Yangon Technological University

Department of Civil Engineering

Transportation Engineering III+IV

(2023-2024 Academic Year)

Improvement of
Selected Intersection

Submitted by
Name: Thein Than Oo
Roll No: IVC - 3
Date: 16 February, 2024

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 Table of Content
Topic Page No.

Chapter 1: Introduction 2
Chapter 2: Literature Review 4 to 9
Chapter 3: Methodology 9 to 11
Chapter 4: Result & Discussion 11
Chapter 5: Conclusion and Recommendation 13

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Chapter 1: Introduction
1.1 Background
Due to urbanization and the growth of populations, the number of vehicles on the roads
rises which has put a lot of pressure on transportation systems. Traffic lights at intersections are
very important for controlling traffic and making sure that vehicles, pedestrians, and cyclists can
move around efficiently. However, as more and more people use the roads, many intersections
are struggling with problems like too much traffic, long waits, and not working as well as they
should.
The study intersection isn't managing traffic as well as it could and needs to be improved.
More vehicles are using it, the traffic lights might not be timed right, and how the land around
the intersection is being used is changing, all of which are causing traffic jams and delays. It's
really important to make sure traffic flows smoothly for safety and convenience, so we need to
look into and fix the issues at this intersection.

1.2 Problem Statement

The signalized intersection we're looking at doesn't work as well as it should, causing
more delays and making it harder for drivers to use. This study aims to thoroughly examine the
intersection, specifically focusing on how long drivers have to wait and the overall quality of the
intersection. Delay, which is how long each vehicle has to wait, is really important because it
directly affects how long it takes for drivers to get where they're going. The Level of Service
(LOS) is a way to grade how well the intersection is working, ranging from A (very good) to F
(very bad), giving an overall picture of how efficiently the intersection is running.
Some main reasons why the intersection isn't performing well include old signal timing
plans, not enough consideration for when traffic is busiest, and not enough thought given to
pedestrians and cyclists. By understanding and measuring these problems, we can suggest
specific improvements to make the intersection work better. Fixing these issues should not only
reduce congestion and delays but also make the intersection safer and easier to use for everyone.
This study will be useful for city planners, engineers, and policymakers to make smart decisions
about how to improve traffic flow and create a transportation system that's better for the
environment and the community.

1.3 Aim & Objective

The main goal of the "Improvement of Selected Signalized Intersection" project is to
make the chosen intersection work better by dealing with the problems found through a detailed
study of how long vehicles have to wait and the Level of Service (LOS). The ultimate aim is to
make traffic flow smoother, improve safety, and make the intersection easier for everyone to use,
whether they're driving, walking, or cycling.

Specific objectives for improving the selected intersection include:

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 Analyzing Delays: Measure and analyze how long vehicles have to wait at the
intersection at different times, including when traffic is busiest and when it's quieter. Identify
specific reasons for delays, like how the traffic lights are set, how cars line up, and the shape of
the intersection.
Evaluating Level of Service (LOS): Use established rules and methods to grade how well
the intersection is working right now. Find out what the LOS is like during busy times and quiet
times, and understand what this means for how well traffic is flowing overall.

1.4 Study Area

Our study focuses on the intersection of Min Dahma Road and Kyaik Waing Pagoda
Road. We conducted this study from 12:45 pm to 2:45 pm, covering two hours. We chose this
intersection because it is centrally located in the city and has distinct traffic patterns on the roads
that meet here. The intersection is also controlled by traffic signals, making it an important
location for our analysis.

Chapter 2: Literature Review

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2.1 Introduction
Signalized intersections are crucial parts of city transportation systems, so it's important
to study how they work to manage traffic effectively. This study looks at the theoretical and
technical aspects of signalized intersections, using the authoritative Highway Capacity Manual
(HCM) 2000 as a guide. The HCM 2000 helps engineers assess intersection capacity, focusing
on delay as a key measure. Delay is the extra time vehicles spend at an intersection because of
congestion. To analyze delay, factors like how the traffic lights are timed, how long the light
cycles are, and the shape of the intersection need to be considered. The manual's methods
provide a systematic way to measure delay, helping engineers find and fix traffic jams and
inefficiencies. The HCM 2000 also introduces the concept of Level of Service (LOS), which
grades how well an intersection is working on a scale from A to F. Grade A means traffic is
flowing freely, while grade F means there's severe congestion. LOS helps give a complete
picture of an intersection's performance, helping planners see where improvements are needed.
Traffic patterns at signalized intersections change over time due to urban development, land use
changes, and advances in signal technology. To adapt to these changes, researchers suggest using
adaptive signal control systems that can change light timings based on real-time traffic
conditions. This flexibility ensures that the lights are timed optimally, especially during busy and
quiet times, to reduce delays and make the intersection more efficient. Looking beyond the HCM
2000, other studies emphasize the need to consider pedestrians and cyclists when designing
intersections. With more people using different modes of transportation, intersections need to be
designed to accommodate everyone's needs. This might involve changing infrastructure and
adjusting signal timings to make intersections safer and more efficient for all types of
transportation. In summary, the literature, based on the HCM 2000 and other sources, highlights
the complex technical and theoretical aspects of signalized intersections. By evaluating delay,
LOS, and adaptive signal control strategies, planners can make informed decisions to improve
traffic flow, reduce delays, and make signalized intersections work better in cities.

2.2 LOS

2.3 Input Parameters

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2.3.1 Geometric Conditions
Intersection geometry is typically depicted in diagrams and must include all relevant
details such as the grades of the approaching roads, the number and width of lanes, and the
parking arrangements. It should also indicate if there are lanes specifically for left or right turns,
and show how long these lanes are for storing vehicles waiting to turn.

2.3.2 Traffic Conditions

Traffic Volumes are the flow rates in vehicles per hour for the 15-minute analysis period,
which is the duration of the typical analysis period (T = 0.25). If the 15-minute data are not
known, they may be estimated using hourly volumes and peak-hour factors (PHFs). In situations
where the v/c is greater than about 0.9, the control delay is significantly affected by the length of
the analysis period. In these cases, if the 15-minute flow rate remains relatively constant for
more than 15 min, the length of time the flow is constant should be used as the analysis period,
T, in hours. If v/c exceeds 1.0 during the analysis period, the length of the analysis period should
be extended to cover the period of oversaturation in the same fashion, as long as the average flow
during that period is relatively constant. Pedestrian and bicycle flows that interfere with
permitted right or left turns are needed. The pedestrian and bicycle flows used to analyze a given
approach are the flows in the crosswalk interfering with right turns from the approach. For
example, for a westbound approach, the pedestrian and bicycle flow in the north crosswalk
would be used for the analysis.

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2.3.3 Signalized Conditions
If pedestrian timing requirements exist, the minimum green time for the phase is
indicated and provided for in the signal timing. 15th percentile walking speed is assumed as 1.2
m/s.

2.4 Determining the Flow Rate

Approach A: Can miss a queue

Approach B: Effects of peaking not
defined
Approach C: The most appropriate
one

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2.5 Determining the Saturation Flow Rate
The saturation flow rate is the flow in vehicles per hour that can be accommodated by the
lane group assuming that the green phase was displayed 100 percent of the time (i.e., g/C = 1.0).

2.6 Capacity and v/c ratio

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2.7 Determining Delay

2.7.1 Uniform Delay

2.7.2 Incremental Delay

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2.7.3 Delay for Approach

2.7.4 Intersection Delay

Chapter 3: Methodology
Operational analysis is divided into five modules: input, volume adjustment, saturation
flow rate, capacity analysis, and LOS. The computations for each of these modules are
conducted or summarized on the appropriate worksheet.

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3.1 Input Parameters
The first step in the assessment is to calculate traffic volume counts for one hour. Then,
the peak hour factor is calculated. Next, signal phases and timings are determined, including the
durations for green, yellow, and red signals, as well as the overall cycle length. Other factors,
such as the number of lanes and the width of each lane, are also considered. It is assumed that the
intersection is on level ground, so there is no need to factor in grades. Additionally, there are no
heavy vehicles (defined as those with more than four tires) or parking facilities at the
intersection, and bus blockages are not an issue. The area around the intersection is designated as
a non-central business district (CBD). These assumptions and considerations provide a solid
foundation for an accurate analysis of the intersection's operations.

3.2 Volume Adjustment and Saturation Flow Rate

The second major analytical step focuses on adjusting the hourly traffic volumes to flow
rates for a peak 15-minute interval within the hour and establishing lane groups. A tool is
provided to delineate these lane groups, adjust volumes, and compute saturation flow rates. In
this tool, the hourly volume (V) for each approach and movement is taken from the Input
Worksheet, and the corresponding flow rate (vp) is calculated. Lane groups are defined, with
recorded flow rates and turn proportions. The saturation flow rate is then computed for each lane
group, incorporating adjustment factors to arrive at an adjusted saturation flow.

3.3 Capacity Analysis

The next step involves consolidating information and computational outcomes from the
input, volume adjustment, and saturation flow rate modules. This integration allows for the
calculation of capacity and volume-to-capacity ratio (v/c) for each lane group, as well as the
determination of delay and Level of Service (LOS) metrics for each lane group, approach, and
the overall intersection. Effective green times are calculated by determining the actual green time
(G) and movement lost time (tL). The g/C ratio for each lane group is then computed by dividing
the effective green time by the cycle length. This ratio is used to establish lane group capacity.
Effective green times are the sum of actual green time, the change-and-clearance interval, and
the deduction of lost time for the specific movement. The minimum capacity for permitted left
turns is computed using Equation 16-6, where the capacity of each lane group is the saturation
flow rate multiplied by the green ratio. A minimum capacity value is set for all permitted left-
turning movements, based on sneakers per cycle. The v/c ratio (X) is calculated for each lane
group, allowing for the identification of critical lane groups and lost time per cycle according to
guidelines. Critical lane groups are those with the highest flow ratio within each phase or set of
phases. If phases overlap, an examination of all feasible combinations of critical lane groups is
required to identify the combination with the highest sum of flow ratios. Critical lane groups are
marked, and their flow ratios are summed. The critical v/c ratio (Xc) is then computed as an

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indicator of the intersection's saturation level based on its geometry, volumes, and signal
phasing.

3.4 Delay and Level of Service

Following the acquisition of requisite data through prior computations, we employ these
values in the appropriate equations to determine delays. The delay is subsequently calculated for
each lane, every approach, and the intersection as a whole. Utilizing the derived delay values, we
assign the Level of Service (LOS) for each dataset within the studied context.

4. Research Data Analysis and Discussion

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4.1 Discussion

The intersection experiences severe congestion, with an average delay of 205 seconds per
vehicle and a Level of Service (LOS) of F. This indicates significant congestion and long wait
times for vehicles. Particularly, eastbound and southbound movements face severe delays, with
LOS F. The eastbound left turn experiences exceptionally high delays. Westbound movements
also encounter significant delays, with LOS F for left turn and through movements. Northbound
and southbound approaches have moderate delays, with LOS ranging from D to E. Given these
conditions, a detailed analysis is needed to identify potential improvements, such as adjusting
signal timings or modifying infrastructure, to reduce delays and improve efficiency. It is
important to implement regular monitoring and data collection to evaluate the effectiveness of
any changes made. Signal timings and infrastructure modifications should be periodically
reassessed to ensure continued efficiency. Consider implementing Advanced Traffic
Management Systems that use real-time data for dynamic signal control. These systems can
adjust signal timings based on current traffic conditions, improving responsiveness to changes in
demand.

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Chapter 5: Conclusion and Recommendation
5.1 Conclusion
The analysis of the signalized intersection at Min Dahma Road and Kyaik Waing Pagoda
Road shows significant operational challenges. The intersection faces severe congestion, with an
average delay of 205 seconds per vehicle and an overall Level of Service (LOS) rating of F.
Notably, there are exceptionally high delays for eastbound left turns (EB LT) and significant
delays for westbound movements. These findings highlight the urgent need for interventions to
improve the intersection's performance.

5.2 Recommendation
5.2.1 Signal Timing Optimization
Immediate Action: Start optimizing signal timings for critical movements, especially focusing on
eastbound left turns and westbound movements.
Long-Term Strategy: Consider using adaptive signal control systems to adjust signal timings
dynamically based on real-time traffic conditions, ensuring optimal flow during different demand
periods.

5.2.2 Intersection Redesign Study

Immediate Action: Begin a thorough intersection redesign study to assess potential geometric
changes and lane reallocations.
Long-Term Strategy: Integrate adaptive infrastructure that can accommodate future growth and
changing land use patterns.

5.2.3 Public Transit and Multimodal Considerations

Immediate Action: Collaborate with public transit authorities to implement bus priority
measures, reducing delays for public transportation.
Long-Term Strategy: Improve pedestrian and cyclist infrastructure, considering signal timings
that cater to all modes of transportation.

5.2.4 Regular Monitoring and Adjustments

Immediate Action: Establish a regular schedule for monitoring and data collection to assess the
impact of implemented changes.
Long-Term Strategy: Implement a proactive maintenance and adjustment plan to ensure
continued efficiency over time.

5.2.5 Advanced Traffic Management Systems (ATMS)

Immediate Action: Explore implementing ATMS to enhance signal responsiveness based on
real-time data.

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Long-Term Strategy: Integrate smart city technologies for comprehensive traffic management,
incorporating data-driven decision-making.

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