Signalized intersection

Controlling traffic movement (RT, TH,LT) through sequential

display of lights

Green,

Yellow,

Red

One complete sequence - Signal Cycle

Traffic signals a) Pre timed

b) Demand actuated
- Fully actuated
- Semi actuated
# Pre-timed have fixed Signal Cycle duration; this can change during peak/off
peak

# Demand actuated changes signal cycle time based on traffic flow - detector
based
[In India, Traffic police controlled signal time is demand actuated in principle]
# Semi actuated - only one leg is demand actuated; other is priority
movement
[Good for minor road traffic junction along major road, mid-block pedestrian
crossing]

Signal Control
- isolated intersection
- arterial system
- network system

# Isolated intersection
- spacing such as not to interfere with others
- demand actuated good option
# Arterial system
- a series of signals along a major arterial
- co-ordination between signal time
- pre-timed good option

# Network system
- takes into consideration a grid of intersections
- busy urban core street network
- pre-timed good option
# Semi actuated - best suited for midblock pedestrian crossing
or major-minor street crossing

Signal Components
- Phase
- Ring
Phase - single/combination of movement which are given
right of way (i.e. permission to move) simultaneously (by
showing green & yellow)
Ex. 2/3/4 phase signal

Ring - sequence of phases

- single ring
- multiple ring [Barrier (concurrent termination)]

[A1B1] & [A2B2] Two Ring working simultaneously

[when A1 ends B1 can start & when A2 ends B2 can start]
Barrier is determined by: Max.[(A1+B1),( A2+B2)]

Signal phasing
- it is the process of identifying the sequence of phases
[see previous examples]

Each phase does have its Green, Yellow/Amber, All Red & Red
times
Green - go
Yellow - Red imminent, so stop
All Red - Red at all phases, safety feature (if someone chooses to
crossing yellow but could not clear)

Basic objective of phasing is to minimize conflicts

More phases - more elimination of conflict
- more delays in each phase (Y+AR)
- inefficiency rises, LOS drops

Delay:
i) start up time lost at the onset of Green
ii) Yellow & AR time
iii) Adherence to minimum Green/Yellow
(to allow pedestrians adequate time)

Two phase Signal:

- where right turning volumes are low
- where pedestrian volume & left turning volumes are low
Three phase Signal:
- where an exclusive phase is given for high right turning
volume on one street
- where an exclusive phase is given for pedestrians (Ex.
CBD/SCHOOL)

Four phase Signal:

- exclusive right turning phases for both streets due to
high volumes

Start up delay

Unutilized Yellow +
All Red

Cycle length & delay

- Delay is minimum at Co
- Sensitivity of delay to cycle time is much less when cycle length is increased

Co

Allocation of Green time

Time between phases are allocated according to
Ratio of critical flow between phases
Ratio applied to available cycle time
i.e. optimal cycle time (Co) - yellow time (y)(all phase)
- All red time (AR) (All phase)
Yellow time (Y) is calculated based on Dilemma Zone Analysis

Max. Green time is also checked

- It means Red time in some leg
- Check whether queue length reaches next intersection
- Not applicable for isolated signal, but crucial for
arterial system or network system

Signal Co-ordination
The cycle time of the signals can be coordinated in such a way that a band of
vehicle in one direction meets consecutive Green
[choosing offset time]

Width of band in opposite directions can be made equal or

close - balanced design

May not be optimal as peak hour volume may demand

preferential treatment.

Change on cycle time in consecutive intersection may lead to

fluctuating band width.

Capacity & Performance Analysis

Degree of saturation(X)
Ratio of existing traffic volume to its capacity

- for each approach lane

- for the whole intersection

Performance Analysis through LOS

- based on average delay for each approach lane

Step 2
Lane utilization factor from [Signal Design & phasing scheme]
- how each lane is expected to move traffic

Saturation flow/service rate (S) will depend heavily on this

In Previous example:
S(TH) = 1800 veh/hr

S(TH+RT) = 1600 veh/hr

S(TH+LT) = 1700 veh/hr

Step -3
Estimation of saturation flow

LOS according to delay [HCM 2000]

LOS

A - 10s/vehicle
B - 10-20
C - 20-35
D - 35-55
E - 55-80
F - 80+

So, EB lane approach delay of 19.1 S - LOS B

Similarly LOS can be calculated for all approaches.

Delay for the entire Intersection can be calculated by weighing approach

delays by the approach volumes
LOS for Intersection can be calculated from that