6. Chapter 2_1

CHAPTER 2
LITERATURE REVIEW
2.1. Introduction
Signalized intersections are critical elements of urban transportation systems,
demanding a thorough exploration of their operational dynamics to effectively
manage traffic. Leveraging insights from the authoritative Highway Capacity Manual
(HCM) 2000, this study delves into fundamental theoretical and technical aspects that
shape our understanding of signalized intersection performance.
The HCM 2000 offers a robust framework for assessing intersection capacity,
with a focus on delay as a key metric. Delay, as defined in the manual, refers to the
additional time vehicles spend navigating an intersection due to congestion.
Analyzing delay requires a nuanced consideration of factors like signal phasing, cycle
length, and geometric design. The methodologies outlined in the manual provide a
systematic approach to quantify delay, empowering engineers to pinpoint bottlenecks
and inefficiencies within signalized intersections.
Central to the HCM 2000 is the concept of Level of Service (LOS), a
qualitative measure that succinctly summarizes the operational status of an
intersection. LOS spans from A to F, with A indicating free-flow conditions and F
representing severe congestion. This evaluative tool enables a comprehensive
characterization of intersection performance, guiding practitioners in identifying areas
necessitating intervention.
The dynamic nature of traffic patterns at signalized intersections is a recurring
theme in the literature. Urbanization, evolving land use patterns, and advancements in
signal control technology call for adaptive strategies. Researchers advocate for
adaptive signal control systems capable of dynamically adjusting signal timings based
on real-time traffic conditions. This adaptability ensures optimal signal phasing,
particularly during peak and off-peak hours, aligning with the overarching objective
of minimizing delays and enhancing intersection efficiency.
A comprehensive literature review extends beyond the HCM 2000, exploring
diverse perspectives on signalized intersection analysis. Prioritizing vulnerable road
users such as pedestrians and cyclists is crucial. The integration of multimodal
transportation modes necessitates a holistic approach to intersection design. Studies
emphasize the importance of infrastructure improvements and signal timing
adjustments to accommodate the diverse needs of various transportation modes.
In conclusion, the literature, grounded in the HCM 2000 and broadened to
encompass wider perspectives, highlights the intricate technical and theoretical
aspects of signalized intersection analysis. The systematic evaluation of delay, LOS,
and adaptive signal control strategies serves as a basis for informed decision-making
in optimizing traffic flow, reducing delays, and ensuring the overall efficiency of
signalized intersections in urban environments.
2.2. LOS
LOS stands for Level of Service. It's a qualitative measure used to describe the
operational performance of transportation facilities such as roads, intersections, and
highways. LOS is typically graded on a scale from A to F, with A representing
excellent conditions (little or no congestion, free-flowing traffic) and F indicating
severe congestion and poor conditions (significant delays, stop-and-go traffic).
LOS is determined based on various factors including speed, travel time,
traffic volume, density, and other qualitative measures. It provides a standardized way
to assess the quality of service provided by transportation infrastructure, helping
transportation planners and engineers make informed decisions about infrastructure
design, operation, and improvements. Table 2.1. shows the relationship between LOS
and control delay per vehicle (s/vec).
Table 2.1. LOS criteria for signalized intersections
5
2.3. Input Parameters
Input parameters for analyzing the performance of a signalized intersection
include geometric conditions, traffic conditions and signalization conditions.
2.3.1. Geometric Conditions

Intersection layout is typically depicted diagrammatically and should
encompass all pertinent details, such as approach gradients, lane quantities and
widths, and parking arrangements. It's essential to indicate the presence of dedicated
left or right-turn lanes and specify the lengths of storage for these lanes.
2.3.2. Traffic conditions

Traffic volumes represent the rate of flow in vehicles per hour for the 15-
minute analysis period, which is the standard duration for analysis (T = 0.25). If data
for the 15-minute period are unavailable, they can be estimated using hourly volumes
and peak-hour factors (PHFs).
In cases where the ratio of volume to capacity (v/c) exceeds approximately
0.9, the length of the analysis period significantly impacts control delay. In such
situations, if the 15-minute flow rate remains relatively constant for more than 15
minutes, the duration of the constant flow should be used as the analysis period, T,
measured in hours. If the v/c ratio exceeds 1.0 during the analysis period, the duration
of the analysis period should be extended to cover the period of oversaturation in the
same manner, provided that the average flow remains relatively constant during that
period.
Pedestrian and bicycle flows that interfere with permitted right or left turns are
necessary to consider. The pedestrian and bicycle flows utilized for analyzing a
particular approach are those in the crosswalk that interfere with right turns from that
approach. For instance, for a westbound approach, pedestrian and bicycle flows in the
north crosswalk would be utilized for the analysis.
2.3.3. Signalization conditions

If there are pedestrian timing specifications, the minimum duration of the
green signal phase is determined and incorporated into the signal timing plan. The
6
15th percentile walking speed is assumed to be 1.2 meters per second. Minimum
green time for a signal can be calculated by the folowing equation.
2.4. Determining the Flow Rate

There are three alternative study appraoches to determine the flow rate as
shown in Figure 2.1.
Figure 2.1. Three alternative study approaches to determine the flow rate
Approach A: Can miss a queue

Approach B: Effects of peaking not defined
Approach C: The most appropriate one
7
To determine the flow rate by the most appropriate approach, the following equation
can be used.
2.5. Determining the Saturarion Flow Rate

The saturation flow rate is the flow in vehicles per hour that can be
accommodated by the lane group assuming that the green phase were displayed 100
percent of the time (i.e., g/C = 1.0). the saturation of fow rate can be determined by
the following equation.
2.6. Capacity and V/C Ratio

Capacity of the lanes group can be calculated by the following equation.
8
2.7. Determining Delay
Determining delay at an intersection involves calculating the additional time
vehicles spend navigating the intersection due to congestion or signal timing. Delay
can be caculated by the followin equation.
2.7.1. Uniform Delay

Uniform delay refers to the delay experienced uniformly by all vehicles at an
intersection. It is typically caused by factors such as the time required to stop at the
intersection, waiting time during red signal phases, and the time needed to accelerate
back to the desired speed after passing through the intersection. Uniform delay is
often considered in basic delay calculations and is essential for evaluating overall
intersection performance. It can be calculated by the following equation.
9
2.7.2. Incremental Delay
Incremental delay, also known as additional delay, represents the extra delay
experienced by a vehicle due to its arrival at the intersection during a specific time
period or under specific conditions. It takes into account the additional wait time
caused by joining an existing queue of vehicles at the intersection. Incremental delay
is crucial for assessing the impact of changes in traffic conditions, such as fluctuations
in traffic volume or signal timing adjustments. . It can be calculated by the following
equation.
2.7.3. Delay for Approach

This refers to the delay experienced by vehicles as they approach an
intersection before they reach the actual stopping point or conflict area, such as the
stop line or the beginning of the intersection itself. Delay for approach typically
includes the time spent decelerating, waiting at traffic signals if applicable, and
potentially queuing behind other vehicles already waiting to enter the intersection. It
10
is specific to each approach to the intersection and can vary based on factors like
traffic volume, signal timing, and geometric design. . It can be calculated by the
following equation.
2.7.4. Intersection Delay

Intersection delay encompasses the total delay experienced by vehicles while
they are within the intersection area, including any time spent waiting at the
intersection, traversing through the intersection, and accelerating afterward. It
encompasses both the time spent waiting at the intersection (queue delay) and the
time spent traveling through the intersection (travel delay). Intersection delay is a
critical metric for assessing the overall performance of an intersection, as it directly
impacts traffic flow, efficiency, and safety. It can be calculated by the following
equation.
11

6. Chapter 2_1

Uploaded by

Copyright:

Available Formats

6. Chapter 2_1

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

6. Chapter 2_1

Uploaded by

Copyright:

Available Formats

CHAPTER 2

2.3.1. Geometric Conditions

2.3.2. Traffic conditions

2.3.3. Signalization conditions

2.4. Determining the Flow Rate

Approach A: Can miss a queue

2.5. Determining the Saturarion Flow Rate

2.6. Capacity and V/C Ratio

2.7.1. Uniform Delay

2.7.3. Delay for Approach

2.7.4. Intersection Delay

You might also like

Pfad - The Proxy pFad of © 2024 Garber Painting. All rights reserved.