Intersection Control PDF

Chapter 8: Intersection Control
Chapter 8
Intersection Control
8-1
Using an appropriate diagram, identify all the possible conflict points at an
unsignalized T intersection.
Diverging Conflict
Merging Conflict
Crossing Conflict
8-2
A two-phase signal system is installed at the intersection described in Problem 8-1,
with channelized left-turn lanes and shared through and right-turn lanes. Using a
suitable diagram, determine the possible conflict points. Indicate the phasing
system used.
The recommended phasing for the intersection configuration shown below

consists of two phases: one for westbound traffic (left and through, one for
westbound traffic (through) and eastbound traffic (through-right), and one for
northbound traffic (left and through-right).
Phase 1:
Diverging Conflict
Merging Conflict
Crossing Conflict
103 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

Phase 2:
8-3
Using appropriate diagrams, determine the possible conflict points on a four-leg
signalized intersection for a two-phase system. Assume no turn on red.
Phase 1:
Diverging Conflict
Merging Conflict
Crossing Conflict
Phase 2:
(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 104

8-4
Repeat Problem 8-3 for the following phasing systems:
(a) Four-phase with separate phases for left turns
(b) Four-phase with separate phase for each approach
(a) Four-phase with separate phases for left turns

Phase 1:
Diverging Conflict
Merging Conflict
Crossing Conflict
Phase 2:

Phase 3:
Phase 4:

(b) Four-phase with separate phase for each approach

Phase 1:
Diverging Conflict
Merging Conflict
Crossing Conflict
Phase 2:

Phase 3:
Phase 4:

8-5
Under what conditions would you recommend the use of each of the following
intersection control devices at urban intersections:
(a) yield sign
(b) stop sign
(c) multiway stop sign
(a) A yield sign is used at the junction where a minor road intersects a major
road. The sign would be placed on the minor road if its approach speed is greater
than 10 mi/h. It is also warranted where a separate or channelized right turn lane
exists without an adequate acceleration lane.
(b) A stop sign is used where an approaching vehicle is required to stop before
entering an intersection. The warrants for stop signs suggest that a stop sign may
be used on a minor road when it intersects a major road, at an unsignalized
intersection, and where a combination of high speed, restricted view, and serious
crashes indicate the necessity for such a control.
(c) A multiway stop sign is normally used when the traffic volumes on all
intersection approaches are approximately equal and minimum volume warrants
are met; it is also used as a safety measure at some intersections.
8-6
Both crash rates and traffic volumes at an unsignalized urban intersection have
steadily increased during the past few years. Briefly describe the types of data you
will collect and how you will use those data to justify the installation of a traffic
signal at the intersection.
To justify the installation of a traffic signal, traffic volume data, pedestrian

volumes, and accident data would be collected. These data would be compared
with the signalization warrants in the MUTCD to determine the need for the
signal. The warrants pertain to:
• Minimum vehicular volume

• Interruption of continuous traffic
• Minimum pedestrian volume
• School crossing
• Progressive movement
• Crash experience
• Systems
• Combination of warrants
• Four-hour volume
• Peak-hour delay
• Peak-hour volume

8-7
A traffic signal control is being designed for a four-leg intersection on a divided
highway with the characteristics shown in the table below. Determine an
appropriate length of the yellow interval for each approach and how you will
provide it.
N-S Approaches E-W Approaches

Median width, (ft) 18 10
Number of 12 ft lanes
on each approach 3 2
Design speed, mph 45 35
Grade 0 3.5
Assume the average vehicle length L is 20ft, and the perception-reaction time δ is
1.0 sec. Use the AASHTO recommended deceleration rate a of 11.2 ft/sec2. Use
Equation 8.5.
For N-S approach,

W = 2 × 2 ×12 + 10 = 58 ft,
uo = 45 mph,
G = 0.
W +L uo 58 + 20 45 ×1.47
τ min = δ + + = 1.0 + + = 5.13sec
uo 2 ( a + Gg ) 45 × 1.47 2 (11.2 + 0 )
A yellow interval of 5.5 seconds will be provided for the N-W approach.
For E-W approach,

W = 3 × 12 × 2 + 18 = 90 ft,
uo = 35 mph,
G = 3.5.
W +L uo 90 + 20 35 × 1.47
τ min = δ + + = 1.0 + + = 5.22sec
uo 2 ( a + Gg ) 35 × 1.47 2 (11.2 + 0.035 × 32.2 )
A yellow interval of 5.5 seconds will be provided for the E-W approach.
8-8
Determine the minimum green times for each approach in Problem 8-7 if the
effective crosswalk width in each direction is 8 ft and the number of pedestrians
crossing during an interval is 30 in the E-W direction and 25 in the N-S direction.
Since the effective crosswalk width WE for each approach is 8 ft < 10ft, the
minimum green time will be determined by Equation 8.12.

For N-S approach,

L = 2 × 2 ×12 + 10 = 58 ft,
Sp = 4 ft/sec,
Nped = 25.
The minimum green time is
L 58
G p = 3.2 + + 0.27 N ped = 3.2 + + 0.27 × 25 = 24.45sec
Sp 4
For E-W approach,

L = 3 × 12 × 2 + 18 = 90 ft,
Sp = 4 ft/sec,
Nped = 30.
The minimum green time is
L 90
G p = 3.2 + + 0.27 N ped = 3.2 + + 0.27 × 30 = 33.8sec
Sp 4
8-9
For the geometric and traffic characteristics shown below determine a suitable
signal phasing system and phase lengths for the intersection using the Webster
method. Show a detailed layout of the phasing system and the intersection geometry
used.
Approach (Width) North (56 ft) South (56 ft) East (68 ft) West (68 ft)
Peak hour
approach volumes
Left turn 133 73 168 134
Through movement 420 373 563 516
Right turn 140 135 169 178
Conflicting 900 1200 1200 900
pedestrian volumes
PHF 0.95 0.95 0.95 0.95
Assume the following saturation flows:

Through lanes: 1600 veh/h/ln
Through-right lanes: 1400 veh/h/ln
Left lanes: 1000 veh/h/ln
Left-through lanes: 1200 veh/h/ln
Left-through-right lanes: 1100 veh/h/ln
Step 1: Calculate equivalent hourly flows

Peak hour
approach volumes
Left turn 140 77 177 141
Right turn 147 142 178 187
Step 2: Assume an intersection configuration, assign lane groups, and determine

critical volumes.
In this case, each approach was assumed to have one dedicated left-turn
lane, one through lane, and one through-right lane.
Peak hour
approach volumes
Left 140 77 177 141
Through-right 589 535 771 730
Step 3: Assume a phasing scheme and determine Yi , sum of critical ratios

Assume four phases as follows:
Phase 1: E-W Phase 2: E-W Phase 3: N-S Phase 4: N-S
left thru left thru
qij 177 771 140 589
sij 1000 3000 1000 3000
Yi = qij/sij 0.177 0.257 0.140 0.196
Sum Yi = 0.770
Step 4: Calculate lost time per cycle, using Equation 8.8

Assume lost time per phase due to acceleration and deceleration at phase changes
is 3.5 seconds and that an all-red interval of 1.5 seconds is provided at each phase.
Total lost time, L = 20 sec.
Step 5: Calculate cycle length, using Equation 8.6

1.5 L + 5
C= = ((1.5)(20)+5)/(1-0.770) = 152.2 seconds
1 − ∑ Yi
Use C = 155 seconds
Step 6: Allocate green times

Allocated times are for green and yellow indications; appropriate length of
yellow interval can be subtracted from the total to give green times.
Total effective green time, Gte = C – L =135 seconds
(G+Y)1 = (0.177/0.770)(135) + 3.5 = 34.5 seconds

(G+Y)2 = (0.257/0.770)(135) + 3.5 = 48.5 seconds

(G+Y)3 = (0.140/0.770)(135) + 3.5 = 28.0 seconds

(G+Y)4 = (0.196/0.770)(135) + 3.5 = 37.9 seconds
Step 7: Ensure that green time required for pedestrian movement is provided,
using Equation 8.12.
Gp1 = 3.2 + (56/4) +(0.27)(1200/3600)(155) = 31.1 seconds

Gp2 = 3.2 + (56/4) +(0.27)(1200/3600)(155) = 31.1 seconds
Gp3 = 3.2 + (68/4) +(0.27)(1200/3600)(155) = 34.1 seconds
Gp4 = 3.2 + (68/4) +(0.27)(1200/3600)(155) = 34.1 seconds
Since Gp3 > (G+Y)3 , the allocated sum of green and yellow time for phase
3 should be 34.1 seconds. Times are typically rounded up to the next whole
seconds; therefore, sum of green and yellow times are: G1 = 35 s; G2 = 49 s; G3 =
35 s; G4 = 38 s,
resulting in a total cycle length of C = (35+49+35+38) + (4)(1.5) = 163 seconds.
8-10
Repeat Problem 8-9 using saturation flow rates that are 10% higher. What effect
does this have on cycle length?
Peak hour
approach volumes
Left turn 133 73 168 134
Right turn 140 135 169 178
Conflicting 900 1200 1200 900
pedestrian volumes
PHF 0.95 0.95 0.95 0.95


Peak hour
approach volumes
Left turn 140 77 177 141
Right turn 147 142 178 187


critical volumes.
Peak hour
approach volumes
Left 140 77 177 141

left thru left thru
qij 177 771 140 589
sij 1100 3300 1100 3300
Yi = qij/sij 0.161 0.234 0.127 0.178
Sum Yi = 0.700


1.5 L + 5
C= = ((1.5)(20)+5)/(1-0.700) = 116.7 seconds
1 − ∑ Yi
Use C = 120 seconds

(G+Y)1 = (0.161/0.700)(100) + 3.5 = 26.5 seconds

(G+Y)2 = (0.234/0.700)(100) + 3.5 = 36.4 seconds
(G+Y)3 = (0.127/0.700)(100) + 3.5 = 21.6 seconds
(G+Y)4 = (0.178/0.700)(100) + 3.5 = 28.9 seconds

Gp1 = 3.2 + (56/4) +(0.27)(1200/3600)(120) = 28.0 seconds

Gp2 = 3.2 + (56/4) +(0.27)(1200/3600)(120) = 28.0 seconds
Gp3 = 3.2 + (68/4) +(0.27)(1200/3600)(120) = 31.0 seconds
Gp4 = 3.2 + (68/4) +(0.27)(1200/3600)(120) = 31.0 seconds
Since Gp1 > (G+Y)1 , Gp3 > (G+Y)3 , and Gp4 > (G+Y)4 , the allocated sum
of green and yellow time should be 28.0 seconds for phase 1, 31.0 seconds for
phase 3, and 31.0 seconds for phase 4. Times are typically rounded up to the next
whole seconds; therefore, sum of green and yellow times are: G1 = 28 s; G2 = 37
s; G3 = 31 s; G4 = 31 s, resulting in a total cycle length of C = (28+37+31+31) +
(4)(1.5) = 133 seconds.
By increasing saturation flow rates by 10%, the recommended cycle

length decreased by 18.4% (from 163 seconds to 133 seconds).
8-11
Repeat Problem 8-9 using pedestrian flow rates that are 20% higher. What effect
does this have on cycle length?
Peak hour
approach volumes
Left turn 133 73 168 134
Right turn 140 135 169 178
Conflicting 1080 1440 1440 1080
pedestrian volumes
PHF 0.95 0.95 0.95 0.95


Peak hour
approach volumes
Left turn 140 77 177 141
Right turn 147 142 178 187


critical volumes.
Peak hour
approach volumes
Left 140 77 177 141

left thru left thru
qij 177 771 140 589
sij 1000 3000 1000 3000
Yi = qij/sij 0.177 0.257 0.140 0.196
Sum Yi = 0.770


1.5 L + 5
C= = ((1.5)(20)+5)/(1-0.770) = 152.2 seconds
1 − ∑ Yi
Use C = 155 seconds

(G+Y)1 = (0.177/0.770)(135) + 3.5 = 34.5 seconds

(G+Y)2 = (0.257/0.770)(135) + 3.5 = 48.5 seconds
(G+Y)3 = (0.140/0.770)(135) + 3.5 = 28.0 seconds
(G+Y)4 = (0.196/0.770)(135) + 3.5 = 37.9 seconds
Gp1 = 3.2 + (56/4) +(0.27)(1440/3600)(155) = 33.9 seconds

Gp2 = 3.2 + (56/4) +(0.27)(1440/3600)(155) = 33.9 seconds

Gp3 = 3.2 + (68/4) +(0.27)(1440/3600)(155) = 37.9 seconds
Gp4 = 3.2 + (68/4) +(0.27)(1440/3600)(155) = 37.9 seconds
37 s; G4 = 38 s,
By increasing conflicting pedestrian volumes by 20%, the recommended

cycle length increased by 1.2% (from 163 seconds to 165 seconds).
8-12
Repeat Problem 8-9 using the HCM method and a critical v/c of 0.9.
Step 1: Determine critical ratios
From Problem 8-5:

Phase 1: Y1 = 0.177
Phase 2: Y2 = 0.257
Phase 3: Y3 = 0.140
Phase 4: Y4 = 0.196
Σ ((q/s)i = Σ Yi = 0.770
Step 2: Determine cycle length (using Equation 8.15)
Xc = 0.9 (critical v/c ratio)

L = 20 sec (lost time, from Problem 8-5)
Xc = Σ ((q/s)i (C/(C-L))
0.9 = 0.770 (C/(C-20))
1.169 C – 23.38 = C
C = 138.32 sec; use 140 sec
Step 3: Determine phase lengths
Allocated times are for green and yellow indications; appropriate length of yellow
interval can be subtracted from the total to give green times.
(G+Y)1 = (0.177/0.770)(120) + 3.5 = 31.1 seconds

(G+Y)2 = (0.257/0.770)(120) + 3.5 = 43.5 seconds
(G+Y)3 = (0.140/0.770)(120) + 3.5 = 25.3 seconds
(G+Y)4 = (0.196/0.770)(120) + 3.5 = 34.1 seconds

Gp1 = 3.2 + (56/4) +(0.27)(1200/3600)(140) = 28.1 seconds

Gp2 = 3.2 + (56/4) +(0.27)(1200/3600)(140) = 28.1 seconds
Gp3 = 3.2 + (68/4) +(0.27)(1200/3600)(140) = 30.8 seconds
Gp4 = 3.2 + (68/4) +(0.27)(1200/3600)(140) = 30.8 seconds
31 s; G4 = 35 s,
8-13
Using the results for Problems 8-9 and 8-12, compare the two different approaches
used for computing cycle length.
The HCM method (used in Problem 8-12) is less computationally

intensive than Webster method (used in Problem 8-9). The HCM method allows
for a desired v/c ratio to be a determining factor in cycle length. Webster’s
method yielded a cycle length of 8 seconds longer than the HCM method.
8-14
Briefly describe the different ways the traffic signals at the intersection of an
arterial route could be coordinated, stating under what conditions you would use
each of them.
Traffic signals can be coordinated by several methods: simultaneous

system, alternate system, and progressive system. In a simultaneous system, all
signals have the same cycle length and are in the green phase for the arterial at the
same time. This system works best when intersections are approximately the
same distance apart. In an alternate system, intersections are formed into groups
where successive groups alternate green phases. The alternate system works best
when the intersections within a group are at equal distance from each other. In a
progressive system an offset is introduced between the start of green for the
arterial at one intersection and the start of green for the arterial at the succeeding
intersection. This offset is based on the distance between intersections and the
speed of traffic. This method best accommodates variable spacings between
intersections and heavy directional flows.

8-15
You have been asked to design a simultaneous traffic signal system for six
intersections on a suburban arterial. The distances between consecutive
intersections are:
Intersection A to Intersection B - 3,800 ft
Intersection B to Intersection C - 4,000 ft
Intersection C to Intersection D - 3,900 ft
Intersection D to Intersection E - 3,850 ft
Intersection E to Intersection F - 3,950 ft
Suitable cycle lengths for the intersections are:
Intersection A - 60 sec
Intersection B - 55 sec
Intersection C - 65 sec
Intersection D - 60 sec
Intersection E - 55 sec
Intersection F - 60 sec
If an appropriate progression speed for the arterial is 45 mph, what cycle length
would you use? Give a reason for your choice.
For this arterial, the average distance between intersections is 3,900 ft. By
rearranging Equation 8.19, an appropriate cycle length can be determined:
X 3900
C= = = 59.1 seconds
1.47u (1.47)(45)
Since the cycle lengths for the individual signals would be 55 or 60 seconds, and
the computed value for progression is 59.1 seconds, an appropriate cycle length
would be 60 seconds.
8-16
In Problem 8-15, if conditions at intersection C require that the cycle length of 65
sec be maintained, what will be a suitable progression speed?
Equation 8.19 can be used to determine an appropriate progression speed

if the cycle lengths for the system must be 65 seconds.
X 3900
u= = = 40.9 mi/h
1.47C (1.47)(65)
The computed value of 40.9 mi/h is approximately equal to 40 mi/h, therefore, a

progression speed of 40 mph is recommended.

8-17
Briefly discuss the different methods by which freeway entrance ramps can be
controlled. Clearly indicate the advantages and disadvantages of each method, and
give the conditions under which each of them can be used.
The methods for controlling freeway entrance ramps are closure, simple
metering, traffic responsive metering, and integrated system control.
Closure entails the physical closure of the ramp by using “Do Not Enter” signs or
by placing barriers at the entrance to the ramp. This form of control is the
simplest, but also the most restrictive and should be used only when absolutely
necessary.
Simple metering consists of setting up a pretimed signal with extremely short

cycles at the ramp entrance. Simple metering can be used to reduce normal ramp
capacity (about 1200 veh/h) to about 250 veh/h, by changing the signal timings of
the ramp meter. This type of metering can be used to improve flow on the
mainline freeway by determining the difference between the downstream volume
and the upstream capacity and setting the metering ramp to match this, or to
improve safety at the merge area by allowing only one vehicle at a time to merge.
Traffic-responsive metering systems are based on the same principles as the

simple metering systems but add the ability to base the metering rate on current
traffic conditions rather than predetermined timing plans based on historic data.
This type of system therefore has the ability to respond to short-term changes in
conditions.
Integrated system control brings several ramps together and controls them as a
group rather than individually, without concern for how they are impacting one
another. This allows the metering rates to be set to maximize the available
mainline capacity and improve overall system flow.
8-18
Compare and contrast the different metering systems that are used in traffic signal
ramp control indicating under what conditions you will use each.
Ramp metering control systems can be divided into two general

categories: pre-timed and traffic response. The traffic response category can be
further divided into local traffic responsive and systemwide traffic responsive.
Pre-timed systems involve the use of traffic data only from a historical
perspective; therefore their operations cannot be altered in an automated real-time
environment and therefore do not require communication with a traffic
management center (TMC). In contrast, traffic response systems utilize current
traffic data as an input to their control algorithms. This category can therefore

respond to changing traffic conditions if traffic data being collected are made
available to the control algorithm. Local traffic responsive control is based only
on conditions immediately upstream and downstream of the ramp junction, while
systemwide traffic responsive systems allow ramp meter control to be based on a
corridor or systemwide optimization of traffic flow.
Pre-timed control would typically be used for an isolated location or in an
area without traffic monitoring or real-time data collection capabilities. Traffic
response control would require real-time data collection; local traffic responsive
control would typically be used for isolated locations or locations without
communications capabilities, while systemwide traffic responsive control would
typically be used in a system with many ramp meters along a corridor and the
ability to communicate with a TMC. In the event of a communications loss or
other failure of a system wide control algorithm, these systems can be
programmed to revert to a local traffic responsive control or to a pre-timed
algorithm.

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Chapter 8: Intersection Control

The recommended phasing for the intersection configuration shown below

103 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 104

(a) Four-phase with separate phases for left turns

105 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 106

(b) Four-phase with separate phase for each approach

107 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 108

To justify the installation of a traffic signal, traffic volume data, pedestrian

• Minimum vehicular volume

109 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

N-S Approaches E-W Approaches

For N-S approach,

For E-W approach,

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 110

For N-S approach,

For E-W approach,

Assume the following saturation flows:

Step 1: Calculate equivalent hourly flows

111 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

Step 2: Assume an intersection configuration, assign lane groups, and determine

Step 3: Assume a phasing scheme and determine Yi , sum of critical ratios

Step 4: Calculate lost time per cycle, using Equation 8.8

Step 5: Calculate cycle length, using Equation 8.6

Step 6: Allocate green times

(G+Y)1 = (0.177/0.770)(135) + 3.5 = 34.5 seconds

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 112

(G+Y)3 = (0.140/0.770)(135) + 3.5 = 28.0 seconds

Gp1 = 3.2 + (56/4) +(0.27)(1200/3600)(155) = 31.1 seconds

Assume the following saturation flows:

Step 1: Calculate equivalent hourly flows

113 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

Step 2: Assume an intersection configuration, assign lane groups, and determine

Step 3: Assume a phasing scheme and determine Yi , sum of critical ratios

Step 4: Calculate lost time per cycle, using Equation 8.8

Step 5: Calculate cycle length, using Equation 8.6

Step 6: Allocate green times

(G+Y)1 = (0.161/0.700)(100) + 3.5 = 26.5 seconds

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 114

Gp1 = 3.2 + (56/4) +(0.27)(1200/3600)(120) = 28.0 seconds

By increasing saturation flow rates by 10%, the recommended cycle

Assume the following saturation flows:

Step 1: Calculate equivalent hourly flows

115 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.

Step 2: Assume an intersection configuration, assign lane groups, and determine

Step 3: Assume a phasing scheme and determine Yi , sum of critical ratios

Step 4: Calculate lost time per cycle, using Equation 8.8

Step 5: Calculate cycle length, using Equation 8.6

Step 6: Allocate green times

(G+Y)1 = (0.177/0.770)(135) + 3.5 = 34.5 seconds

Gp1 = 3.2 + (56/4) +(0.27)(1440/3600)(155) = 33.9 seconds

(c) 2009 Cengage Learning ALL RIGHTS RESERVED. 116

Gp2 = 3.2 + (56/4) +(0.27)(1440/3600)(155) = 33.9 seconds

By increasing conflicting pedestrian volumes by 20%, the recommended

Step 1: Determine critical ratios

From Problem 8-5:

Step 2: Determine cycle length (using Equation 8.15)

Xc = 0.9 (critical v/c ratio)

Step 3: Determine phase lengths

(G+Y)1 = (0.177/0.770)(120) + 3.5 = 31.1 seconds

117 (c) 2009 Cengage Learning ALL RIGHTS RESERVED.