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15-16 L04 Traffic Signal and Coordination PDF
15-16 L04 Traffic Signal and Coordination PDF
3- Webster Method
The information included in this lecture is largely taken from Traffic and Highway
Engineering (Garber and Hoel, 2009) and A Policy on Geometric Design of Highways
and Streets (AASHTO, 2011) and Roger (2003).
2. Cycle (cycle length): The time in seconds required for one complete color
sequence of signal indication. Figure 1 is a schematic of a cycle. In Figure 1, for
example, the cycle length is the time that elapses from the start of the green
indication to the end of the red indication.
4. Interval: Any part of the cycle length during which signal indications do not
change.
5. Offset: The time lapse in seconds or the percentage of the cycle length between
the beginning of a green phase at an intersection and the beginning of a
corresponding green phase at the next intersection. It is the time base of the system
controller.
6. Change and clearance interval. The total length of time in seconds of the yellow
and all-red signal indications (also called intergreen period). This time is provided for
vehicles to clear the intersection after the green interval before conflicting
movements are released.
7. All-red interval. The display time of a red indication for all approaches. It is
sometimes used as a phase exclusively for pedestrian crossing or to allow vehicles
and pedestrians to clear very large intersections before opposing approaches are
given the green indication.
8. Peak-hour factor (PHF). A measure of the variability of demand during the peak
hour. It is the ratio of the volume during the peak hour to the maximum rate of flow
during a given time period within the peak hour. Design hourly volume (DHV) can
then be obtained as
11. Critical lane group. The lane group that requires the longest green time in a
phase. This lane group, therefore, determines the green time that is allocated to
that phase.
12. Saturation flow rate. The flow rate in veh/h that the lane group can carry if it
has the green indication continuously, (i.e., if g/C = 1). The saturation flow rate(s)
depends on an ideal saturation flow (so), which is usually taken as 1900 veh/h of
green time per lane. The ideal saturation flow is then adjusted for the prevailing
conditions to obtain the saturation flow for the lane group being considered. An
equation given in the Highway Capacity Manual (HCM) is shown below:
The HCM also gives a procedure for determining saturation flow rate using field
measurements.
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Yellow Interval
The main purpose of the yellow indication after the green is to alert motorists to the
fact that the green light is about to change to red and to allow vehicles already in
the intersection to cross it. A bad choice of yellow interval may lead to the creation
of a dilemma zone, an area close to an intersection in which a vehicle can neither
U U
stop safely before the intersection nor clear the intersection without speeding
before the red signal comes on. The required yellow interval is the time period that
guarantees that an approaching vehicle can either stop safely or proceed through
the intersection without speeding.
For safety considerations, yellow intervals of less than 3 seconds are usually
excluded. To encourage motorists’ respect for the yellow interval, it is usually not
made longer than 5 seconds. When longer yellow intervals are required, an all-red
phase can be inserted to follow the yellow indication.
3- Webster Method
Webster has shown that for a wide range of practical conditions minimum
intersection delay is obtained when the cycle length is obtained by the equation
Total Lost Time. Figure in the next page shows a graph of rate of discharge of
vehicles at various times during a green phase of a signal cycle at an intersection.
Initially, some time is lost before the vehicles start moving, and then the rate of
discharge increases to a maximum. This maximum rate of discharge is the saturation
flow. If there are sufficient vehicles in the queue to use the available green time, the
maximum rate of discharge will be sustained until the yellow phase occurs. The rate
of discharge will then fall to zero when the yellow signal changes to red. The number
of vehicles that go through the intersection is represented by the area under the
curve. Dividing the number of vehicles that go through the intersection by the
saturation flow will give the effective green time, which is less than the sum of the
green and yellow times. This difference is considered lost time, since it is not used
by any other phase for the discharge of vehicles; it can be expressed as:
Allocation of Green Times. In general, the total effective green time available per
cycle is given by:
where
C= actual cycle length used (obtained by rounding off Co to the nearest 5 seconds)
Gte = total effective green time per cycle
To obtain minimum overall delay, the total effective green time should be
distributed among the different phases in proportion to their Y values to obtain the
effective green time for each phase.
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The methods used to achieve the required coordination are the simultaneous
system, the alternate system, and the progressive system. The speed of progression
is important in determining the cycle length for each of these methods.
Simultaneous System
In a simultaneous system, all signals along a given arterial have the same cycle
length and have the green phase showing at the same time. When given the right of
way, all vehicles move at the same time along the arterial and stop at the nearest
signalized intersection when the right of way is given to the side streets.
A simple approximate mathematical relationship for this system is
u = X / 1.47 C
X = average spacing for signals (ft)
u = progression speed (mph)
C = cycle length (sec)
Alternate System
With the alternate system, intersections on the arterial are formed into groups of
one or more adjacent intersections. The signals are then set such that successive
groups of signals are given the right of way alternately.
Progressive System
The progressive system provides for a continuous flow of traffic through all
intersections under the system when traffic moves at the speed of progression. The
same cycle length is used for all intersections, but the green indication for each
succeeding intersection is offset by a given time from that of the preceding
intersection, depending on the distance from the preceding intersection and the
speed of progression for that section of the street.