Signal Timing

of Arterial Routes
• In urban areas where two or more intersections are
adjacent to each other, the signals should be timed
so that when a queue of vehicles is released by
receiving the right of way at an intersection, these
vehicles also will have the right of way at the
adjacent intersections. This coordination will
reduce the delay experienced by vehicles on the
arterial.
Methods:
• Simultaneous System
• Alternate System
• Progressive System
Simultaneous System
• All signals along a given arterial have the same
cycle length and have the green phase showing at
the same time. When given the right of way, all
vehicles move at the same time along the arterial
and stop at the nearest signalized intersection
when the right of way is given to the side streets.
Where:
X = average spacing for signals (ft)
u = progression of speed (mi/h)
C = cycle length (sec)
Alternate System
• Intersections on the arterial are formed into groups
of one or more adjacent intersections. The signals
are then set such that successive groups of signals
are given the right of way alternately. This system is
known as the single alternate when the groups are
made up of individual signals—that is, when each
signal alternates with those immediately adjacent
to it. It is known as the double-alternate system
when the groups are made up of two adjacent
signals, and so on.
Progressive System
• Provides for a continuous flow of traffic through all
intersections under the system when traffic moves at the
speed of progression. The same cycle length is used for all
intersections, but the green indication for each succeeding
intersection is offset by a given time from that of the
preceding intersection, depending on the distance from the
preceding intersection and the speed of progression for
that section of the street. When the offset and cycle length
are fixed, the system is known as the limited-or simple-
progressive system; when the offset and cycle length can
be changed to meet the demands of fluctuating traffic at
different times of the day, it is known as the flexible-
progressive system.
Signal Preemption and/or Priority
• Preemption is the transfer of the normal operation
of the signals to a special mode that allows for
trains crossing at-grade railroad intersections with
streets, allowing emergency vehicles and mass
transit vehicles to easily cross an intersection, and
for other special tasks.
Emergency Vehicle Preemption
• Preemption is mainly used for emergency vehicles,
such as an ambulance, police car, or fire truck. In
this case, the emergency vehicle is allowed to
interrupt the normal signal cycle so that it can
quickly cross the intersection safely.

Priority to Particular Class of Vehicles

• Priority is usually given to some non-emergency
vehicles (such as buses and light-rail vehicles) by
modifying the signal timing and/or phase plan so
that the green phase can be assigned to the
vehicle with the preferred treatment.
FREEWAY RAMPS
• Ramps are usually part of grade-separated
intersections where they serve as interconnecting
roadways for traffic streams at different levels.
They are also sometimes constructed between two
parallel highways to allow vehicles to change from
one highway to the other
.
• Freeway ramps can be divided into two groups:
1. entrance ramps allow the merging of vehicles into the
freeway stream
2. exit ramps allow vehicles to leave the freeway stream.
Freeway Entrance Ramp Control
• The control of entrance ramps is essential to the
efficient operation of freeways, particularly when
volumes are high.

Methods for Controlling Freeway Entrance Ramps

▫ Closure
▫ Local (isolated) metering control
▫ System-wide (coordinated) metering control
Closure
• Closure entails the physical closure of the ramp by
using “Do Not Enter” signs or by placing barriers at
the entrance to the ramp. This is the simplest form
of ramp control, but unfortunately it is the most
restrictive.
• The types of ramp closures used can be classified
into three general categories:
(1) permanent
(2) temporary
(3) time of-day or scheduled.
Local or Isolated Metering Control
This method uses conditions at a specific ramp to
determine the metering rate. It is therefore
appropriate only for ramps with isolated problems
and when no effort is made to consider conditions at
adjacent ramps. The primary objective is to improve
safety or alleviate congestion at the ramp.
 System-Wide or Coordinated
Metering Control
• Here conditions are used that include those at
other adjacent ramps to determine the metering
rate. This method can therefore be used for ramps
along a freeway segment, an entire corridor, or
several corridors where problems at one ramp may
affect the other adjacent ramps.