Design Priciples of Traffic Signal

Lecture notes in Traffic Engineering And

Management


Date: February 19, 2014


Contents
Overview
Definitions and notations
Phase design
o Two phase signals
o Four phase signals

Cycle time
o Effective green time
o Lane capacity
o Critical lane

Determination of cycle length
Green splitting
Summary
References
Acknowledgments
Overview
Traffic signals are one of the most effective and
flexible active control of traffic and is widely used
in severalcities world wide. The conflicts arising
from movements of traffic in different directions
is addressed by time sharing principle. The
advantages of traffic signal includes an orderly
movement of traffic, an increased capacity of the
intersection and requires only simple geometric
design. However, the disadvantages of the
signalized intersection are large stopped delays,
and complexity in the design and
implementation. Although the overall delay may
be lesser than a rotary for a high volume, a user
may experience relatively high stopped delay.
This chapter discuss various design principles of
traffic signal such as phase design, cycle length
design, and green splitting. The concept of
saturation flow, capacity, and lost times are also
presented. First, some definitions and notations
are given followed by various steps in design
starting fromphase design.
Definitions and notations
A number of definitions and notations need to be
understood in signal design. They are discussed
below:
Cycle: A signal cycle is one complete
rotation through all of the indications
provided.
Cycle length: Cycle length is the time in
seconds that it takes a signal to complete
one full cycle of indications. It indicates the
time interval between the starting of of green
for one approach till the next time the green
starts. It is denoted by .
Interval: Thus it indicates the change from
one stage to another. There are two types of
intervals - change interval and clearance
interval. Change interval is also called the
yellow time indicates the interval between
the green and red signal indications for an
approach. Clearance interval is also calledall
red and is provided after each yellow interval
indicating a period during which all signal
faces show red and is used for clearing off
the vehicles in the intersection.
Green interval: It is the green indication for
a particular movement or set of movements
and is denoted by . This is the actual
duration the green light of a traffic signal is
turned on.
Red interval: It is the red indication for a
particular movement or set of movements
and is denoted by . This is the actual
duration the red light of a traffic signal is
turned on.
Phase: A phase is the green interval plus
the change and clearance intervals that
follow it. Thus, during green interval, non
conflicting movements are assigned into each
phase. It allows a set of movements to flow
and safely halt the flow before the phase of
another set of movements start.
Lost time: It indicates the time during which
the intersection is not effectively utilized for
any movement. For example, when the
signal for an approach turns from red to
green, the driver of thevehicle which is in the
front of the queue, will take some time to
perceive the signal (usually called as reaction
time) and some time will be lost before
vehicle actually moves and gains speed.
Phase design
The signal design procedure involves six major
steps. They include: (1) phase design,
(2) determination of amber time and clearance
time, (3) determination of cycle length,
(4) apportioning of green time, (5) pedestrian
crossing requirements, and (6) performance
evaluation of the design obtained in the previous
steps. The objective of phase design is to
separate the conflicting movements in an
intersection into various phases, so that
movements in a phase should have no conflicts.
If all the movements are to be separated with no
conflicts, then a large number of phases are
required. In such a situation, the objective is to
design phases with minimum conflicts or with
less severe conflicts.
There is no precise methodology for the design
of phases. This is often guided by the geometry
of the intersection, the flow pattern especially
the turning movements, and the relative
magnitudes of flow. Therefore, a trial and
error procedure is often adopted. However,
phase design is very important because it affects
the further design steps. Further, it is easier to
change the cycle time and green time when flow
pattern changes, where as a drastic change in
the flow pattern may cause considerable
confusion to the drivers. To illustrate various
phase plan options, consider a four legged
intersection with through traffic and right turns.
Left turn is ignored. See Figure 1.

Figure 1: Four legged intersection
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.
Two phase signals
Two phase system is usually adopted if through
traffic is significant compared to the turning
movements. For example in Figure 2, non-
conflicting through traffic 3 and 4 are grouped in
a single phase and non-conflicting through traffic
1 and 2 are grouped in the second phase.

Figure 2: Movements in two phase signal system
However, in the first phase flow 7 and 8 offer
some conflicts and are called permitted right
turns. Needless to say that such phasing is
possible only if the turning movements are
relatively low. On the other hand, if the turning
movements are significant, then a four phase
system is usually adopted.
Four phase signals
There are at least three possible phasing options.
For example, figure 3 shows the most simple and
trivial phase plan.

Figure 3: Movements in four phase signal system: option 1
where, flow from each approach is put into a
single phase avoiding all conflicts. This type of
phase plan is ideally suited in urban areas where
the turning movements are comparable with
through movements and when through traffic
and turning traffic need to share same lane. This
phase plan could be very inefficient when turning
movements are relatively low.
Figure 4 shows a second possible phase plan
option where opposing through traffic are put
into same phase.

Figure 4: Movements in four phase signal system: option 2
The non-conflicting right turn flows 7 and 8 are
grouped into a third phase. Similarly flows 5 and
6 are grouped into fourth phase. This type of
phasing is very efficient when the intersection
geometry permits to have at least one lane for
each movement, and the through traffic volume
is significantly high. Figure 5shows yet another
phase plan. However, this is rarely used in
practice.

Figure 5: Movements in four phase signal system: option 3
There are five phase signals, six phase signals
etc. They are normally provided if the
intersection control is adaptive, that is, the signal
phases and timing adapt to the real time
traffic conditions.
Cycle time
Cycle time is the time taken by a signal to
complete
one full cycle of iterations. i.e. one complete
rotation through all signal indications. It is
denoted by . The way in which the vehicles
depart from an intersection when the green
signal is initiated will be discussed now.
Figure 6 illustrates a group of N vehicles at a
signalized intersection, waiting for the green
signal.

Figure 6: Group of vehicles at a signalized intersection waiting for green signal
As the signal is initiated, the time interval
between two vehicles, referred as headway,
crossing the curb line is noted. The first headway
is the time interval between the initiation of the
green signal and the instant vehicle crossing the
curb line. The second headway is the time
interval between the first and the second vehicle
crossing the curb line. Successive headways are
then plotted as in figure 7.

Figure 7: Headways departing signal
The first headway will be relatively longer since it
includes the reaction time of the driver and the
time necessary to accelerate. The second
headway will be comparatively lower because the
second driver can overlap his/her reaction time
with that of the first driver's. After few vehicles,
the headway will become constant. This constant
headway which characterizes all headways
beginning with the fourth or fifth vehicle, is
defined as the saturation headway, and is
denoted as . This is the headway that can be
achieved by a stable moving platoon of vehicles
passing through a green indication. If every
vehicles require seconds of green time, and if
the signal were always green, then vehicles per
hour would pass the intersection. Therefore,

(1)


where is the saturation flow rate in vehicles per
hour of green time per lane, is the saturation
headway in seconds. As noted earlier, the
headway will be more than h particularly for the
first few vehicles. The difference between the
actual headway and h for the vehicle and is
denoted as shown in figure 7. These
differences for the first few vehicles can be
added to get start up lost time, which is given
by,

(2)


The green time required to clear N vehicles can
be found out as,

(3)


where is the time required to clear N vehicles
through signal, is the start-up lost time,
and is the saturation headway in seconds.
Effective green time
Effective green time is the actual time available
for the vehicles to cross the intersection. It is the
sum of actual green time ( ) plus the yellow
minus the applicable lost times. This lost time is
the sum of start-up lost time ( ) and clearance
lost time ( ) denoted as . Thus effective green
time can be written as,

(4)


Lane capacity
The ratio of effective green time to the cycle
length ( )is defined as green ratio. We know
that saturation flow rate is the number of
vehicles that can be moved in one lane in one
hour assuming the signal to be green always.
Then the capacity of a lane can be computed as,

(5)


where is the capacity of lane in vehicle per
hour, is the saturation flow rate in vehicle per
hour per lane, is the cycle time in seconds.
Numerical example
Let the cycle time of an intersection is 60
seconds, the green time for a phase is 27
seconds, and the corresponding yellow time is 4
seconds. If the saturation headway is 2.4
seconds per vehicle, the start-up lost time is 2
seconds per phase, and the clearance lost time is
1 second per phase, find the capacity of the
movement per lane?
Solution
Total lost time, = 2+1 = 3 seconds. From
equation 4 effective green time, = 27+4-3 =
28 seconds. From equation 1 saturation flow
rate, = 1500 veh per hr. Capacity of
the given phase can be found out from
equation 5 as = 700 veh per hr per
lane.
Critical lane
During any green signal phase, several lanes on
one or more approaches are permitted to move.
One of these will have the most intense traffic.
Thus it requires more time than any other lane
moving at the same time. If sufficient time is
allocated for this lane, then all other lanes will
also be well accommodated. There will be one
and only one critical lane in each signal phase.
The volume of this critical lane is called critical
lane volume.
Determination of cycle length
The cycle length or cycle time is the time taken
for complete indication of signals in a cycle.
Fixing the cycle length is one of the crucial steps
involved in signal design.
If is the start-up lost time for a phase , then
the total start-up lost time per cycle, ,
where is the number of phases. If start-up lost
time is same for all phases, then the total start-
up lost time is . If is the cycle length in
seconds, then the number of cycles per hour
= . The total lost time per hour is the number
of cycles per hour times the lost time per cycle
and is = . Substituting as , total lost
time per hour can be written as = . The
total effective green time available for the
movement in a hour will be one hour minus the
total lost time in an hour. Therefore,








Let the total number of critical lane volume that
can be accommodated per hour is given by ,
then . Substituting for from
equation 9 and from equation 1 in the
expression for the the maximum sum of critical
lane volumes that can be accommodated within
the hour and by rewriting, the expression for
can be obtained as follows:















The above equation is based on the assumption
that there will be uniform flow of traffic in an
hour. To account for the variation of volume in
an hour, a factor called peak hour factor, (PHF)
which is the ratio of hourly volume to the
maximum flow rate, is introduced. Another ratio
called v/c ratio indicating the quality of service is
also included in the equation. Incorporating
these two factors in the equation for cycle
length, the final expression will be,

(6)


Highway capacity manual (HCM) has given an
equation for determining the cycle length which
is a slight modification of the above equation.
Accordingly, cycle time is given by,

(7)


where is the number of phases, is the lost
time per phase, is the ratio of critical
volume to saturation flow for phase , is the
quality factor called critical ratio where is the
volume and is the capacity.
Numerical example
The traffic flow in an intersection is shown in the
figure 8.

Figure 8: Traffic flow in the intersection
Given start-up lost time is 3 seconds, saturation
head way is 2.3 seconds, compute the cycle
length for that intersection. Assume a two-phase
signal.
Solution
1.If we assign two phases as shown below
figure 9, then the critical volume for the first
phase which is the maximum of the flows in
that phase = 1150 vph.

Figure 9: One way of providing phases
2.Similarly critical volume for the second phase
= 1800 vph. Therefore, total critical volume
for the two signal phases = 1150+1800 =
2950 vph.
3.Saturation flow rate for the intersection can
be found out from the equation as =
1565.2 vph. This means, that the
intersection can handle only 1565.2 vph.
However, the critical volume is 2950 vph .
Hence the critical lane volume should be
reduced and one simple option is to split the
major traffic into two lanes. So the resulting
phase plan is as shown in figure 10.

Figure 10: second way of providing phases
4.Here we are dividing the lanes in East-West
direction into two, the critical volume in the
first phase is 1150 vph and in the second
phase it is 900 vph. The total critical volume
for the signal phases is 2050 vph which is
again greater than the saturation flow rate
and hence we have to again reduce the
critical lane volumes.
5.Assigning three lanes in East-West direction,
as shown in figure 11, the critical volume in
the first phase is 575 vph and that of the
second phase is 600 vph, so that the total
critical lane volume = 575+600 = 1175 vph
which is lesser than 1565.2 vph.

Figure 11: Third way of providing phases
6.Now the cycle time for the signal phases can
be computed from equation 6 as:


7.

Green splitting
Green splitting or apportioning of green time is
the proportioning of effective green time in each
of the signal phase. The green splitting is given
by,

(8)


where is the critical lane volume and is the
total effective green time available in a cycle.
This will be cycle time minus the total lost time
for all the phases. Therefore,

(9)


where is the cycle time in seconds, is the
number of phases, and is the lost time per
phase. If lost time is different for different
phases, then effective green time can be
computed as follows:

(10)


where is the lost time for phase , is the
number of phases and is the cycle time in
seconds. Actual green time can be now found out
as,

(11)


where is the actual green time, is the
effective green time available, is the amber
time, and is the lost time for phase .
Numerical example
The phase diagram with flow values of an
intersection with two phases is shown in
figure 12.

Figure 12: Phase diagram for an intersection
The lost time and yellow time for the first phase
is 2.5 and 3 seconds respectively. For the second
phase the lost time and yellow time are 3.5 and
4 seconds respectively. If the cycle time is 120
seconds, find the green time allocated for the
two phases.
Solution
1.Critical lane volume for the first phase, =
1000 vph.
2.Critical lane volume for the second
phase, = 600 vph.
3.Total critical lane volumes, =
1000+600 = 1600 vph.
4.Effective green time can be found out from
equation 9 as =120-(2.5-3.5)= 114
seconds.
5.Green time for the first phase, can be
found out from equation 8 as =
71.25 seconds.
6.Green time for the second phase, can be
found out from equation 8 as =
42.75 seconds.
7.Actual green time can be found out from
equation 11. Thus actual green time for the
first phase, = 71.25-3+2.5 = 71 seconds
(rounded).
8.Actual green time for the second phase, =
42.75-4+3.5 = 42 seconds (rounded).
9.The phase diagram is as shown in figure 13.

Figure 13: Timing diagram
Summary
Traffic signal is an aid to control traffic at
intersections where other control measures fail.
The signals operate by providing right of way to
a certain set of movements in a cyclic order. The
design procedure discussed in this chapter
include phase design, interval design,
determination of cycle time, computation of
saturation flow, and green splitting.
References
1.William R McShane, Roger P Roesss, and
Elena S Prassas.
Traffic Engineering.
Prentice-Hall, Inc, Upper Saddle River, New
Jesery, 1998.
Acknowledgments
I wish to thank several of my students and staff
of NPTEL for their contribution in this lecture.

Prof. Tom V. Mathew 2014-02-19