First University Conference on Science Engineering and Research, 2018

Controlling Traffic by Designing Signal at Intersection of

Kyaukse, Myanmar
Nandar Wady Aung Technological University
Civil Engineering Department (Kyaukse)
nandarwadyaung@gmail.com
Abstract: Roadway intersections are a source of great concern to traffic engineers due to conflicting traffic
movements. Intersections can be a major source of crashes and vehicle delays. Therefore, the installation and operation
of a traffic signal to control conflicting traffic at an intersection. This study concerns with analysis and design of traffic
signals for intersection of Yangon-Mandalay road and GTC road which are located in Kyaukse. The aim of the research
is to design the traffic signals and analyze the capacity and level of service (LOS) of signalized intersection. The required
cycle lengths are calculated by using Webster’s method. The 2000 Highway Capacity Manual (HCM) procedures are
used for analysis capacity and LOS of signalized intersection. Manual Counting method and twelve-hour counting period
(7:00 am to 7:00pm) are used to obtain the required traffic volume. According to results, it gets level of service B and C
with average delay of 16.21 sec/veh and 21.89 sec/veh for phase plan type 1 and phase plan type 2 respectively. Phase
plan type 1 is selected for this intersection because of less delay. Therefore, this research can propose the preliminary
designs of traffic signals at selected junctions as a general reference.

Keywords: traffic signal, intersection, Webster method, HCM (2000), delay, level of service
 First University Conference on Science Engineering and Research, 2018

1. INTRODUCTION (Source: Google Map)

Nowadays, road transportation and vehicle delays at
traffic junctions affect the entire traffic system and
constitute a major concern in every country of the
world. Due to rapid increase in population along with
urbanization, industrialization and improving living
conditions, the vehicular population is pacing up. These
problems can be solved by providing an efficient traffic
signal control at the intersection. The traffic signal
system is probably the most important kind of
transportation facility in operation today, considering
the perspectives of both safety and efficiency. The
signal system also has a great impact on energy and the
environment. The more times a vehicle stops, the larger
the level of pollutants that it emits. Therefore, suitable
design is applied to provide the timing of traffic signals.
The providing of suitable signal timing at road
intersections is important because extra timing of
signals causes delay time and higher operational cost,
and short timing may create low safety.
The control and management of traffic is a major
problem in Kyaukse because the traffic is growing day
by day.The intersection (junction of Yangon-Mandalay
road and GTC road) in Kyaukse is located on Yangon-
Mandalay highway. The satellite image of intersection
of Yangon-Mandalay Road and GTC Road is shown in
Figure 1. It is a three legged intersection situated near a
university, bazaar, and industrial zone due to which
there is a heavy traffic around junction. More over there
is no a mini bus-stand & private vehicle parking. The
increasing of traffic volume at this intersection has been
arisen a problems like road accidents, conflicts and
congestions. These problems can be solved by
providing an efficient traffic signal control at the
intersection for continuous and efficient movement of
vehicles through the intersection. According to traffic
signal, signal timing is most important which is used to
decide green time of the traffic light shall be provided at
an intersection. Therefore, this study focuses on the
design and analysis of traffic signals by using Webster’s
method and HCM (2000) for the selected junctions in
Kyaukse.
2. LITERATURE REVIEW
To achieve safe, rapid and efficient flow of traffic, an
efficient traffic signal control at the intersection is
essential. To be good in the whole traffic system, traffic
characteristics and theories are needed to study.
2.1. Traffic Volume Study
One of the fundamental measures of traffic on road
system is the volume of traffic using the road in a given
interval of time when the traffic is composed of a
number of types of vehicles; it is the normal practice to
convert the flow into equivalent P.C.U by using certain
equivalency factor. The flow is expressed as PCU per
hour. The methods of collecting volume count data are
mechanical counting method and manually counting
method.
Table 1. Vehicle Equivalents in Passenger Car Units
PCU Values of Vehicles Class
No.
Vehicle Class Signalized Intersection
1 Car 1.0
2 Bus 3.5
3 Three-wheeler 0.8
4 Motor cycle 0.5
5 Bicycle 0.2
6 Truck 3.5
2.2. Webster’s Method
This method is used to compute the required data for
determining suitable signal timing as it is suitable for
timing of a pre-timed signal.
2.2.1. Signal Phases
The number of phases varies with the number of
intersection’s approaches, the general intersection’s
layout, the composition and the direction of traffic
flows. Phasing can be used to minimize hazard risks by
separation of movements. The first issue is to decide
how many phases are required. It is possible to have
two, three, four or even more number of phases.

2.2.2. Saturation Flows

The major determined of the saturation flow is the
average headway between vehicles discharging from an
intersection. The saturation flow (s) is defined as
3600 (1)
s 
h
where,
s = saturation flow
h =the average headway in seconds.
Figure1. Satellite Image of Intersection of Yangon- (2)
Mandalay Road and GTC Road
 First University Conference on Science Engineering and Research, 2018

5280 Actual green time can be now found out as,

h 
Q max Gi = gi - Yi + tl (7)
5280V where,
Q max  (3) Gi = actual green time for phase i
20  1.04V  0.053V 2 gi = effective green time for phase i
where, Yi = amber time for phase i
Qmax = maximum discharge of traffic
V = design speed, 30 mph. 2.2.7. Actual Cycle Length
2.2.3. Vehicle Clearance Interval Actual cycle length can be now found out as,
The objective of the amber signal indication following Cact = Gi + Yi + Ri (8)
each green interval is to warn moving traffic facing the 2.3. 2000 Highway Capacity Manual
signals to come to a stop. The 2000 Highway Capacity Manual (HCM)
1 v (W  L) (4) procedures for analysis of signalized intersections are
Y t   
2 a v widely accepted in traffic engineering practice. The
where, objective is to analyze the capacity and Level of Service
Y =clearance interval, in second (LOS) of existing intersection and to recommend
t = perception reaction time, suggest value = 1 changes to the signal and/or geometric design.
v = approach speed of clearing vehicle =30mph
a =deceleration rate of clearing vehicle, in feet 2.3.1. Saturation Flows
per second square, suggest value = 15 The prevailing saturation flow for a specific lane group
W =intersection width (curb to curb), in feet is estimated as;
L = length of vehicle, in feet, suggest value = 20 s = so N fw fHV fg fp fbb fa fLU fRT fLT fpb (9)
where,
2.2.4. Minimum Cycle Length N = the number of lanes in lane group
The cycle lengths are generally between 60 and 75 fw = lane width in ft
seconds. However, complex intersections can have w = average lane width in ft
cycle lengths of 120 seconds or more. The minimum fHV = heavy vehicles factor
cycle length is given by fg = grade factor
N tl X c fp = parking factor
C min  fbb =bus blockage factor
V
Xc  c fa =area type factor
s (5) fLU =lane utilization factor
where, fRT = right-turns factor
Cmin = minimum cycle length fLT =left-turn movement factor
fpb =pedestrian and bicycle factor
N = the number of phases
tl = total lost time per phase,
2.3.2. Capacity of Intersection
suggest value= 3sec
By making use of the formula given below the capacity
Vc of a lane for the both pre-timed and automatic traffic
= the ratio of critical volume to saturation flow
s signals can be computed as,
Xc = the quality factor called critical ratio ci = si × gi /C (10)
where,
ci =capacity of lane in vehicle per hour,
2.2.5. Effective Green Time si = saturation flow rate in vehicle per hour per
The effective green time is the time during which a lane,
traffic movement is effectively utilizing the gi = effective green time allocated to the lane in
intersection. It is calculated as seconds
V  (6) C = cycle time in seconds
gi   i    C  L 
 Vc  2.3.4. Performance Analysis
where, The last step in the intersection capacity analysis
gi = effective green time process is the performance evaluation of the facility.
Vi = critical lane volume for phase i The performance evaluation is based on the delay.
Vc = critical volume d = d1(PF)+d2+d3 (11)
C = cycle length where,
L = total lost time for cycle d1 = uniform delay component
d2 = incremental delay component
d3 = initial queue delay component
2.2.6. Actual Green Time
 First University Conference on Science Engineering and Research, 2018

d1=(0.5C (1-(g/C))2 )/(1-min(1,X)(g/C)
2 minimum cycle length are determined.
d2= 900T ((X-1)+SQRT((X-1) +((8klX)/(cT))) (13)
d3=(1800Qb(1+u)t)/(cT)
The amount of estimated delay defines the level of
service of a lane group, an approach, and the
intersection as a whole.
The following correspondence between Level of
Service (LOS) and control delays is specified in the
HCM 2000. Levels of service and travel delay are
shown in Table 2.
Table 2. Level of Service, Travel Delay (sec/veh)
(12) the critical lane volume, vehicle clearance interval,
(14) 4.1. Determination of Control Cycle Length
For this study intersection with three approaches, three
phases signal cycle is considered. The collected traffic
volumes are in unit of vehicles per hour (vph) and
converted to Passenger Car Unit per hour (PCU/hr) by
multiplying the factors which are shown in Table 1. The
plan of the intersection is illustrated in Figure 2.
Yangon – Mandalay Road

50 ft
Delay(sec/veh) Level of Service(LOS)
≤10 A
10~20 B
20~35 C E
35~55 D
55~80 E N S
>80 F GTC road

W 33f
3. DATA COLLECTION OF THE STUDY
t
AREA
In present study, firstly, traffic field studies are used to Figure 2. Intersection Plan of Yangon-Mandalay
have the traffic volume at study area which are used as Road and GTC Road
input for the design of traffic signals. Classified traffic
volume (Cra, Buses, Tractora) are collected for the 4.1.1. Design of Three Phases
period of 12 hours (7:00AM to 7:00PM). Traffic counts
This junction is a T-shaped junction so it is designed as
are conducted on Tuesday, Wednesday and Thursday as
three phases by considering possible phase plan type as
Monday morning and Friday evening rush hours may
shown in Figure 3.
show exceptionally high volumes. Typically, traffic
engineers consider the peak period to be the highest Phase Plan Type 1
demand period of the day and therefore, only data from 566
8:00 AM to 9:00 AM were considered for this analysis.
The peak hour traffic volume of the study area is 1017
expressed in Table 3. 291 201 317 216
Table 3. Peak Hour Traffic Volume
Approach Movement Volume Phase 1 Phase 2 Phase 3
Left (LT) 342 Phase Plan Type 2
Yangon-Mandalay Road
Through (TH) 1162 566 1017
Southbound (SB)
Right (RT) 0
Left (LT) 0
Yangon-Mandalay Road 317 216
Through (TH) 697 291 201
Northbound (NB)
Right (RT) 509 Phase 1 Phase 2 Phase 3
Left (LT) 537 Figure3. Phasing for the Intersection of Yangon-
GTC Road
Through (TH) 0 Mandalay Road and GTC Road
Westbound (WB)
Right (RT) 371

4. DESIGN OF TRAFFIC SIGNAL 4.1.2. Critical Lane Volume

The intersection of Yangon-Mandalay Road and GTC
Road is a T-junction. The peak hour traffic volume is
used in the design. Yangon-Mandalay road has two
lanes in both North South (NS) and South North (SN)
directions. GTC road also have two lanes in both West
East (WE) and East West (EW) directions. In designing
the signal timing, phasing is firstly considered and then
The movement which has the maximum traffic volume
per lane is known as the critical lane volume. Critical
lane volume is that the largest lane volume (one lane)
must be accommodated on a phase.
For Phase-Plan Type 1
Phase 1, V1 = 1017 PCU/hr is critical for NS direction.
Phase 2, V2 = 291 PCU/hr is critical for NW direction.
Phase 3, V3 = 317 PCU/hr is critical for WN direction.
Vc = 1017 + 291 + 317 = 1625 PCU/hr
 First University Conference on Science Engineering and Research, 2018

Actual green time can be found out as equation (7) and

4.1.3. Vehicle Clearance Interval gives
Vehicle Clearance Interval for each phasing is G1 = 35 - 4 + 3 = 34 seconds (Take 35 seconds)
calculated by equation (4). G2 = 10.03 - 4 + 3 = 9.03 seconds (Take 9 seconds)
For the GTC Road phasing, G3 = 10.92 - 4 + 3 = 9.92 seconds (Take 10 seconds)
1 30 22 (50  20) 15
Y  1      4.06 seconds
2 15 15 30 22
4.1.7. Final timing
(Take 4 seconds) G = 35 seconds Y = 4 seconds R = 27 seconds
1 1 1

For the Yangon-Mandalay Road phasing, G2 = 9 seconds Y2 = 4 seconds R2 = 53 seconds

1 30 22 ( 33  20 ) 15 G3 = 10 seconds Y3 = 4 seconds R3= 52 seconds
Y  1      3.67 seconds
4.1.8. Actual Cycle Length
2 15 15 30 22
Actual cycle length = 35 + 4 + 27 = 66 sec
(Take 4 seconds)
The signal timing diagram at the intersection of
Yangon-Mandalay Road and GTC Road is shown in
4.1.4. Approximate cycle length Figure 4.
5280  30
Q max   1601.62
20  1.04  30  0.053 30 2

5280
h   3.30
1601.62

Vc 1625 3.30
  1.49 Figure4. Signal Timing of Phase-Plan Type 1
s 3600
Vc 4.2. Analysis by 2000 Highway Capacity
The value of Xc must be greater than s in order to Manual
minimize the potential of cycle failures due to To analyze the capacity and level of service of this
occasionally high arrival volumes. Therefore, in this intersection, 2000 HCM procedure is adopted in this
calculation, the values of Xc are considered as 1.57 and study. With this procedure of capacity and performance
1.73 by trial. Using equation (5) gives analysis, the operation characteristics of this signalized
3  3  1.57 intersection are estimated and evaluated.
C min   176.63 seconds
1.57  1.49 4.2.1. Capacity Analysis
3  3  1.73 For this analysis, intersection geometry, traffic
C min   64.88 seconds =65
1.73  1.49 condition and signalized condition are considered as
seconds required parameters.
(rounding up to nearest 5 seconds)
When evaluating the designs, a short cycle length 4.2.1.1 Required input parameters
should be used and so, control cycle length is taken as The required parameters for capacity analysis are
65 seconds. summarized in Table 4.

4.1.5. Effective Green Time Table 4. Field Data for Phase-Plan Type 1
(ft)Lane width

Since lost time per phase is the start-up time (usually

Lane group
movement
Approach

V (vph)

Parking

2~3 seconds), it is considered as 3 seconds.

Bus/hr
% HV

Slope

Total loss time, L = 3x3 = 9 seconds

C – L = 65- 9 = 56 seconds
Effective green time in each of the phase is calculated
by substituting in equation (6) and the results are LT 317 0.3 15 0 N N
WB
1017 RT 216 0.5 15 0 N N
g1   56  35 seconds
1625 LT 201 0 12.5 0 N N
SB
291 TH 1017 10.8 12.5 0 N N
g2   56  10.03 seconds RT 291 0.3 12.5 0 N N
1625 NB
317 TH 566 6.2 12.5 0 N N
g3   56  10.92 seconds
1625
4.2.1.2 Saturation Flows and Flow Ratios
The saturation flow is estimated as the second step of
4.1.6. Actual Green Time
capacity analysis. The base saturation flow s o is usually
 First University Conference on Science Engineering and Research, 2018

equal to 1,900 pcphgpl (passenger cars per hour of

Group mvt.

(sec/veh)

(sec/veh)

(sec/veh)
oach
green per lane).
Table5. Saturation Flows and Flow Ratios for
Phase-Plan Type 1
LT 25.9 0.5 0.12 1 26.02 C
mvt.Lane Group

WB
Approach

Va (vph) RT 25.36 0.5 0.08 1 25.44 C

capacity

X=Va/c
V (vph)

C (sec)
g (sec)
PHF

g/C
LT 25.89 0.5 0.09 1 25.98 C
SB
TH 10.37 0.5 0.05 1 10.42 B
L
317 1 317 10 66 0.15 602 0.53
W T RT 26.6 0.5 0.19 1 26.79 C
B R NB
216 1 216 10 66 0.15 538 0.40
T TH 8.67 0.5 0.01 1 8.68 A
L
S T
201 1 201 9 66 0.14 492 0.41 The average travel delay per vehicle for the whole
B intersection is computed in Table8.
T
1017 1 1017 35 66 0.53 1814 0.56
H Table8.Level of Service for Intersection of Phase-
R Plan Type 1
291 1 291 9 66 0.14 492 0.59
N T
B

Intersections
T

Lane Group Movement

Approach
566 1 566 35 66 0.53 1894 0.30
H

Volume (mph)
Approach
4.2.1.3 Summary Results of Capacity Analysis
At this stage all inputs for capacity analysis are

(sec/veh)
(sec/veh)
available and presented in Table 6. This table is

Delay

Delay

LOS
LOS
established by using 0.91 of 2000 HCM default value
for the peak hour factor.
Table 6.Capactiy Analysis for Phase-Plan Type 1 LT 317 26.02 C
WB
RT 216 25.44 C
lane group mov.
so
Approach

LT 201 25.98 C
V/s
f LT
fHV

fRT
fbp

fpb
fp
fw
N

fg
fa

SB 16.21 B
TH 1017 10.42 B

RT 291 26.79 C
1900 1900 1900 1900 1900 1900

3572 3610 3420 3610 3553 3971

NB
0.95

0.16 0.08 0.30 0.06 0.06 0.08

1.1
LT

1
1
1
1
1

TH 566 8.68 A
WB

0.85
RT

1.1
2

1
1
1
1
1

1
1

4.4. Summary Results of Phase-Plan Type 1

0.95
LT

2
1
1
1
1
1
1

1
SB

and Type 2
TH

0.9
2
1
1

1
1
1

1
1
1

The allocation of green ,amber and red time, the

minimum cycle length, actual cycle length, delay and
0.85
0.95
RT

2
1
1
1
1
1
1

LOS rate of phase plan type 2 are calculated as phase

NB

0.94
TH

plan type 1 which are shown in Table 9.

2
1
1

1
1
1

1
1
1

Table 9. Summary Results of Phase-Plan

Type 1 and Type 2
4.3. Performance Analysis
The performance of the facility for this designed Final Signal
signalized intersection is evaluated in Table 7. This Timing
evaluation is based on the delay such as travel delay and Phase-
Delay
Plan LOS
stopped delay. The amount of estimated delay is the Type Actual Mini;
(sec/veh)
Level of Service (LOS) of a lane group, an approach. In G Y R Cycle Cycle
this case, default values (k) for pre-timed controller is Length Length
taken as 0.50 and the value of PF for isolated (sec) (sec)
intersection is taken as 1.0. 1 35 4 27 66 65 16.21 B

Table7. Level of Service for Individual 2 20 4 53 77 75 21.89 C

Approaches of Phase-Plan Type 1
Delay
Appr

Lane

LOS
PF
d1

d2
K
 First University Conference on Science Engineering and Research, 2018

5. DISCUSSION
This study involves analysis and design of traffic
signals for intersection of Yangon-Manalay road and
GTC road. According to the results, the average delay
of 16.21 sec/veh with LOS B is found in phase plan
type 1. Although the results of individual approaches
operating at a range of LOS A, B and C, the whole
intersection operates at LOS B. The allocation of green
and red time is 35 and 27 seconds respectively. The
amber time provision is 4 seconds and the actual cycle
length in phase plan 1 is 66 seconds.
In phase plan types 2, 20 seconds and 53 seconds are
the allocation of green and red time. The amber time of
phase plan type 2 is the same 4 seconds as that of phase
plan type 1. The actual cycle length phase plan type 2 is
77 seconds. The whole intersection performed at LOS
C and the delay value is 21.89sec/veh.

6. CONCLUSION
Signal cycle is considered for intersection of Yangon-
Mandalay road and GTC road with possible phase-plan
types. The cycle lengths for three phases are computed
by using Webster’s Method. Then, 2000 Highway
Capacity Manual (2000 HCM) is applied for the
capacity and performance analyses. Based on
performance analysis, chosen actual cycle length of the
intersection is 66 seconds and the delay value is found
as the upper limit if the prescribed range. It is observed
that plan type 1 has the level of service B. Phase plan
type 2 delay corresponds to level of service of C.
Therefore, phase plan type 1 is selected for this
intersection because its delay time is less than type 2.

7. ACKNOWLEDGMENTS
The author specially thanks to all the persons who
helped in collecting the data for this study. Finally, the
author wants to say a lovely thanks to her beloved
parents, teachers and all friends who give her valuable
support and inspirations.

8. REFERENCES
[1] Dr. Tom V. M. and IIT Bombay. Introduction to
Transportation Engineering. February 2014.
[2] Gurcharan, S. Highway Engineering, 5thEdition.
2004.
[3] Highway Capacity Manual: Highway
Engineering, 4th Edition. National Research
Council at Washington DC, 2000.
[4] S.K.Khanna-C.E.G Justo. Highway Engineering,
7th Edition. 1991.
[5] WilliamR. McShane and Roger P. Roess. Traffic
Engineering. Prentice-Hall, Englewood Cliffs,
New Jersey 07632. Polytechnic University, 1990.