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Transportation Research Procedia 36 (2018) 90–94

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Thirteenth International Conference on Organization and Traffic Safety Management in

Large Cities
Thirteenth International Conference (SPbOTSIC 2018)
on Organization and Traffic Safety Management in
Large Cities (SPbOTSIC 2018)
Optimization of the method for collecting source data to calculate
Optimizationtheoflength
the method
of thefor collecting
traffic sourcecycle
light control data to calculate
the length of the traffic light control cycle
Valery Builenko, Aleksandra Pakhomova*, Sergey Pakhomov
Valery Builenko, Aleksandra Pakhomova*, Sergey Pakhomov
Moscow Automobile and Road Construction State Technical University (MADI), 664 Leningradskiy Prosp., Moscow, 125319, Russia
Moscow Automobile and Road Construction State Technical University (MADI), 664 Leningradskiy Prosp., Moscow, 125319, Russia

Abstract
Abstract
The main goal of this study y is to optimize the method for collecting source data to calculate the length of the traffic light control
cycle.
The main Distinctive features
goal of this yofis the
study proposedthe
to optimize method
methodarefor
thecollecting
formationsource
of intersection clustersthe
data to calculate and the duration
length of measurements
of the trafficmeasurement
light control
which Distinctive
cycle. can be taken within
thinof
features 24the hours for controlled
proposed intersections
method are of cluster
the formation I (roads ofclusters
of intersection categories
and Ithe
and II) or within
duration 1 hour for
of measurements
measurement
controlled
which can intersections
be taken within of cluster
thin 24 hours II (roads of category
for controlled III). This will
intersections make itI possible
of cluster (roads oftocategories
minimizeIcalculation
and II) or errors
withinres
resulting
1 ulting in
hour for
excessive traffic
controlled ffic volumeofbut
intersections not toII the
cluster optimal
(roads cycle length.
of category Despite
III). This the fact
will make that previous
it possible studies calculation
to minimize to some extent
errorsimproved
res ultingthe
resulting in
length
excessive of the traffic
traffic
ffic light control
volume but not cycle,
to the unfortunately, they have
optimal cycle length. a number
Despite of limitations.
the fact that previousThestudies
following issues
to some shall improved
extent be no
noted:
ted: the
(1)
most studies
length tudies
of the pursued onlycontrol
traffic light one goal (minimum
cycle, time delay)
unfortunately, and only
they have in case
a number of of a saturatedThe
limitations. traffic flow (TF);
following issuesthe cycle
shall be length
no ted: for
noted: (1)
various TF conditions
most studies
tudies pursued only was one
not goal
considered
(minimumas well,
timeand (2) and
delay) the major
only inpart ofof
case thea cycle doestraffic
saturated not take
flowinto account
(TF); the pedestri
the cycle pedestrian
length for
trafficc across
various the pedestrian
TF conditions crossing
was not and theasfact
considered that
well, anda long cycle
(2) the causes
major partanxiety
of the in drivers,
cycle does which
not takecaninto
reduce traffic
account thesafety at the
pedestri
pedestrian
intersection.
trafficc across the pedestrian crossing and the fact that a long cycle causes anxiety in drivers, which can reduce traffic safety at the
intersection.
©2018 The Authors. Published by Elsevier B.V.
© 2018
This The
is an Authors.
open accessPublished
article underby Elsevier B.V. ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
the CC BY-NC-ND
©2018
This Theopen
is an Authors.
accessPublished by Elsevier
article under B.V.
the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review
review
This is an open under responsibility
access of
article underofthe the scientific committee of the Thirteenth International Conference on Organization and
Peer-review under responsibility theCC BY-NC-ND
scientific ND licenseof
committee (https://creativecommons.org/licenses/by-nc-nd/4.0/)
the Thirteenth International Conference on Organization and
Traffic Safety Management
nagement in Large Cities (SPbOTSIC 2018)
2018).
Traffic Safety Management in Large Cities (SPbOTSIC 2018). the Thirteenth International Conference on Organization and
Peer-review
review under responsibility of the scientific committee of
Traffic Safety Management
nagement in Large Cities (SPbOTSIC 2018) 2018).
Keywords: intersection; cycle; traffic lights; traffic safety; traffic management; control modes.
Keywords: intersection; cycle; traffic lights; traffic safety; traffic management; control modes.

1. Introduction
1. Introduction
Currently, the number of traffic lights is constantly increasing. In this regard, a need to classify intersections
Currently, the number of traffic lights is constantly increasing. In this regard, a need to classify intersections

* Corresponding author. Tel.: +7-906-096-62-89; fax: +0-000-000

000-0000 .
* E-mail: svitavskaya@gmail.com
Corresponding author. Tel.: +7-906-096-62-89; fax: +0-000-000
000-0000 .
E-mail: svitavskaya@gmail.com
2352-1465© 2018 The Authors. Published by Elsevier B.V.
This is an open
2352-1465© access
2018 Thearticle under
Authors. the CC by
Published BY-NC-ND license (https://creativecommons.org/licenses/by
Elsevier B.V. https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under
responsibility
This is an openofaccess
the scientific committee
article under the CCof the Thirteenth
BY-NC-ND International
license Conference on Organization and Traffic Safety Management
https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review
(https://creativecommons.org/licenses/by under in
Large Cities (SPbOTSIC
responsibility 2018).
of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Management in
Large Cities (SPbOTSIC 2018).

2352-1465  2018 The Authors. Published by Elsevier B.V.

This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety
Management in Large Cities (SPbOTSIC 2018).
10.1016/j.trpro.2018.12.048
 Valery Builenko et al. / Transportation Research Procedia 36 (2018) 90–94 91
2 Valery Builenko, Aleksandra Pakhomova, Sergey Pakhomov / Transportation Research Procedia 00 (2018) 000–000

equipped with traffic lights becomes imminent. The introduction of a classification of controlled intersections of
streets and roads will make it possible to classify intersections by road categories and improve traffic management
(TM) quality, optimize the method for the collection of source data and evaluate the efficiency of traffic light
control modes. It is noteworthy that classification is a fundamental process in scientific practice.
Each city intersection is unique and has its own geometric parameters, building line, traffic flow composition,
vehicle and pedestrian traffic volumes, as well as its own time span with peak intensity. However, classification
attributes have approximately the same values. Besides, each class will have its own set of attributes strictly
differentiating it from other classes.
Within the framework of classification of controlled intersections, it is possible to apply statistical cluster
analysis that can be used to classify intersections by various attributes, as well as to divide those intersections into
homogeneous groups in order to reduce labor intensity for developing TM projects and optimize traffic light control.
To carry out classification with the use of statistical cluster analysis, it is necessary to examine all controlled
intersections by the field study method. The methodology and methods for the classification of controlled
intersections create approaches to traffic safety improvement. Determination of an optimal mode for traffic light
operation at a particular controlled intersection is one of the most difficult tasks of traffic management, therefore,
combination of intersections into classes is mainly aimed at the reduction of time and efforts associated with the
design and adaptation of TM schemes when changing vehicle and pedestrian traffic flow parameters. The developed
method focuses on characteristics of each intersection in a class, as well as on the evaluation of each attribute upon
the implementation of management activities.
Due to the fact that intersections within one class are to some extent similar to each other, there will be a
possibility to determine the approximate optimal length of the traffic light cycle of traffic control signals for the
entire class. In this case, the first task of the study is to determine the vehicle traffic volume at approaches to the
controlled intersection.

2. Evaluation of methods for collecting information on traffic volume

Various methods for collecting information on vehicle traffic volume are available and applied. The traffic
volume in the street and road network (SRN) of cities is characterized by daily non-uniformity, therefore, it was
decided to conduct the SRN examination at particular time intervals corresponding to the maximum demand for
traffic capability ("peak hours"). According to various methodological sources, it is recommended to examine the
SRN in the morning and evening "peak hours", with the intervals equal to 5, 10 and 15 minutes, and then calculate
hourly traffic volume by means of multiplication. There is also a method for averaging traffic volume for a time
interval of one hour, which combines obtained intervals into clusters with the value of the total daily delay. Then the
most optimal option by the number of clusters obtained and by the total transport delay at the intersection is chosen.
Such option is subsequently used to calculate the optimal length of the traffic light control cycle.
Three main methods of data collection are used in practice: manual, semi-automatic and automatic. It should be
noted that modern technologies make it possible to use the automatic method of data collection (road detectors or
traffic enforcement facilities) with a sufficiently high accuracy of output data. A distinctive feature of this method is
the duration of measurements which can be taken within 24 hours for controlled intersections of cluster I (roads of
categories I and II) or within 1 hour for controlled intersections of cluster II (roads of category III). This feature
makes it possible to minimize the calculation error caused by the application of the multiplication method that can
lead to an excessive traffic volume and, as a consequence, to the incorrect determination of the cycle length.
The optimal length of the traffic light cycle plays a key role in the implementation of management activities at
controlled intersections. The optimal cycle length can efficiently eliminate or prevent traffic jams and, as a
consequence, reduce environmental pollution, energy consumption and idle time of vehicles at intersections.
The method for the optimal calculation of the cycle length was first taught at the Yale Traffic School in the
1950s, where they used the Poisson tables to determine the cycle length. The method was based on the probabilistic
dependence of the delay at the intersection on the queue waiting for the green light (Gerlough and Schuhl, 1955). As
the authors of the method note, this was related to the goal of reducing cycle failures. However, it was also
recommended to use this method only in case of unsaturated traffic:
92 Valery Builenko et al. / Transportation Research Procedia 36 (2018) 90–94
Valery Builenko, Aleksandra Pakhomova, Sergey Pakhomov / Transportation Research Procedia 00 (2018) 000–000 3

1.5 L  5
Tc  (1)
1 Y

where
Tc is the optimal cycle length (s);
L — total loss of time (s);
Y — total phase coefficient.
A number of studies devoted to the determination of the optimal length of the traffic light control cycle have been
published recently. One of the method classes focuses on minimizing the vehicle delay time at intersections
(Akcelik, 1980; Cheng et al., 2005; Day et al., 2009; Li et al., 2004; Wang et al., 2004; Webster, 1958; Webster and
Cobbe, 1966). However, the most famous and typical methods for determining the cycle length are the Webster
method and the ARRB (Australian Road Research Board) method.
The development of the Webster method for the optimal minimum cycle length and delay assumed that the
effective green time was within the range of their respective values of the phase coefficient.
The ARRB method (Akcelik, 1980) introduced a "stop compensation factor" to the Webster method and was
combined with the vehicle delay time to evaluate the degree of optimality of the traffic light control signals. The
ARRB model is presented as follows:

(1.5  k )  6
Tc  (2)
1 Y

where
Tc is the optimal cycle length (s);
k — stop compensation factor;
Y — total phase coefficient.
Despite the fact that both described methods are widely used, they have some conditions: (1) in case of a
saturated traffic flow or when the total phase coefficient value is close to 1, the Webster method becomes
inapplicable because the cycle length becomes unreasonably long as the total phase coefficient value nears 1; (2) the
Webster method becomes inapplicable if the total phase coefficient is equal to or greater than 1.
The Highway Capacity Manual 2000 (HCM 2000) (2010) proposed a method for determining the cycle length
and a method for determining the time delay at controlled intersections. The method for determining the time delay,
that can be applied in various TF conditions, is widely used. The method for determining the cycle length is based
on the expected saturation, therefore, it does not guarantee that the cycle length (T) will lead to a minimum delay at
the controlled intersection. Thereupon, (T) is determined as follows:

L
T (3)
CS , RS
1  [min f ( )
RS

where
T — cycle length (s);
L — total loss of time (s);
CS — sum of the critical traffic volumes by phases (vehicles/hour);
RS — reference sum, total phase coefficient (1710 * PHF * fa);
PHF — "peak hour" factor;
fa — adjustment factor (0.9 in the city center, 1.0 in other parts of the city).
 Valery Builenko et al. / Transportation Research Procedia 36 (2018) 90–94 93
4 Valery Builenko, Aleksandra Pakhomova, Sergey Pakhomov / Transportation Research Procedia 00 (2018) 000–000

3. Evaluation of the efficiency and results of the cycle length according to the Webster and HCM 2000
methods

Calculations according to the Webster and HCM 2000 methods provide the basis for determining time periods
when the cycle length can be significantly reduced and when an increase in the cycle length provides some
improvements, as well as for determining day periods when the cycle length is satisfactory and problems related to
traffic capacity can be solved by adjusting the phase coefficients. A similar study was conducted in the People's
Republic of China (Cheng et al., 2005). The study involved a comparison of the method for determining the
minimum cycle length according to Webster and the method for determining the optimal cycle length according to
HCM 2000; a recommendation was made for determining the exponential-type cycle length.
The idea of time minimization became the basis for the development of various methods for determining the
optimal cycle length, including using linear or nonlinear regression methods and probabilistic approaches (Han and
Li, 2007; Lan, 2004; Ma et al., 2010). Chinese researchers proposed a nonlinear optimal cycle length. With the use
of the non-linear regression analysis and optimal time variables obtained on the basis of the minimization criterion, a
functional relationship between the optimal cycle lengths and TF parameters is established, including the critical
value of the phase coefficient, the total loss of time and the analysis duration. It is established that this formulation
makes it possible to obtain fairly accurate estimates of the optimal cycle length with 5.7% average deviation from
the previously proposed analytical solutions (Lan, 2004). A probabilistic approach to determining the optimal cycle
length was studied (Han and Li, 2007). The idea was to select a cycle length that was small enough to ensure low
delay but can provide adequate capacity to handle most of the fluctuating demand conditions. A five-step framework
was proposed for carrying out the analysis. Subsequent sensitivity analyses, level-of-service assessment, and cycle
failure rate estimation were conducted on the basis of random demand. The following was established: longer cycle
lengths do not yield optimal delay results, and with extremely short cycle lengths, delay is usually high because of
frequent changes of traffic light signals.
The second class of methods is based on studies focused on the optimization of the cycle length for saturated or
oversaturated TFs (Chang and Lin, 2000; Putha et al., 2012; Zhao et al., 2011). The experience of Chinese scientists
made it possible to determine the optimal signal timing for an oversaturated intersection (Chang and Lin, 2000). The
authors presented a timing decision methodology which considers the whole oversaturation period and developed
discrete dynamic optimization models. The optimal cycle length and the optimal assigned green time for each
approach were determined for the case of two-phase control. The following was established: the proposed discrete
type performance index model is a more appropriate design for congested traffic signal timing control.
The third class of methods is based on the consideration of the factor of emissions and other environmental
factors in the development of a cycle length model (Li et al., 2004; Wang et al., 2004). A signal synchronization
model was developed, which optimized the cycle length and green time using integrated optimization of traffic
volume, fuel consumption and emissions. It was found that when the signal cycle length increased from 20 to 200 s,
there was an optimal value corresponding to the performance index function. When the TF rate was larger, the
optimal cycle length corresponding to the performance index function increased. However, the parameters of the
model are complicated and difficult to obtain, and, therefore, useful for the purpose of study only and are not
practical in engineering practice.

4. Conclusions

We can also consider another method of collecting source data that is based on the identification of vehicles and
construction of their traffic routes (Zhankaziev, 2017; Zhankaziev et al., 2017a, 2017b). This method makes it
possible to obtain extended data on the traffic flow, however, it requires the installation of a large number of
corresponding facilities on roads.
As it can be seen from the brief reference given above, most studies focus mainly on the optimal cycle length.
They propose various methods and models based either on the minimum delay time or on the minimum load level,
or on the consideration of the issue of oversaturated traffic flows. Despite the fact that previous studies to some
extent optimized the traffic light control cycle length, unfortunately, they have a number of limitations. The
following issues shall be noted:
94 Valery Builenko et al. / Transportation Research Procedia 36 (2018) 90–94
Valery Builenko, Aleksandra Pakhomova, Sergey Pakhomov / Transportation Research Procedia 00 (2018) 000–000 5

 the previous studies pursued only one goal (minimum time delay) and only in case of a saturated traffic flow; the
optimal cycle length for various TF conditions was not considered as well;
 the major part of the cycle does not take into account the pedestrian traffic across the pedestrian crossing and the
fact that a long cycle causes anxiety in drivers, which can reduce traffic safety at the intersection.

The main goal of the study is to develop a new method for collecting source data and assess the new method for
optimization of the traffic light cycle length.

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