Control Delay Sensitivity Analyses

C, Cycle g, Effective v c Evaluation Criteria

Length Green Time Demand Capacity X= v/c d1 d2 d
(s) (s) (veh/h) (veh/h) ratio (s/veh) (s/veh) (s/veh)
30 10.56 800 1334 0.60 8.0 2.0 10.0
35 12.96 800 1403 0.57 8.8 1.7 10.5
40 15.36 800 1455 0.55 9.6 1.5 11.1
45 17.76 800 1496 0.53 10.4 1.4 11.8
50 20.16 800 1528 0.52 11.3 1.3 12.6
55 22.56 800 1555 0.51 12.1 1.2 13.3
60 24.97 800 1577 0.51 13.0 1.2 14.1
30 10.56 1000 1334 0.75 8.6 4.0 12.6
35 12.96 1000 1403 0.71 9.4 3.2 12.6
40 15.36 1000 1455 0.69 10.3 2.7 13.0
45 17.76 1000 1496 0.67 11.2 2.4 13.6
50 20.16 1000 1528 0.65 12.1 2.2 14.3
55 22.56 1000 1555 0.64 13.0 2.1 15.1
60 24.97 1000 1577 0.63 13.9 2.0 15.9
30 10.56 1200 1334 0.90 9.2 11.4 20.6
35 12.96 1200 1403 0.86 10.2 7.4 17.5
40 15.36 1200 1455 0.82 11.1 5.7 16.8
45 17.76 1200 1496 0.80 12.1 4.8 16.9
50 20.16 1200 1528 0.79 13.0 4.3 17.3
55 22.56 1200 1555 0.77 14.0 3.9 17.9
60 24.97 1200 1577 0.76 15.0 3.6 18.6

d=d1 + d2

d1 =(C/2)x{(1-g/C)2/[1-[min(1,X)x(g/C)]]

2 8𝑘𝑙𝑋
d2 = 900T[(X-1)+√(𝑋 − 1)(𝑋 − 1) + ( 𝑐𝑇
) ; k=0.50 for pre-times control, l=1.0 for intersection
analyses

c = s0NF(g/C), s0 = ideal saturation flow rate, 1900 pc/hg/ln, N= 2 lanes, F = 1, g/C =green/Cycle

In order to investigate some basic sensitivities, cycle length ranging from 30 s to 60 s in 5 s increments
will be studied. Demand flow rate of 800 veh/h, 1000 veh/h, and 1200 veh/h will be considered. The
results of the computation are tabulated. Subsequently three graphic illustrations of the data are
exhibited and discussed below.
 Intersection Control Delay (s/veh) Cycle Length vs Delay for Various
Demand Levels
25.0

20.0

15.0
800 veh/h
10.0
1000 veh/h
5.0 1200 veh/h
0.0
20 30 40 50 60 70
Cycle Time (s)

From the above figure “Cycle Length vs Delay”, it shows two characteristics:
(1) When the cycle length is too short, delay increases rapidly
(2) When the cycle length is too long, delay also increase gradually as there is too mch unused green
time built into the cycle.

Delay vs v/c Ratio for various

Demands
25.0
Intersection Control Delay

20.0

15.0
800 veh/h
10.0
1000 veh/h
5.0 1200 veh/h
0.0
0.50 0.55 0.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95
v/c Ratio

From the above figure “Delay vs v/c ratio”, it shows the following phenomena:
(1) For a certain demand level, low v/c ratios lead to higher delay levels.
(2) Minimum delay for any given demand level will occur at a reasonably high v/c ratio.
 Delay versus Demand Level for various
cycle length
22.0
Intersection Control Delay (s/veh)

20.0
18.0
16.0 30 s
14.0 40 s

12.0 50s

10.0 60s

8.0
750 850 950 1050 1150 1250
Demand (veh/h)

From the above figure “Demand vs Delay”, it indicates that:

(1) For any given signal timing, delay will rise with increasing demand.
(2) Interestingly, the longer cycle lengths have higher delay when demand is low than shorter cycle
lengths.
(3) As demand increases the shorter cycle length like the one with 30 s moves quickly to higher delay.

In view of the sensitivity analyses performed, the use of C = 45 seconds reacts reasonably with the traffic
demand and is able to keep the intersection control delay within LOS B within 20 s/veh.