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Transportation
Engineering
Pre-timed Signal Timing and
By
Godfrey Mwesige
BSC (Civil Eng.), Mak; MSC (Trans. Eng.), Illinois, USA
TABLE OF CONTENTS
1
Introduction....................................................................................................... 1-1
1.2
1.3
1.4
1.5
Design Procedure..............................................................................................1-2
1.6
Introduction....................................................................................................... 2-1
2.2
Introduction....................................................................................................... 3-1
3.2
Maintenance Activities......................................................................................3-1
3.3
3.4
3.5
&
McShane
(2004).
Ministry
of
Works,
Housing
and
configuration of the improved junction. Quite often, there is need for lane
addition to cater for different movements at the junction that were nonexistent. Particularly, existing lane configurations, movements and traffic
demand are a starting point for determining the cycle length and then
green times.
1.5 Design Procedure
1) Develop a reasonable phase plan from existing lane and movement
configurations. As a starter, determine whether protected rightturn (RT) lanes are required. Equations 1.1 and 1.2 are a guide to
decision-making process. The phase plan also depends on the
junction layout and operational characteristics.
VRT 200
VRT *
[1.1]
Vo
50, 000
N o
[1.2]
traffic
stream.
However,
for
safety
considerations
3) Draw a ring diagram for the proposed phase plan, inserting lane
volumes in (tvus) for each set of movements. Determine the critical
path through the signal phasing, and determine the sum of critical
volumes for the critical path. The sum of critical volumes (V c) used
to compute the cycle length. Typical numbering of lane movements
in a four-legged junction and two-lane approach is shown in Figure
1-1, and typical ring diagram and four phases in Figure 1-2.
N
5 2
8
3
7
4
6 1
4) Determine the yellow or amber (y) and all-red (ar) intervals for
each signal phase using Equations 1.3 and 1.4 respectively. The
yellow also known as change interval is a function of breaking
distance, speed, and grade of the approach. All-red also known as
clearance interval is a function of the junction width.
yt
S85
2a 2 g *0.01G
[1.3]
W L P L
ar max
,
S
S15
15
[1.4]
Where; w = distance from departure stop line to the far side of the
farthest conflicting traffic lane, metres, p = distance from the
departure stop line to the farthest conflicting cross walk, metres, L
= length of the standard vehicle assumed 5.4 -6 metres, and S15 =
15th percentile speed of the approaching traffic or speed limit in
metres per second.
5) Determine the lost time per phase using Equations 1.5 through 1.7.
The lost time is used to compute the desirable cycle length under
time-budget concept.
l2 Y e
[1.5]
Y y ar
[1.6]
t L l1 l2
[1.7]
all-red,
2.0
seconds/phase,
l2
clearance
lost
time,
Cdes
Vc
1615* PHF *(V / C )
[1.8]
gTOT C L
[1.9]
Vci
Vc
gi gTOT
[1.10]
L
N ped
2.7 *
, WE 3m
S p
WE
[1.11]
L
0.27 * N ped , WE 3.0m
S
[1.12]
G p 3.2
G p 3.2
tideal
d
s
[4.1]
The other important factor to consider is the bandwidth, defined as the time
difference between the first vehicle that can pass through the entire system of
coordinated junctions without stopping and the last vehicle that can pass
through without stopping, measured in seconds. This is illustrated in Figure 2-
that
maintenance
staff
understand
the
basic
traffic
between traffic streams so that the average delays to all vehicles and
pedestrians are minimized. The growth pattern of the neighbourhood
over time may increase demand significantly on one approach than the
other necessitating re-timing to cater for the demand. Signal timing
optimization is a continuous effort requiring periodic (at least 2 years)
measurement of traffic volume patterns for purposes of re-computing
green times.
Before and after studies should be conducted to determine whether
newly installed signal is operating efficiently and that there are no
conflicts
in
the
movements.
The
studies
serve
to
define
traffic
characteristics before and after installation of the signal. The major areas
of study include; traffic volumes, spot speed, travel time and delay,
junction delay, capacity and crashes.