SIGNALISED INTERSECTIONS

TS4273 Traffic Engineering

First Traffic Light
Traffic lights were used before the advent of the
motorcar. In 1868, British railroad signal
engineer J P Knight invented the first traffic light,
a lantern with red and green signals.

It was installed at the intersection of George and
Bridge Streets in front of the British House of
Commons to control the flow of horse buggies
and pedestrians.
http://www.didyouknow.cd/trafficlights.htm
Prinsip-prinsip desain simpang
bersinyal
Suatu persimpangan membutuhkan lampu
lalulintas jika waktu tunggu rata-rata
kendaraan sudah lebih besar daripada waktu
tunggu rata-rata kendaraan pada
persimpangan dengan lampu lalulintas.



Prinsip-prinsip desain simpang
bersinyal
Waktu tunggu rata-rata kendaraan pada
persimpangan bersinyal dipengaruhi oleh:
Arus lalulintas pada masing-masing arah,

Waktu antara kedatangan kendaraan dari
masing-masing arah,

Keberanian pengemudi untuk menerima waktu
antara yang tersedia guna menyeberangi jalan.
Prinsip-prinsip desain simpang
bersinyal
Unsignalised Signalised
Traffic Flow
D
e
l
a
y

Scope of IHCM
Signalised Intersection Analyses
Isolated, fixed-time controlled signalised
intersections with normal geometry layout (four-
arm and three-arm) and traffic signal control
devices.
Coordinated traffic signal control is normally
needed if the distance to adjacent signalised
intersections is small (< 200m).
Persimpangan Raya Darmo Polisi Istimewa
& Raya Darmo RA Kartini.


Objectives of IHCM
Signalised Intersection Analyses
To avoid blockage of an intersection by
conflicting traffic streams, thus
guaranteeing that a certain capacity can
be maintained even during peak traffic
conditions;
Objectives of IHCM
Signalised Intersection Analyses
To facilitate the crossing of a major road
by vehicles and/or pedestrians from a
minor road;

To reduce the number of traffic accidents
caused by collisions between vehicles in
conflicting directions.
Potential Conflict at Intersections
DIVERGING
MERGING
DIVERGING
MERGING
CROSSING
Primary and Secondary Conflictis in a
Four-Arm Signalised Intersections
Primary Conflict
Secondary Conflict
Vehicle Stream
Pedestrian Stream
Time Sequence
for Two-Phase Signal Control
Street A
Street B
Time Sequence
for Four-Phase Signal Control
Time Sequence
for Two-Phase Signal Control
Intergreen A B
A
B
Intergreen B A
Green Time All Red B A
Cycle Time
Green Time
All Red A B All Red A B
Intergreen A B
Street A
Street B
Kendaraan masih boleh lewat
pada saat lampu kuning menyala
Kendaraan tidak boleh lewat
pada saat lampu kuning menyala
Fase 1
Fase 2
Waktu antar hijau = 6 detik
Fase 1
Fase 2
Waktu antar hijau = 4 detik
Purpose of the Intergreen Period
Warn discharging traffic that the phase is
terminated. Amber Period (for urban traffic
signal in Indonesia is normally 3,0 sec)

Certify that the last vehicle in the green phase
which is being terminated receives adequate
time to evacuate the conflict zone before the first
advancing vehicle in the next phase enters the
same area. All-Red Period
Signal Phasing Arrangements
Introducing more than two phases
normally leads to an increase of the
cycle time and of the ratio of time
allocated to switching between phases
(especially for isolated and fixed-
controlled).
Signal Phasing Arrangements
Although this may be beneficial from the
traffic safety point of view, it normally
means that the overall capacity of the
intersection is decreased.

Basic Model for Saturation Flow (Akcelik 1989)
Time
R
a
t
e

o
f

D
i
s
c
h
a
r
g
e

o
f

Q
u
e
u
e

i
n
a

F
u
l
l
y

S
a
t
u
r
a
t
e
d

G
r
e
e
n

P
e
r
i
o
d
Effective Green Time
Saturation Flow
Actual
Flow
Curve
Start Loss End Gain
Display Green Time Intergreen
Effective
Flow
Curve
Fi (Starting Phase Change Time)
Fk (Terminating Phase Change Time)
Amber All-Red
Phases for the
Movement
Phases for the
Conflicting
Movement
Basic Model Saturation Flow
Discharge rate starts from 0 at the beginning of
green and reaches its peak value after 10-15
sec

Effective Green = Displayed Green Time Start
Loss + End Gain

Start loss ~ End gain ~ 4,8 sec (MKJI p.2-12)

Effective Green = Displayed Green Time

Basic Model Saturation Flow
Base saturation flow is different between
Protected approach and Opposed approach

For protected approach S
0
= 600 x We

For opposed approach S
0
in Indonesia
usually lower where there is a high ratio of
right turning movements, compare with
Western models.
Perhitungan Arus Jenuh
Metode Time Slice
Arus jenuh/jam (3.600/5)x4,5 = 3.240 smp/jam
Jika lebar lajur = 4,0m (3.240/4) = 810 smp/jam/m
Maka S = 810 x We
LV HV MC M LV HV MC M
0.0 - 5.0 1 0 3 4 1.0 0.0 1.2 2.2
5.1 - 10.0 1 0 4 5 1.0 0.0 1.6 2.6
10.1 - 15.0 2 1 3 6 2.0 1.3 1.2 4.5
15.1 - 20.0 2 1 1 4 2.0 1.3 0.4 3.7
20.1 - 25.0 2 1 2 5 2.0 1.3 0.8 4.1
25.1 - 30.0 2 0 1 3 2.0 0.0 0.4 2.4
30.1 - 35.0 2 0 0 2 2.0 0.0 0.0 2.0
35.1 - 40.0 1 0 0 1 1.0 0.0 0.0 1.0
Total 30 Max 4.5
Time Period
Traffic Flow (veh) Traffic Flow (veh)
Traffic Safety Considerations
Traffic accident rate for signalised
intersections has been estimated as
0,43 accidents/million incoming
vehicles as compare to 0,60 for
unsignalised intersections and 0,30 for
roundabouts.
STEP A-1: Geometric, Traffic Control
and Environmental Conditions
General information (date, handled by, city, etc.)
City size (to the nearest 0,1 M inhabitants)
Signal phasing & timing
Left turn on red (LTOR)
Approach code
Road environment and level of side friction
Median
Gradient
Approach width (to the nearest tenth of a meter)
Geometry of Signalised Intersection
STEP A-2: Traffic Flow Conditions
Vehicle Type
pce for Approach Type
Protected Opposed
Light Vehicle (LV) 1,0 1,0
Heavy Vehicle (HV) 1,3 1,3
Motorcycle (MC) 0,2 0,4
Q = Q
LV
+ (Q
HV
x pce
HV
) + (Q
MC
x pce
MC
)
STEP B-1: Signal Phasing and
Timing
If the number and types of signal phases
are not known, two-phase control should
be used as a base case.

Separate control of right-turning
movements should normally only be
considered if a turning-movement exceeds
200 pcu/h and has a separate lane.
STEP B-1: Signal Phasing and
Timing
Early start = leading green one approach is
given a short period before the start of the green
also in the opposing direction (usually 25%-33%
from total green time)
Late cut-off = lagging green the green light in
one approach is extended a short period after
the end of green in the opposing direction.
The length of the leading and the lagging green
should not be shorter than 10 sec.
STEP B-2:
Intergreen time and lost time
Intersection
Size
Mean Road
Width
Intergreen Time
Default Values
Small 6 9 m 4 sec/phase
Medium 10 14 m 5 sec/phase
Large 15 m 6 sec/phase
Only for planning purposes !!!
STEP B-2:
Intergreen time and lost time




L
EV
, L
AV
distance from stop line to conflict
point for evacuating and advancing vehicle (m)
l
EV
length of evacuating vehicle (m)
V
EV
, V
AV
speed of evacuating and advancing
vehicle (m/sec)
(

+
+
=
AV
AV
EV
EV EV
i
V
L
V
l L
ALLRED max
For operational and design analysis !!!
AV
EV
L
AV
L
AV
L
EV
l
EV
CRITICAL CONFLICT
POINT
(

+
+
=
AV
AV
EV
EV EV
i
V
L
V
l L
ALLRED max
STEP B-2:
Intergreen time and lost time
V
AV
10m/sec (motor vehicles)
V
EV
10m/sec (motor vehicles)
V
EV
3m/sec (un-motorised)
V
EV
1,2m/sec (pedestrians)
l
EV
5m (LV or HV)
l
EV
2m (MC or UM)
STEP B-2:
Intergreen time and lost time



IG Intergreen = Allred + Amber

The length of AMBER usually 3,0 sec
( )

= + =
i
i
IG AMBER ALLRED LTI
PROTECTED (P)
Discharge without any
conflict between right-
turning movements and
straight-through/left-
turning movements.
STEP C-1: Approach Type
Street A
Street B

OPPOSED (O) Discharge with conflict
between right-turning movements and straight-
through/left-turning movements from different
approaches with green in the same phase.
Street A
Street B
STEP C-1: Approach Type
STEP C-2:
Effective Aproach Width (W
e
)
Without LTOR
For Approach Type P (Q = Q
ST
)

If W
EXIT
< W
e
x (1 - p
RT
- p
LT
)
W
e
= W
EXIT



W
A
W
L
T
O
R
W
E
N
T
R
Y
W
E
X
I
T
STEP C-2:
Effective Aproach Width (W
e
)
If W
LTOR
2m (it is assumed that the LTOR
vehicle can bypass the other vehicle)
W
e
= min { (W
A
-W
LTOR
) , (W
ENTRY
) }

For Approach Type P (Q = Q
ST
)
If W
EXIT
< W
e
x (1 p
RT
)
W
e
= W
EXIT

If W
LTOR
< 2m (it is assumed that the LTOR
vehicle cannot bypass the other vehicle)
W
e
= min { (W
A
) , (W
ENTRY
+W
LTOR
) ,
(W
a
x(1+p
LTOR
)-W
LTOR
)

}

For Approach Type P (Q = Q
ST
)
If W
EXIT
< W
e
x (1 p
RT
p
LTOR
)
W
e
= W
EXIT

STEP C-2:
Effective Aproach Width (W
e
)
STEP C-3: Base Saturation Flow (S)


For protected approach
n o
F F S S = ...
1
e o
W S = 600
For Approach Type P



S
0
base saturation flow (pcu/hg)
W
e
effective width (m)
Figure C-3:1 page 2-49


e
W S = 600
0
STEP C-3: Base Saturation Flow (S)
For Approach Type O (opposed)
Q
RT
and Q
RTO
(Column 14 Form SIG-II opposed
discharge right-turning)
Figure C-3:2 page 2-51 for approaches without
separate right-turning.
Figure C-3:3 page 2-52 for approaches with
separate right-turning.
Use interpolation if approach width larger or
smaller than actual W
e

STEP C-3: Base Saturation Flow (S)
Ex: without separate right-turning lane
Q
RT
= 125 pcu/h, Q
RTO
= 100 pcu/h
Actual W
e
= 5,4m
Obtain from Figure C-3:2 p. 2-51 (W
e
=5 & W
e
=6)
S
6,0
= 3.000 (pcu/hg) ; S
5,0
= 2.440 (pcu/hg)

Calculate;
S
5,4
=(5,4-5,0)x(S
6,0
- S
5,0
)+ S
5,0

=0,4(3.000-2.440)+2.440 ~ 2.660 (pcu/hg)
STEP C-3: Base Saturation Flow (S)
If right-turning movement > 250 pcu/h, protected
signal phasing should be considered
For No Separate RT-lane
If Q
RTO
< 250 pcu/h
Determine S
PROV
for Q
RTO
= 250 pcu/h
Determine Actual S as
S = S
PROV
[(Q
RTO
- 250) x 8]pcu/h
STEP C-3: Base Saturation Flow (S)
For No Separate RT-lane
If Q
RTO
> 250 pcu/h
Determine S
PROV
for Q
RTO
and Q
RT
= 250 pcu/h
Determine Actual S as
S = S
PROV
[(Q
RTO
+ Q
RT
- 500) x 2]pcu/h

If Q
RTO
< 250 pcu/h and Q
RT
> 250 pcu/h
Determine S as for Q
RT
= 250 pcu/h
STEP C-3: Base Saturation Flow (S)
For Separate RT-lane
If Q
RTO
> 250 pcu/h
Q
RT
< 250 pcu/h Determine S from Figure C3:3
through extrapolation
Q
RT
> 250 pcu/h Determine S
PROV
as for Q
RTO

and Q
RT
= 250 pcu/h

If Q
RTO
< 250 pcu/h and Q
RT
> 250 pcu/h
Determine S from Figure C3:3 through
extrapolation

STEP C-3: Base Saturation Flow (S)
STEP C-4: City Size Adjustment
Factor F
CS
[ Table C-4:3 p.2-53]

City Size Inhab. (M) F
CS
Very Small s 0,1 0,82
Small > 0,1 - s 0,5 0,88
Medium > 0,5 - s 1,0 0,94
Large > 1,0 - s 3,0 1,00
Very Large > 3,0 1,05
STEP C-4: Side Friction Adjustment
Factor F
SF
[ Table C-4:4 p.2-53]
0.70
0.75
0.80
0.85
0.90
0.95
1.00
0.00 0.05 0.10 0.15 0.20 0.25
pUM
F
s
f
CHO CHP CMO CMP CLO CLP
STEP C-4: Side Friction Adjustment
Factor F
SF
[ Table C-4:4 p.2-53]
0.70
0.75
0.80
0.85
0.90
0.95
1.00
0.00 0.05 0.10 0.15 0.20 0.25
pUM
F
s
f
RHO RHP RMO RMP RLO RLP
STEP C-4: Side Friction Adjustment
Factor F
SF
[ Table C-4:4 p.2-53]
0.70
0.75
0.80
0.85
0.90
0.95
1.00
1.05
0.00 0.05 0.10 0.15 0.20 0.25
pUM
F
s
f
RAO RAP
STEP C-4:Gradient Adjustments
Factors F
G
[Figure C-4:1 p.2-54]

0.90
0.91
0.92
0.93
0.94
0.95
0.96
0.97
0.98
0.99
1.00
1.01
1.02
1.03
1.04
1.05
-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
Gradient (%)
G
r
a
d
i
e
n
t

F
a
c
t
o
r

F
g
If G > 0 1 (0,01 x G)
If G < 0 1 (0,005 x G)




L
P
distance between stop-line
and first parked vehicle (m)
W
A
Width of the approach (m)
g Green time in the approach (default value 26 sec)
It should not be applied in cases were the effective width
is determined by the exit width.


( ) g W g
L
W
L
F
A
P
A
P
P
/ /
3
2
3
(

|
|
.
|

\
|
|
.
|

\
|
=
STEP C-4: Effect of Parking Adjustments
Factors F
P
[Figure C-4:2 p.2-54
STEP C-4: Right Turn Adjustments
Factors F
RT
1.000
1.050
1.100
1.150
1.200
1.250
1.300
0.000 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000
pRT
F
r
t
F
RT
= 1.0 + p
RT
x 0.26
STEP C-4: Left Turn Adjustments
Factors F
LT
0.800
0.850
0.900
0.950
1.000
0.000 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000
pLT
F
l
t
F
LT
= 1.0 - p
LT
x 0.16
Calculated the adjusted value
of saturation flow S


S
O
Base saturation flow
F
CS
City size
F
SF
Side friction
F
G
Gradient
F
P
Parking
F
RT
Right turn
F
LT
Left turn
hg pcu F F F F F F S S
LT RT P G SF CS O
/ =
STEP C-5: Flow/Saturation Flow
Ratio
Calculate the Flow Ratio (FR) for each approach


Calculate the Intersection Flow Ratio (IFR)


Calculate the Phase Ratio (PR) for each phase
S Q FR / =
( )

=
CRIT
FR IFR
IFR FR PR
CRIT
/ =
Sum of the critical (highest) flow ratios for
all consecutive signal phases in a cycle
STEP C-6: Cycle Time and Green
Time
Unadjusted cycle time (C
ua
)


Green time (g)


Adjusted cycle time (c)
( ) ( ) IFR LTI c
ua
+ = 1 / 5 5 , 1
( )
i ua i
PR LTI c g =

+ = LTI g c
LTI = E off all intergreen periods
green times < 10 sec
should be avoided !!!
2 phase 40-80 sec
3 phase 50-100 sec
4 phase 80-130 sec
STEP D-1: Capacity
Calculate the capacity of each approach


Calculate the Degree of Saturation


c g S C / =
C Q DS / =
Acceptable value
normally 0,75 !!!
If the signal timing has been correctly
done, DS will be nearly the same in all
critical approaches !!!
STEP D-2: Need For Revisions
Increase of approach width (especially for the
approaches with the highest critical FR value)

Changed signal phasing (i.e. separate phase for
right-turning traffic)

Prohibition of right turning movements will
normally increase capacity (i.e. reduction of the
phase required).

STEP E-1: Preparations
Fill in the information required in the
head of Form SIG-V

STEP E-2: Queue Length
For DS > 0,5




NQ
1
number of pcu that remain from the previous
green phase
DS degree of saturation = Q/C
GR green ratio
C capacity (pcu/h) = saturation flow x green ratio

For DS s 0,5


( ) ( )
( )
(

+ + =
C
DS
DS DS C NQ
5 , 0 8
1 1 25 , 0
2
1
0
1
= NQ
STEP E-2: Queue Length



NQ
2
number of queuing pcu that arrive during
the red phase
GR green ratio = g/c
g green time (sec)
c cycle time (sec)
DS degree of saturation = Q/C
Q traffic flow (pcu/h)
( ) 3600 1
1
2
Q
DS GR
GR
c NQ


=
STEP E-2: Queue Length



QL Queue length (m)
NQ
MAX
adjust NQ with desired probability for
overloading [for planning and design s 5%, for
operation 5-10%] figure E-2:2 p.2-66
20 average area occupied per pcu (20 sqm)
W
ENTRY
entry width (m)
ENTRY
MAX
W
NQ
QL
20
=
2 1
NQ NQ NQ + =
STEP E-3: Stopped Vehicle



NS stop rate
NQ total number of queuing vehicle
Q traffic flow (pcu/h)
c cycle time (sec)



3600 9 , 0

=
c Q
NQ
NS
STEP E-3: Stopped Vehicle


N
SV
number of stopped vehicles
Q traffic flow (pcu/h)
NS stop rate



NS Q N
SV
=
TOTAL
SV
TOTAL
Q
N
NS

=
STEP E-4: Delay

A

GR green ratio
DS degree of saturation = Q/C
( )
( ) DS GR
GR
A


=
1
1 5 , 0
2
STEP E-4: Delay


DT mean traffic delay (sec/pcu)
c cycle time (sec)
NQ
1
number of pcu that remain from the
previous green phase
C capacity (pcu/h)
C
NQ
A c DT
3600
1

+ =
STEP E-4: Delay


DG
j
mean geometric delay for approach j
(sec/pcu)
p
SV
proportion of stopped vehicles in the
approach = MIN (NS, 1)
p
T
proportion of turning vehicles in the
approach
Geometric Delay for LTOR = 6 sec [p.2-69]
( ) ( ) 4 6 1 x p p p DG
SV T SV j
+ =
STEP E-4: Delay



D
I
average delay for the whole intersection

Average delay can be used as an indicator of
the Level of Service (LOS) of each individual
approach as well as of the intersection as a
whole.
( )
( ) pcu
Q
D Q
D
TOTAL
j
I
sec/

=
Indeks Tingkat Pelayanan (ITP) Lalulintas
Di Persimpangan Dengan Lampu Lalulintas
Indeks Tingkat Pelayanan
(ITP)
Tundaan per kendaraan
(detik)
A 5.0
B 5.1 15.0
C 15.1 25.0
D 25.1 40.0
E 40.1 60.0
F > 60.0
Sumber: Perencanaan & Pemodelan Transportasi, Tamin, 2000
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Pelebaran lengan pendekat
Kapasitas tergantung pada arus jenuh yang
melewati garis henti (lebar lengan pendekat).
Melebarkan lengan pendekat meningkatkan
kapasitas persimpangan.
Panjang dari pelebaran lengan pendekat juga
sangat penting untuk diperhatikan.

Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Menaikkan waktu siklus
semakin lama waktu siklus semakin besar
kapasitas persimpangan semakin tinggi
antrian dan tundaan yang terjadi
Menurut MKJI 1997 [p.2-60] kisaran waktu siklus
adalah 40 s/d 130 detik
Pada kondisi tertentu terpaksa digunakan
waktu siklus > 130 detik.
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Perubahan pola fase
Perlu dilakukan simulasi untuk mendapatkan
pola fase yang paling efisien.
Semakin sedikit fase semakin tinggi kapasitas
persimpangan semakin besar kemungkinan
konflik yang dapat terjadi.
Umumnya jumlah fase yang digunakan berkisar
antara 2 s/d 4.
Siklus dengan 2 fase umumnya dilengkapi
dengan early cut-off atau late-start.
persimpangan Raya Darmo Polisi Istimewa
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Meminimalkan waktu antar-hijau
Waktu antar-hijau diperlukan untuk menjamin
keamanan kendaraan yang melewati simpang
pada saat detik akhir hijau, agar tidak tertabrak
kendaraan yang mendapatkan fase hijau
berikutnya.
Meminimalkan waktu hijau mendekatkan
garis henti dengan pusat persimpangan.
Cara-cara untuk meningkatkan
kapasitas Simpang Bersinyal
Larangan belok kanan
Meningkatkan kapasitas akibat pengurangan
fase.
Namun harus dilakukan manajemen lalulintas
untuk melayani kendaraan yang hendak belok
kanan dengan menyediakan U-turn atau Re-
routing.
Prinsip-prinsip desain simpang
secara umum di Indonesia
Jari-jari tikungan berkisar antara 6 s/d 9 meter
Hindari jari-jari terlalu kecil kendala manuver
bagi bus & truk
Fasilitas penyeberang jalan (zebra cross) 2,5
s/d 5 meter sejarak 2 meter didepan garis henti
Panjang pelebaran harus lebih besar dari
probabilitas panjang antrian terbesar
Prinsip-prinsip desain simpang
secara umum di Indonesia
Jalur khusus bus berakhir pada awal panjang
antrian terbesar

Jika arus lalulintas belok kanan cukup besar,
perlu dibuatkan jalur khusus belok kanan
dilengkapi dengan rambu dan marka yang
sesuai