Traffic Signal Timing: Basic

Principles
„ 2 types of signals
„ Pre-timed
„ Traffic actuated
„ Objectives of signal timing
„ Reduce average delay of all vehicles
„ Reduce probability of accidents by minimizing
possible conflict points
„ Objectives may conflict!

Development of a Traffic Signal

Phasing and Timing Plan
„ Select Signal Phasing
„ Determine if protected or permitted left turns
will be used
„ HCM Guidelines - Consider using protected
phase when the product of left turning vehicles
and opposing traffic volume exceeds:
ƒ 50,000 during the peak hour for one opposing lane
ƒ 90,000 for two opposing lanes
ƒ 110,000 for three or more opposing lanes

Two Phase and Three Phase Signal

Operation

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 Typical Phasing Configurations and
Sequencing

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Example:
Determining Signal Phasing Plan

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Example: Recommended Signal

Phasing

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 Development of a Traffic Signal
Phasing and Timing Plan
„ Establish Analysis Lane Groups
„ Determine critical lane groups
„ Calculate cycle length
„ Allocate green time

Typical Lane Groupings for Analysis

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Summary
„ There is one lane (or lane group) for each phase
requiring the maximum amount of effective green
time. For this lane or lane group, we have the critical
lane volume (CLV).
„ There is an effective green time requirement and
critical lane volume for each phase in the cycle.
„ The "required green" for the cycle is the sum of the
effective green requirements for each phase. We
must provide at least this amount of effective green
(per hour) to pass the traffic (without queuing).

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Determining Cycle Length
„ Typically will minimize delay to stopped
vehicles (thus minimize C).
L
C=
⎛ CLV ⎞
n
1− ∑⎜ ⎟
i =1
⎝ s ⎠i

*This equation assumes Xc = 1. (Xc is the critical v/c ration for the
intersection. If Xc = 1, this implies intersection operates at full
capacity. Occasional cycle failures could occur using this
approach, because of the randomness of vehicle arrivals.

Determining Cycle Length

„ From Mannering text:

L × Xc
Cmin = n
⎛ CLV ⎞
Xc − ∑⎜ ⎟
i =1 ⎝ s ⎠i

*Round C to nearest 5 seconds. Choose Xc based on desired

degree of utilization of the intersection.
Cycle lengths should be in the range of 40 – 120 seconds (unless
intersection is very complex (5+ phases).

Determine Splits
„ Determine how long each phase will receive
right-of-way
⎛ CLV ⎞
⎜ ⎟
⎝ s ⎠i
( G + A) i = ( C − L) + l i
⎛ CLV ⎞
n

∑ ⎜⎝ s ⎟⎠
i =1 i

*Equation in your book is for Effective Green Time (section7.5.6)

L = total lost time for Cycle

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Real World Constraints
„ Cycle length constraints:
We would like to implement cycle lengths in the range of 40-120
seconds. Cycle lengths of less than 40 seconds waste too much time
(lost time), and for cycles much over 120 seconds, motorists
sometimes think that the "light" is malfunctioning, and enter the
intersection on red.
„ Display time constraints:
We don't show the driver such things as two second greens ("Show the
driver things he's seen before.") Some traffic engineers might use
different values, but in this class, we will use minimum (G+A) values of:
12 sec (exclusive left turns)
15 sec (through)
„ Peaking:
We time traffic signals for the peak 15 minute flow rate, just like we
made our calculations on for capacity and level of service for
uninterrupted flow.

Real World Constraints

„ Composition:
As a rough approximation, assume that each truck is the equivalent of
2.0 passenger cars (this value is compatible with the Highway Capacity
Manual (HCM)). The HCM uses this to adjust saturation flow rate from
its "ideal" value of 1900 pcphgpl (passenger cars per hour of green per
lane). As an approximation, we will use:
s = 1900 × f hv
where
s = saturation flow rate (vphgpl)

Where fhv is the proportion of trucks in the stream. Since we are taking
ET=2, this reduces to: 1
f =
hv
1 + PT
1900
Our approximation to saturation flow rate, then, is: s=
1 + PT
(This is both a slight variation and simplification of the HCM technique for
signalized intersections, but it is sufficient for our purposes).

Real World Constraints

„ Unprotected left turns:
Unprotected left turns are those who turn left on the "green ball."
We call those turning left on a green arrow "protected" left turns.
As an approximation, assume that each unprotected left turn is
the equivalent of 2.0 through vehicles.
„ Pedestrian constraints (where pedestrian volumes
are significant):
Ped time = 5 sec + walk time
(Walk rate is about 4 ft/sec)
„ All signal timing methods are approximate - checking
and adjustments must be made in the field.

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 Example 1

Find cycle length and splits for the intersection configuration shown below.
Assume saturation headways of 2.1 sec/veh-lane and lost times of 5
sec/phase for all approaches.

Example 2 – Part A
As city traffic engineer of Attapulgus, Georgia, you are responsible for timing the town's traffic signal,
which operates with two phases. Lost time is 4.5 seconds for each of the two phases and peak hour factor
is 0.83. Peak hour data for each of the four approaches is given in the table below.

Peak Hour Percent Percent

APPROACH Volume Trucks Left Turns
EB 548 5 6
WB 672 7 7
NB 598 4 8
SB 606 2 6
Intersection geometry is as shown below. Find the required cycle length and splits.

Example 2 – Part B
The mayor is up for re-election and has promised, if returned to
office, to provide funds to significantly improve these two streets.
What cycle length and splits would you implement if the intersection
was improved by adding lanes as shown below?

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Example – Part C
Well, the mayor's opponent, who campaigned on a platform of fiscal
conservatism, won the election. This means that there will be no major
improvements to the intersection. However, the new mayor is willing to
foot the bill for a can of paint, and you do have enough pavement width
to add left-turn bays for the east-west approaches. For your "new"
intersection (shown below), can you re-time the signal to give a more
reasonable operation than what you got in part a?