TEAM G

C
CONTR
OL
GROUP NAME: TRAFFIC TITANS
OBJECTIVE:

Recognize the traffic cotrol system

01 for safe and orderly movement of
traffic.

Solve conflicts between vehicles or

02 aircraft so that transportation cost
will be minimized.
TRAFFIC
CONTROL
refers to the management and
regulation of vehicular and
pedestrian movements on
roads and highways to ensure
safety, efficiency, and smooth
flow of traffic. It involves a
combination of rules,
infrastructure, technology and
human invention to guide and
direct the movement of traffic
in an organized manner.
 TRAFFIC CONTROL CONTENT

Traffic Signals Signal Timing Signal Control

Rail Traffic Freeway Air Traffic

Control Management Control
system
TEAM G
TRAFFIC
SIGNAL
A traffic signal, often referred to as a traffic light,
is a signaling device used to control vehicle and
pedestrian traffic at intersections and roadways.

means STOP.
means CAUTION or prepare to
STOP
means GO.

Traffic signals help manage the flow of traffic,

enhance safety for drivers and pedestrians, and
reduce the likelihood of accidents. They can also
be equipped with sensors and timers to adapt to
changing traffic conditions.
TEAM G

PHASING
Phasing in traffic signals refers to the
sequence and timing of the lights that
control traffic at an intersection. Each
phase allows a specific movement of
vehicles and pedestrians, helping to
manage how and when different groups
can move safely through the intersection

2022
TEAM G
PHASE
DIAGRAMS
 Two-phase
cycle

A two-phase cycle in traffic signals refers to a system where the traffic

lights at an intersection operate using two distinct phases to control the
flow of vehicles and pedestrians.
 Three-phase
cycle

A three-phase cycle refers to a system that manages traffic at

an intersection using three distinct phases. This allows for
more complex movements, accommodating vehicles and
pedestrians.
 Four-phase
cycle

A four-phase cycle is a system that controls traffic at an

intersection using four distinct phases. This setup allows for a
comprehensive management of various movements for vehicles
and pedestrians.
This figure illustrates phase sequence options for
left turns, including leading, lagging, and leading-
lagging combinations.

Leading left turn- The left turn movement gets a

green signal before the main traffic direction.

Lagging left turn- The left turn movement occurs

after the main traffic direction has been given a
green light.

Leading-lagging left turn- This phasing

combines both leading and lagging left turn signals.
TWO TYPES OF TRAFFIC SIGNALS

FIXED-TIME TRAFFIC-
CONTROLL ACTUATED
ER CONTROLL
ER
FIXED- TIME CONTROLLER

A fixed-time controller is a
type of traffic signal control
system that operates on a
predetermined schedule,
managing traffic lights at an
intersection without adapting to
real-time traffic conditions.

2022
TRAFFIC- ACTUATED CONTROLLER
A traffic-actuated controller is
a type of traffic signal control
system that adjusts the timing of
traffic lights based on real-time
traffic conditions. This system
uses sensors to detect the
presence and volume of vehicles
at an intersection, allowing it to
respond dynamically to changing
traffic patterns. 2022
TWO TYPES OF TRAFFIC-ACTUATED
CONTROLLER
IMPULSE
DETECTORS
 merely register the fact that a
vehicle has passed the detect

PRESENCE
DETECTORS
 register the presence of the
vehicle so long as it remains
within range of the detector.
 ACTUATED CONTROL AND
CONTROLLERS
-the cycle length, phase splits, even the phase sequence may vary from cycle to cycle.

SEMI- FULL-
VOLUME
ACTUATE ACTUATE
DENSITY
D D
CONTROL
CONTROL CONTROL

 Detection only on minor  All approach have  This system monitors the
side street approaches; detectors; equal density of vehicles in a
green remain on the importance of the specific area and adjust
main unit a “call” for direction of traffic; signal timings based on
service on the side relatively isolated how congested the roads
street registered. intersections. are.
 SIGNAL
TIMING
Signal timing refers to how long traffic
lights stay green, yellow, or red at
intersections. It’s about deciding the
right amount of time for each light to
help traffic flow smoothly and keep
everyone safe.

2022
WEBSTER DEFAULT
METHOD METHOD
 SAMPLE
PROBLEM
Flow rates are given below for each lane group of an intersection. Determine the
minimum cycle and phase splits using the Webster method. Lost time is equal to the sum
of the yellow intervals, which are 3s each. The minimum green for each phase is 15s.
Prepare a traditional signal timing plan with the cycle given as a multiple of 5s and the
phases on multiple of 0.01 cycle.

LANE NBLT SBLT NB SB EB WB

GROUP

FLOW 0.18 0.20 0.28 0.21 0.27 0.29

RATIO
 SIGNAL
 COORDINATION
This system monitors the density of vehicles in a
specific area and adjust signal timings based on
how congested the roads are. This is also called
s i g n a l p r o g r e s s i o n . The speed at which
vehicles are presumed to travel through the
coordinated signal system is known as the s p e e d
of progression. The space-time path
intersecting the green at all signal is called the
through band. The time difference between the
beginning and end of the through band at any point
is known as the band width. The time difference
between the beginning of the greens at any two
signals is known as the offset of the cycle.

2022
 SIGNAL
COORDINATION
 This figure represents a
space-time diagram
showing a one way
progression on a street.
It is used to illustrate
the terminology of
signal coordination.
 PROGRESSION
ONE-WAY TWO-WAY
PROGRESSION PROGRESSION
 to have equal
 The simplest type of
progression in both
coordination
 directions, all offsets
May be used for one-
must be integral
way or two-way
multiples of one-half
street
 cycle.
It can be achieved
 Depending on block
regardless of block
lengths and speed
lengths and speeds
progression, several
of progression .
different alternate
systems are used
Since the offset is one-half cycle, for a single alternate
system the speed of progression must be such vehicle
can travel two blocks during one cycle. Similarly, for a
double alternate it must be able to travel four block
during one-cycle, and for a triple alternate, six blocks
per cycle.

This leads to a general relationship among block

length, cycle length, and speed of progression for the
various alternate systems:
FREEWAY MANAGEMENT
SYSTEM
 These are intended to reduce congestion and
queuing delays on freeways.
 Inform drivers of delays and hazardous conditions.
 Its system components currently deployed include
ramp metering, changeable-message signs, ang
more.
 Provide for rapid response to capacity-reducing
incidents.
 A type of advanced traffic management system
(ASTMS).
 Management and control function are often carried
out by organizations known as transportation
management centers (TMCs)
The best established form of freeway traffic control is ramp metering.
CLASSIFICATI
ONS
PLATOON DEMAND GAP-
BREAKUP CAPACITY ACCEPTANCE
Platoon-breakup Demand-capacity Gap-acceptance
metering is metering is metering attempts
intended to intended to hold to detect acceptable
smooth the merge flow downstream gaps in traffic in the
maneuver by of a ramp to some right-hand lane,
breaking up specified target project them
value. At a downstream to the
platoons of
bottleneck, the merge point, and
vehicles release the ramp
target is normally
discharged by vehicle so as to
the bottleneck
signals at the capacity. arrive
head of diamond at the merge point
ramps. at the same time
as the gap.
CLASSIFICATI
TRAFFIC
ONS FIXED-TIME
SYSTEMS SESPONSIVE
SYSTEMS
Fixed-time systems Traffic-responsive
employing minimum systems may respond
cycles are usually to volumes measured
sufficient for platoon upstream of the ramp
breakup metering. (the most common
Fixed-time systems type), occupancies
have also been used for measured upstream of
demand-capacity the ramp, occupancies
metering, but traffic measured downstream
responsive systems are of the ramp (so-called
more commonly used, feedback control). Or
since traffic volumes some combination of
may fluctuate rapidly these.
Metering is considered at each ramp in turn. The metering rate that
will hold bottleneck flow just to capacity is;
SAMPLE PROBLEM
A freeway has the ramp configuration shown below. The origin-destination pattern (given
as the fraction of each input bound for each output), demand input flows, and minimum
metering rates are as follows;
 RAIL TRAFFIC
CONTROL
Rail traffic control is a system used to manage
and coordinate the movement of trains on rail
networks.

Rail traffic control systems

may include central traffic
control and block signal
control systems.
 Central Traffic
Control
CTC system conducts dispatching and
command of the trains and shunting
operations in the section under
jurisdiction and achieves centralized
control by signal equipment like
interlocking and section block. CTC,
therefore, overlaps hierarchically over
interlocking and fixed block installations
that allows traffic control between railway
stations and represents the
management core and organization of
railway traffic.
Block Signal Control

System
are commonly used safety devices on rail
lines.
 their purpose is to warn train operators of the
presence of other trains and of other hazards
such as broken rails.
 these may be used to operate automatic
speed controls.
 more commonly used to operate signal-light
or semaphore systems that indicate
maximum speed limits to train operators.
 may be designed in terms of the number of
blocks involved and the number of distinct
signals (or aspects) communicating different
speed limits.
 AIR TRAFFIC

CONTROL
Air transportation poses some unique navigation
and control problems.
 The primary purpose of the air traffic control system
is to prevent conflicts between aircrafts, but it also
routes aircraft around adverse weather, manages
traffic to reduce congestion at key airports, and aid
pilots in the precise navigation required on
approaches to runways.
 Two sets of flight rules are employed. Visual flight
rules (VFR) are used in less crowded airspace when
visibility is good. Instrument flight rules (IFR) were
originally intended for bad weather conditions, but
have been extended permanently to certain types
of airspace.
For purpose of control, airspace is divided in the
following six classes:

 Class A. airspace from 18000 ft. (5500 m) MSL to 60000

ft. (18300 m) MSL. class A airspace is all IFR. All flights
are subject to air traffic control at all times. This is the
airspace normally used by commercial jets. Class A
airspace was formerly known as positive control
airspace.
 Class B. Airspace around major airports and their
satellites. Class B airspace may be IFR or VFR depending
on visibility, but all traffic is subjected to air traffic
control. Class B airspace includes what were formerly
known as terminal control areas.
 Class C. Airspace around airports with control towers.
Class C airspace may be IFR or VFR, depending on
visibility. Only IFR traffic is subject to air traffic control.
Class C airspace includes what were formerly known as
airspace radar service areas.
 Class D. Approaches to airports with control
towers. Class D airspace may be IFR or VFR,
depending on visibility. Only IFR traffic is subject
to air traffic control. Class D airspace includes
what were formerly known as airport traffic areas
and control zones.
 Class E. Airspace from 14500 ft. (4400 m) MSL to
18000 ft. (5500m) MSL. Class E airspace may be
IFR or VFR, depending on visibility. Only IFR traffic
is subject to air traffic control. The airspace is
used by many general aviation flights. Class E
airspace was formerly known as the continental
control zone.
 Class G. Uncontrolled airspace
ANY QUESTIONS?
“If there is a will
there is a way .”
Jude Law.