Analysis of Signalized Intersections

What is Intersection analysis

Inverse application of the signal timing
design
In signal timing design, green times
are estimated to provide necessary
capacity
In intersection analysis, signal timing
is known and used to estimate the
existing capacity
2

Two methods
Critical Movement Approach
Apply adjustment factors to the
demand volume

HCM Methodology
Saturation flow rates are reduced to
reflect non-ideal prevailing conditions

Steps for Critical Movement

Approach
1.
2.
3.
4.

Identify the lane geometry and use

Identify hourly demand volumes
Specify the signal timing
Convert demand volumes to equivalent passenger-car
Volumes
5. Convert passenger-car equivalents to through-car
equivalents
6. Convert Through-car equivalents under prevailing
conditions to though-car equivalents under ideal conditions
7. Assign lane flow rates
8. Find critical-lane flows
9. Determine capacity and v/c ratios
10. Determine delay and level of service
4

Identify hourly demand volumes

1.
2.
3.
4.
5.
6.

Proportion of heavy vehicles

Proportion of local buses
Lane widths
Approach grade
Parking conditions on approach
Pedestrian interference levels

Identify hourly demand volumes

1.
2.
3.
4.
5.
6.

Proportion of heavy vehicles

Proportion of local buses
Lane widths
Approach grade
Parking conditions on approach
Pedestrian interference levels

Identify signal timings

g = G + y + ar l1 l2
g Effective green time
G Actual green time
y Actual yellow time
ar Actual all-red time
l1 Start-up lost time
l2 Clearance lost time
7

Convert Demand Volume to

Equivalent Passenger Car Volume

=
V pc VPHV EHV + VPLB ELB + V (1 PHV PLB )

Passenger-car Equivalents for

Local Buses (Stop in Travel Lane)

Passenger-car Equivalents for Local

Buses (Stop in Parking Lane)

10

Convert Passenger-Car Equivalent

to Through-Car Equivalent
Left Turn Vehicles

Protected left turns = 1.05

Permitted depends on opposing flow and
number of opposing lanes

Right Turn Vehicles

Depends on the pedestrian volume in

conflicting crosswalk

11

Through Car Equivalent for

Left-Turning Vehicles

12

Through Car Equivalent for

Right-Turning Vehicles

13

Though-car equivalents under ideal

conditions

Vtcu
v=
PHF * f w * f g * f p * f LU
Adjustment factor for:
Lane width
Grade
Parking
Lane utilization
14

Lane Width Adjustment

15

Grade Adjustment

16

Parking Adjustment

17

Lane Utilization Adjustment

18

Assign Lane Flow Rates

Where a separate LT lane exist, assign all LT
tcus to this lane group. If more than one
lane exists, divide the tcu/h equally among
the lanes
Where a separate RT lane exist, assign all RT
tcus to this lane group. If more than one
lane exists, divide the tcu/h equally among
the lanes
For all mixed lane group(LT/TH/RH, LT/TH,
TH/RT)divide the total tcu/h equally among
all lanes, except that all LT tcus must be in
the LH lane and all RT tcus in RH lane
19

Find Critical Lane Flow Rates for Each

Signal Phase
From A1 to A3

Ring 1 148+420=568
Ring 2 203+330=533
Maximum = 568

From B1 to B3

Ring 1 120+380=500
Ring 2 220+250=570
Maximum = 570

1138
20

Capacity and v/c Ratio

ci = 1900( gi / C )
n

cSUM = 1900( gi / C )
X i = vi / ci
n

i =1

X c = vi / ci
i =1

From A1 to A3

Ring 1 148+420=568
Ring 2 203+330=533
Maximum = 568

From B1 to B3

Ring 1 120+380=500
Ring 2 220+250=570
Maximum = 570

1138
21

Delay and Level of Service

=
di d1i * PF + d 2i
di Approach delay for lane group i
d1i Uniform delay for lane group I
d 2i Overflow plus random delay for lane

PF

group i
Progression adjustment factor

22

Uniform Delay and Overflow delay

Uniform Delay:

0.5C[1 ( gi / C )]
d1i =
1 [min(1, X i ) *( gi / C )]
2

Overflow Delay:

16 X i
=
d 2i 225[( X i 1) + ( X i 1) +
]
ci N i
2

23

Progression Factor

24

Level of Service

25

Example

26

Step 1 and 2: Geometry and

volume

27

Step 3:Signal Phase

28

Step 4: Conversions to
Equivalent Passenger Car Flow
EB Through movement
1100 veh/h, 10% heavy vehicle and 20
buses/hour
Heavy=1100*10%*2.0=220
Bus=20*3.1=62
Passenger_car=1100*(1-10%)-20=970
Total=Heavy+Bus+Passenger_car=1252

29

Step 4: Conversions to
Through-Car Equivalent
EB left turn
Protected, equivalent=1.05

NB left turn

One-way street, No conflicting through

Go through pedestrian crosswalk
Pedestrian volume 100 ped/h
Treated like right turn, equivalent=1.21
30

Step 5: Conversions to Equivalent

Under Ideal Condition
No parking, fp=1.0
EB lane width is 11 feet, fw=0.97
EB Through has two lanes f=0.952

31

Step 6: Assign Flow to Lanes

WB approach
183 tch/h for right turn and 1242 for
through
Total 1424 uniformly split between two
lanes
Leftmost lane 712 through only
Rightmost lane carries 183 right turn and
1241-712=529 through
33

Step 6: Assign Flow to Lanes

34

Step 7: Critical Volume

35

Step 8: Capacity and v/c ratio

36

Step 8: Capacity and v/c ratio

37

Step 9: Delay and LOS

Uniform Delay:

38

Step 9: Delay and LOS

Overflow Delay:

39

Step 9: Delay and LOS

Total Delay = d1*PF+d2:

40

Steps for HCM Approach

1. Input data
2. Define movement groups and adjusted flow rate
3. compute lane group flow rate
4. input or compute phase duration
5. Compute capacity
6. Compute delays and LOS
41

42

Step 2: Movement and lane groups

43

Step 3: Estimating the Saturation Flow

s = s0 Nf w f HV f g f p fbb f a f LU f RT f LT f Rpb f Lpb

Adjustment factors include:
Lane width
Heavy vehicles
Grade
Parking
Local bus blockage
Area type
Pedestrian/bicycle interference
44

Adjustment for Lane Width

f w = 0.96 Lanes width less than 10 ft

f w = 1.0
f w = 1.04

Lane width between 10 and 12.9 ft

Lane width larger than 12.9 ft

45

Adjustment for Heavy Vehicles

f w = 0.96 Lanes width less than 10 ft

f w = 1.0
f w = 1.04

Lane width between 10 and 12.9 ft

Lane width larger than 12.9 ft
46

Adjustment for Grade

f g = 1 G / 200
G

Grade in %

47

Adjustment for Parking

18 N m
=
P 0.9 (
)
3600

fp

( N 1) + P
fp =
N

18 N m
N 0.1 (
)
3600 0.05
N
48

Adjustment for Local Bus Blockage

14.4 N B
)
=
B 1.0 (
3600

fp

( N 1) + B
f bb =
N

14.4 N B
N (
)
3600 0.05
N
49

Adjustment for Type of Area

CBD location:

f a = 0.9

Other location:

f a = 1.0

50

Adjustment for Lane Utilization

f LU =

vg
vg1

vg
vg1 N

Demand flow rate for the lane group

Demand flow rate for highest lane volume
Number of lanes in the lane group
51

Adjustment for Protected Turns

f RT = 0.85

For exclusive RT lane

f LT = 0.95

For protected LT lane

52

Adjustment for Pedestrian and

Bicycle Interference with Turns
Estimate Pedestrian Flow Rate During Green Phase
Estimate the Average Pedestrian Occupancy in the Conflict
Zone
Estimate the Bicycle Flow Rate During the Green Phase
Estimate the Average Bicycle Occupancy in the Conflict
Zone
Estimate the Conflict Zone Occupancy
Estimate the Unblocked Portion of the Phase
Determine Adjustment Factors
53

Step 4: Determine Lane Group

Capacities and v/c Ratios
Capacity of a lane group

ci = si ( gi / C )

v/c ratio of a lane group

vi ( v / s )i
X=
=
i
ci ( g / C )i

Critical v/c ratio for intersection

X C min

Cmax
)
= ( v / s ) ci * (
Cmax L
i
54

Step 5: Critical Lane Group

Identification

55

Step 6: Estimate Delay and LOS

d = d1 + d 2 + d 3
d1

Uniform Delay

d2

Incremental Delay

d3

Additional Delay Per Vehicle Due to Queue

56

Step 6: Estimate Delay and LOS

0.5C[1 ( g / C )]
d1 =
1 [min(1, X ) * ( g / C )]
2

8kIX
d=
900T + [( X 1) + ( X 1) + (
)]
2
cT
2

d3

3600 Qb + Qe Qeo Q Q
Q
(t
+
)
vT
2
2c
2c
2
e

2
eo

2
b

57

Step 6: Aggregate Delay

d v
=
v

i i

dA

d v
=
v

A A

dI

58

Step 7: Interpret the Results

v/c ratios X for every lane group

Critical v/c ratio X for the intersection
Delays and LOS for each lane group
Delays and LOS for each approach
Delays for overall intersection

59

Step 7: Interpret the Results

Scenario I:
Xc<1.0,all Xi<1.0, no capacity deficiency

Scenario II;
Xc<1.0,some Xi>1.0, reallocation of green
time needed

Scenaio III:
Xc>1.0,some or all Xi>1.0, change of phase
plan, cycle length, or physical design is needed
60

Example

61

Volume Adjustment

62

Saturation Flow Rate Estimation

63

Saturation Flow Adjustment

64

Saturation Flow Adjustment

65

Saturation Flow Adjustment

66

Saturation Flow Adjustment

67

Saturation Flow Adjustment

68

Capacity Analysis

69

Delay and LOS

70

 What is the result if applying HCM to

the former Critical Movement analysis
example?

71

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