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محاضرة رقم 11

This document summarizes the key steps in actuated signal timing design: 1. Demand variation leads pretimed signals to waste green time or form queues, while actuated controllers vary timing based on traffic. 2. Actuated controllers come in semi-actuated, fully-actuated, and volume-density types. 3. Design involves setting minimum green times, passage times, critical volumes, yellow/all-red intervals, initial cycle length, and accommodating pedestrians. Detection and timing parameters must be calibrated based on traffic characteristics.

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Zainab A. Abdulstaar
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55 views

محاضرة رقم 11

This document summarizes the key steps in actuated signal timing design: 1. Demand variation leads pretimed signals to waste green time or form queues, while actuated controllers vary timing based on traffic. 2. Actuated controllers come in semi-actuated, fully-actuated, and volume-density types. 3. Design involves setting minimum green times, passage times, critical volumes, yellow/all-red intervals, initial cycle length, and accommodating pedestrians. Detection and timing parameters must be calibrated based on traffic characteristics.

Uploaded by

Zainab A. Abdulstaar
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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Traffic Engineering Prof. Dr.

Zainab Alkaissi
Lecture 11

Actuated Signal Timing Design

Demand Variation

Pretimed signals
operate with
constant cycle
lengths, phase
sequence, and
interval timings

Capacity with a
pretimed controller
is constant.
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

 When demand varies significantly from time to time, either green time is wasted or
queue forms.
 In a coordinated system, however, all signals must operate on a single fixed cycle length
to maintain offsets and progression patterns Actuated controllers are not good for
such cases.

Types of Actuated Control

The cycle length, phase splits, even the phase sequence may vary from cycle to cycle.

Volume-Density
Semi-Acuated Control Full-Acuated Control
Control
• Detection only on minor • All approaches have • Basically functions
side-street approaches; detectors; equal like full-actuated
green remain on the importance of the control; good for
main until a “call” for direction of traffic; high-speed
service on the side for relatively isolated approaches (>= 45
street is registered. intersections; mph); Has extra
When warrant 1b features to adjust
(interruption of main initial timing and
traffic) is used. reduce the gap
extension during
green extension time

Mechanisms of Actuation
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Detection Type

Point detection (“passage” type)


 A single detector is placed for each approach lane to be actuated.
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

 The detector relays information as to whether a vehicle has passed over the
detector.
Area detection (“presence” type)
 Generally used in conjunction with volume-density controllers.
 The importance is placed on the existence of a vehicle (s) in the detection
area.
 They “count” the number of vehicles stored in the detection area.

Actuated Control Features and Operations


Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

 Minimum green time (Initial


green + unit extension).
 Passage time interval, unit or
vehicle extension.
 Maximum green time
 Recall switch (unless the
subsequent phase has the
recall “on” green remains to
the previous phase unless
demand exists).
 Yellow and all red.

How the maximum green time works (Semi-actuated)

How the MAXIMUM green times works:

Semi-actuated: The maximum green starts right when the minor street receives green.
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Fully-actuated: Conflicting call during initial; MAX exceeds phase green.

Steps for Actuated Signal Timing Design

 Step-1: Phase Plan


 Step-2: Minimum Green Time
 Step-3: Passage Time
 Step-4: Critical Lane Volumes
 Step-5: Yellow and All Red Intervals
 Step-6: Initial Cycle Length
 Step-7: Pedestrian Requirements

Step-1: Phasing

We already know this step from last class

Step-2: Minimum Green Time

“Minimum green times must be set for each phase in an actuated signalization, including the
nonactuated phase of a semi-actuated controller.

Point or passage detectors:


𝐝
𝐆𝐦𝐢𝐧 = 𝐥𝟏 + 𝟐 ∗ 𝐥𝐧𝐭( )
𝟐𝟓
𝑑
( ) the number of vehicles between the stop bar and the detector.
25
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Area or presence detectors:

𝐆𝐦𝐢𝐧 = 𝐥𝟏 + 𝟐𝐧

n=the number of vehicles queued at the beginning of green

 Gmin = minimum green time, s


 l1 = start-up lost time, s
 D = distance between detector and STOP line, ft
 25 = assumed head-to-head spacing between vehicles in queue, ft
 2 = 2 sec headway

Step-3: Passage Time

Area or Presence Detection


𝐋𝐯 + 𝐋𝐝
𝐏𝐓 = 𝐌𝐀𝐇 +
𝟏. 𝟒𝟕𝐒𝐚

 PT: Passage Time in sec


 MAH: Maximum Allowable Headway
 Sa: Average approach speed
 Lv: Length of the vehicle
 Ld: Length of the detection zone
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Step-3: Passage Time

 Point Detection
o Equal to MAH
 Minimum Passage Time
𝐝
𝐏𝐓𝐦𝐢𝐧 =
𝟏. 𝟒𝟕𝐒𝟏𝟓

S15 is the 15th percentile approach speed

Step-4: Critical Lane Volumes

 We already know this step

Step-5: Yellow Interval

ITE recommends the following methodology for determining length of yellow or change
interval
𝟏. 𝟒𝟕𝐒𝟖𝟓
𝐲=𝐭+
𝟐𝐚 + (𝟔𝟒. 𝟒 ∗ 𝟎. 𝟎𝟏𝐆)
Where,

 Y: length of the yellow interval


 T: driver reaction time, s
 𝑆85 : 85th percentile speed of approaching vehicles in mph
 A: deceleration rate of vehicles, ft/sec
 G: Grade of approach, %
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Step-5: All Red Interval


W+L 𝑃+𝐿
All Red = AR = 𝑜𝑟
S15 𝑆15

 L = length of the clearing vehicle, normally 20 feet


 W = width of the intersection in feet, measured from the upstream stop bar to the
downstream extended edge of pavement
 P = width of the intersection (feet) measured from the near-side stop line to the far side
of the farthest conflicting pedestrian crosswalk along an actual vehicle path

Step-5: Determine Lost Time

𝑳 = ∑ 𝒕𝑳𝒊
𝒊

𝒕𝑳𝒊 = 𝒍𝟏𝒊 + 𝒍𝟐𝒊


𝒍𝟐𝒊 = 𝒀𝒊 − 𝒆𝒊
𝒀𝒊 = 𝒚𝒊 + 𝒂𝒓𝒊
 L: total lost time in the cycle, sec/cycle
 𝒕𝑳𝒊 : Total lost time for phase i
 𝒍𝟏𝒊 : Start-up lost time for phase i (2 sec)
 𝒍𝟐𝒊 : Clearance lost time for phase i
 𝒆𝒊 : encroachment of effective green (2 sec)
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Step-6: Initial Cycle Length

𝐋
𝐂𝐝𝐞𝐬 =
𝐕𝐜
𝟏−[ 𝐯 ]
𝟏𝟔𝟏𝟓∗𝐏𝐇𝐅∗( )
𝐜

 𝐶𝑑𝑒𝑠: Desirable cycle length, s


 L: total lost time per cycle, s/cycle
 PHF: Peak Hour Factor
 v/c: target v/c ratio for the critical movements in the intersection
 Vc: Sum of critical lane volumes

Step-6: Phase Green Times


𝒗𝒄𝒊
𝒈𝒊 = (𝑪 − 𝑳) ∗ ( )
𝒗𝒄
Where,

 𝑔𝑖: effective green time for phase i, sec


 𝑉𝑐𝑖: CLV for phase or sub-phase i, veh/hr
 𝑉𝑐: Sum of all CLVs

Step-6: Critical Cycle Length

𝐂𝐜 = ∑(𝐆𝐢 + 𝐘𝐢 )
𝐢

 Cc: Critical cycle length, sec


 Gi: Actual maximum green time for phase i
 Yi: Sum of yellow and all red intervals for phase i
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

Step-7: Pedestrian Requirements

Walk Indication

𝐖𝐀𝐈𝐊 𝐦𝐢𝐧 = 𝟑. 𝟐 + (𝟐. 𝟕 ∗ 𝐍𝐩𝐞𝐝 )

 𝐺𝑝: Minimum pedestrian crossing time


 L: Length of the crosswalk, ft
 Sp: Average walking speed of the pedestrians
 𝑁𝑝𝑒𝑑: Number of pedestrians crossing per cycle in a single crosswalk, Nped
 𝑊𝐸: Width of the crosswalk, ft

Up-raise hand flashing


L
𝑈𝑝 − 𝑟𝑎𝑖𝑠𝑒 ℎ𝑎𝑛𝑑 𝑓𝑙𝑎𝑠ℎ𝑖𝑛𝑔 =
Sp

Example
Traffic Engineering Prof. Dr. Zainab Alkaissi
Lecture 11

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