INTERSECTION

CONTROL
8.4.5
SIGNAL TIMING OF ARTERIAL ROUTES
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

▪ In urban areas where two or more intersections

are adjacent to each other, the signals should
be timed so that when a queue of vehicles is
released by receiving the right of way at an
intersection, these vehicles also will have the
right of way at the adjacent intersections.

▪ This coordination will reduce the delay

experienced by vehicles on the arterial.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

▪ To obtain this coordination, all intersections

in the system must have the same cycle length.

▪ In rare instances, however, some intersections

in the system may have cycle lengths equal to
half or twice the common cycle length.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

▪ The methods used to achieve the required

coordination are the:

simultaneous system

alternate system

progressive system
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

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, 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.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Simultaneous System
▪ A simple approximate mathematical relationship
for this system is:

𝑋
𝑢=
1.47𝐶
where:
𝑋 = average spacing for signals (ft)
𝑢 = progression speed (mi/h)
𝐶 = cycle length (sec)
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

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.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Alternate System
▪ Single alternate - when the groups are made up
of individual signals

▪ Double-alternate - system when the groups are

made up of two adjacent signals

▪ An alternate system is most effective when the

intersections are at equal distances from each
other.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Alternate System
▪ The speed of progression in an alternate system is
given as:
𝑛𝑋
𝑢=
1.47𝐶
where:
𝑋 = average spacing for signals (ft)
𝑛 = 2 for the simple-alternate system
= 4 for the double-alternate system
= 6 for the triple-alternate system
𝑢 = progression speed (mi/h)
𝐶 = cycle length (sec)
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

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
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Progressive System
▪ Limited or Simple-progressive System
- when the offset and cycle length are fixed.

▪ Flexible-progressive System
- when the offset and cycle length can be
changed to meet the demands of fluctuating
traffic at different times of the day.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Progressive System
▪ Design of Progressive Signal System
▪ involves the selection of the best cycle
length, using the criterion that the speed of
progression is approximately equal to the
mean operating speed of the vehicles on the
arterial street.
▪ Selection is accomplished by a trial-and-
error procedure.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Progressive System

𝑋
𝑢=
1.47𝐶
This equation can be used to obtain a suitable cycle
length by using the mean operating speed of the arterial for 𝑢
and the measured distance between intersections as 𝑋.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Progressive System
▪ Computer programs have been developed to cope
with several problems associated with
progressive signal timing.

▪ The use of computers to reduce the computational

effort and increase analysis flexibility has
made the design of signalized arterial systems
less taxing.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Progressive System
▪ One program is a version
of TRANSYT-7F that uses a
generic algorithm to
optimize cycle length,
phasing, and offsets.
▪ Used for several
intersections along a
street or a single
intersection with complex
or simple characteristics.
8.4.6
SIGNAL PREEMPTION AND/OR PRIORITY
8.4.6 SIGNAL PREEMPTION AND/OR PRIORITY

Preemption
▪ the transfer of the normal operation of the
signals to a special mode that allows for
trains crossing at-grade railroad
intersections with streets, allowing emergency
vehicles and mass transit vehicles to easily
cross an intersection, and for other special
tasks.
▪ involves terminating the normal operation of
the signal traffic control.
8.4.6 SIGNAL PREEMPTION AND/OR PRIORITY

Priority
▪ when preferred treatment is given to a
particular class of vehicles, such as a
transit vehicle or an emergency vehicle,
without the traffic signal controllers
dropping from the coordinated mode.
▪ obtained by changing the start and end times
of a green phase, changing the phase sequence,
or the addition of special phases.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Emergency Vehicle Preemption

▪ Preemption is mainly used for emergency
vehicles, such as an ambulance, police car, or
fire truck.

▪ In this case, the emergency vehicle is allowed

to interrupt the normal signal cycle so that it
can quickly cross the intersection safely.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Emergency Vehicle Preemption

The MUTCD gives the following examples of preemption:

1. Promptly displaying the green signal indication at

the approach of an emergency vehicle.
2. Using a special signal timing and phasing plan to
provide additional clearance time for vehicles to
clear tracks prior to the arrival of a train.
3. Prohibiting left-turning movements toward the
tracks prior to the passage of a train.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Standards During Preemption Control

1. No omission of or reduction to the length of the

yellow change interval and any red clearance interval
that follows should be made.
2. Shortening of or omission of any pedestrian walk
interval and/or pedestrian change interval is permitted.
3. It is permitted for the signal indication to be
returned to the previous steady green indication after
a yellow signal indication in the same signal phase,
omitting any existing red clearance interval.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Standards During the Transition Out of Preemption

1. The shortening or omission of any yellow change

interval and of any clearance interval that follows
is not allowed.
2. It is not allowed for signal indication to be
changed from a steady yellow to a steady green.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Priority to Particular Class of Vehicles

▪ Priority is usually given to some non-emergency
vehicles (such as buses and light-rail vehicles)
by modifying the signal timing and/or phase plan
so that the green phase can be assigned to the
vehicle with the preferred treatment.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Priority to Particular Class of Vehicles

The MUTCD gives the following examples:

1. Early start of or extending the length of the

green phase at an intersection to facilitate the
schedule of transit vehicles.
2. Provision of a special phase that allows transit
vehicles to proceed to the head of a platoon.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Standards During Priority Control and

During the Transition to Priority Control
1. The shortening or omission of any yellow change
interval and of any clearance interval that follows
is not allowed.
2. The reduction of any pedestrian walk interval
below that determined as discussed in Section 8.4.2
is not allowed.
8.4.5 SIGNAL TIMING OF ARTERIAL ROUTES

Standards During Priority Control and

During the Transition to Priority Control
3. The omission of a pedestrian walk interval and
its associated change interval is not allowed
unless the associated vehicular phase is also
omitted or the pedestrian phase is exclusive.
4. The shortening or omission of any pedestrian
change interval is not allowed.
5. It is not allowed for signal indication to be
changed from a steady yellow to a steady green.
8.5
FREEWAY RAMPS
8.5 FREEWAY RAMPS

Ramps
▪ Usually part of grade-separated intersections
where they serve as interconnecting roadways
for traffic streams at different levels.

▪ Sometimes constructed between two parallel

highways to allow vehicles to change from one
highway to the other.
8.5 FREEWAY RAMPS

Freeway ramps can be divided into two groups:

Entrance Ramps
allow the merging of vehicles
into the freeway stream

Exit Ramps
allow vehicles to leave the
freeway stream
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Freeway Entrance Ramp Control

▪ Main objectives in controlling entrance ramps are:

reduction of freeway congestion. ensures that

freeway traffic moves at a speed approximately
equal to the optimum speed.
improvement of freeway safety. allows a better
level of service on the freeway and safer overall
operation of both the freeway and the ramp.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Freeway Entrance Ramp Control

▪ Entrance-ramp control may result in long

queues, which may result in serious
congestion on roads.

▪ It is essential that the control of freeway

entrance ramps be undertaken only when
certain conditions are satisfied.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Freeway Entrance Ramp Control

▪ Installation of entrance-ramp control signals may be
justified when at least one of the following
conditions exists:
1. There is recurring congestion on the freeway due to traffic
demand in excess of the capacity, or there is recurring
congestion or a severe accident hazard at the freeway
entrance because of an inadequate ramp merging area. An
indication of recurring freeway congestion is when an
operating speed less than 50 mi/h occurs regularly for at least
a half-hour period.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Freeway Entrance Ramp Control

2. The signals are needed to accomplish transportation system

management objectives identified locally for freeway traffic
flow. This includes maintaining the level of service of a freeway
at a specific level, providing priority treatment for mass transit
and carpools, and redistribution of access demand from a
ramp to other ramps.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Freeway Entrance Ramp Control

3. The signals are needed to reduce (predictable) sporadic

congestion on isolated sections of freeway caused by short-
period peak traffic loads from special events or from severe
peak loads of recreational traffic.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

The common methods used in controlling freeway

entrance ramps are:

LOCAL (ISOLATED)
CLOSURE METERING CONTROL
SYSTEM-WIDE (COORDINATED)
METERING CONTROL
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Closure
▪ entails the physical closure of the ramp by
using “Do Not Enter” signs or by placing
barriers at the entrance to the ramp.
▪ simplest form of ramp control, but unfortunately
it is the most restrictive.
▪ The types of ramp closures are:
(1) permanent
(2) temporary, and
(3) time of-day or scheduled.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Permanent ramp closures

▪ do not provide any future opportunity for use
of the ramp and therefore are the most
restrictive of the three types of ramp
closures
▪ should be used only when absolutely necessary
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Temporary closures
▪ used during maintenance or construction
activities at the ramp in order to eliminate the
potential conflict between ramp and construction
vehicles, and between construction workers and
ramp vehicles
▪ used to assist in the management of traffic on a
freeway near the location of a special event
▪ Bad weather conditions may also necessitate the
temporary closure of a ramp.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Time-of-day or scheduled closure

▪ used during the morning and peak hours at
locations when recurring traffic congestion
may lead to a severe safety problem
▪ recommended that adequate signing be provided
to avoid any confusion by motorists unfamiliar
with the area.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Manual Barricades
▪ can be either portable or fixed
▪ Portable barricades - can be moved from place to
place and include gates and cones; used for
temporary closures.
▪ Fixed barricades - usually permanently installed
and provide the flexibility of opening and
closing of the ramp; include vertical and
horizontal swing gates that are installed
alongside the ramp.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Closure
▪ The use of enforcement personnel is another
method of ramp closure.
▪ This is normally used on a temporary basis when
automated systems are either not installed or
when maintenance personnel are unavailable to
install temporary barricades.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Local or Isolated Metering Control

▪ uses conditions at a specific ramp to determine
the metering rate
▪ appropriate only for ramps with isolated
problems and when no effort is made to consider
conditions at adjacent ramps

▪ Primary Objective:to improve safety or alleviate

congestion at the ramp
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

System-Wide or Coordinated Metering Control

▪ used for ramps along a freeway segment, an
entire corridor, or several corridors where
problems at one ramp may affect the other
adjacent ramps

▪ more effective than local control in

dealing with capacity reduction
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

The methods of controlling ramp meters are:

PRETIMED
METERING
TRAFFIC RESPONSE
METERING
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Pretimed Metering
▪ the metering rate is based on historical
conditions and there is no requirement for
communication with a TMC

▪ form of metering consists of setting up a

pretimed signal with extremely short cycles
at the ramp entrance
 The figure above shows the layout of a typical
simple metering system for an entrance ramp,
including some optional features that can be added
to the basic system.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Pretimed Metering
▪ The basic requirements include a:
traffic signal
detectors
ramp-control sign
controller that can monitor the variation
of traffic conditions
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Pretimed Metering
▪ The calculation of the metering rate depends
on the primary objective of the control.

▪ When this objective is to reduce congestion on

the highway, the difference between the
upstream volume and the downstream capacity
(maximum flow that can occur) is used as the
metering rate.
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Traffic Response Metering

▪ based on the same principles as the
pretimed metering system but it is based on
the actual current information on traffic
conditions obtained from freeway loop
detectors or other methods to determine the
metering rates
▪ has the advantage of being capable of
responding to short-term changes in traffic
conditions
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Traffic Response Metering

▪ The basic requirements include a:
traffic signal
detectors
ramp-control sign
controller that can monitor the variation
of traffic conditions
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Traffic Response Metering

▪ The optional features include a:
queue detector, which when continuously
actuated indicates that the vehicles queued
on the ramp may interfere with traffic on
the local road detectors
merging detector, which indicates whether a
merging vehicle is still in the merging area
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Traffic Response Metering

▪ The optional features include a:
check-out detector, which indicates whether
a vehicle uses the green interval to proceed
to the merging area
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Two methods used to determine the metering rate are:

LOCAL TRAFFIC
RESPONSIVE

SYSTEM-WIDE TRAFFIC
RESPONSIVE
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

Local Traffic Responsive

▪ uses traffic conditions immediately
upstream and downstream of the metered ramp
to determine the metering rate

▪ similar to the pretimed system in that it

is frequently used as a backup when a
systemwide traffic algorithm fails
8.5.1 FREEWAY ENTRANCE RAMP CONTROL

System-Wide Traffic Responsive

▪ used to optimize the flow of traffic along
the freeway rather than at a single
location
▪ Linear programming can be used to determine
a set of integrated metering rates for each
ramp, based on the expected range of
capacity and demand conditions.