is 3 seconds, saturation head way is 2.3 seconds, compute the
cycle length for that intersection. Assume a two-phase signal.
53 / 46
Cycle Time
The traffic flow in an intersection is shown in the figure 41:8. Given start-up
lost time is 3 seconds, saturation head way is 2.3 seconds, compute the
cycle length for that intersection. Assume a two-phase signal.
54 / 46
Signal Design Stages
Phase Design
Interval Design
Cycle Length Determination
Green Splitting
Pedestrian Requirements
Performance Evaluation
55 / 46
Green Splitting
Definition
Green splitting or apportioning of green time
Splitting or proportioning of effective green
time into each of the signal phase
Green time is proportional to the critical
volume for each phase
where Vci is the critical lane volume and tg is the total effective green time
available in a cycle. This will be cycle time minus the total lost time for all the
phases.
56 / 46
Green Splitting
Total effective green time Tg
OR
where tLi is the lost time for phase i, n is the number of phases and C is the
lost time in seconds. Actual greentime can be now found out as,
where Gi is the actual green time, gi is the effective green time available, yi is
the amber time, and Li is the lost time for phase i.
57 / 46
Green Splitting
Prob: The phase diagram with flow values of an intersection with two phases is
shown in figure 1. The lost time and yellow time for the first phase is 2.5 and 3
seconds respectively. For the second phase the lost time and yellow time are
3.5 and 4 seconds respectively. If the cycle time is 120 seconds, find the green
time allocated for the two phases.
58 / 46
The phase diagram with flow values of an intersection with two phases is shown in
figure 1. The lost time and yellow time for the first phase is 2.5 and 3 seconds
respectively. For the second phase the lost time and yellow time are 3.5 and 4 seconds
respectively. If the cycle time is 120 seconds, find the green time allocated for the two
phases.
59 / 46
Signal Design Stages
Phase Design
Interval Design
Cycle Length Determination
Green Splitting
Pedestrian Requirements
Performance Evaluation
60 / 46
Pedestrian
Crossing requirements
By Phase Design
61 / 46
Pedestrian
Pedestrian crossing requirements can be taken care by two ways;
By suitable phase design. It is possible in some cases to allocate time for the
pedestrians without providing an exclusive phase for them. For example,
consider an intersection in which the traffic moves from north to south and also
from east to west. If we are providing a phase which allows the traffic to flow
only in north-south direction, then the pedestrians can cross in east-west
direction and vice-versa.
62 / 46
Pedestrian
Green time for Exclusive Ped. Phase
63 / 46
Signal Design Stages
Phase Design
Interval Design
Cycle Length Determination
Green Splitting
Pedestrian Requirements
Performance Evaluation
64 / 46
Performance Evaluation
Performance measures are parameters used to
evaluate the effectiveness of the design. There
are many parameters involved to evaluate the
effectiveness of the design and most common of
these include delay, queuing, and stops. Delay is
a measure that most directly relates the driver's
experience. It describes the amount of time that
is consumed while traversing the intersection.
65 / 46
Performance Evaluation
The figure on next slide shows a plot of distance
versus time for the progress of one vehicle. The
desired path of the vehicle as well as the actual
progress of the vehicle is shown. There are
three types of delay as shown in the figure. They
are stopped delay, approach delay and control
delay.
Performance Evaluation
Types of Delay
Performance Evaluation
Stopped time delay includes only the time at
which the vehicle is actually stopped waiting at
the red signal. It starts when the vehicle reaches
a full stop, and ends when the vehicle begins to
accelerate.
Approach delay includes the stopped time as
well as the time lost due to acceleration and
deceleration. It is measured as the time
differential between the actual path of the
vehicle, and path had there been green signal.
Performance Evaluation
Control delay is measured as the difference
between the time taken for crossing the
intersection and time taken to traverse the same
section, had been no intersection. For a
signalized intersection, it is measured at the
stop-line as the vehicle enters the intersection.
69 / 46
Performance Evaluation
Parameters
Average delay per vehicles
Queue length in no. of vehicles
Average No. of Stops
Delay
Most perceived impact by the driver
Direct correlation to fuel consumption and
emission
70 / 46
Performance Evaluation
Websters Stopped Delay Model
Vehicles are not uniformly coming to an
intersection. i.e., they are not approaching the
intersection at constant time intervals. They
come in a random manner. This makes the
modeling of signalized intersection delay
complex. Most simple of the delay models is
Webster's delay model. It assumes that the
vehicles are arriving at a uniform rate.
71 / 46
Performance Evaluation
Websters Stopped Delay Model
Vehicle arrival uniform and not random
Vi arrival rate
S discharge rate
or saturation flow
gi eff. Green time
Ri effective red time
C cycle length
72 / 46
Performance Evaluation
Websters Stopped Delay Model
73 / 46
Performance Evaluation
Other Perf Measures
Delay is the most frequently used parameter of
effectiveness for intersections. Other measures
like length of queue at any given time (QT ) and
number of stops are also useful. Length of
queue is used to determine when a given
intersection will impede the discharge from an
adjacent upstream intersection. The number of
stops made is an important input parameter in
air quality models.
74 / 46
Performance Evaluation
Cycle time verses Stopped Delay
C
75 / 46
Thank You