Highway Capacity Manual 2000

IV. EXAMPLE PROBLEMS

Problem No Description Application

1 Find LOS of signalized intersection Operational (LOS)
2 Find LOS of signalized intersection Operational (LOS)
3 Find LOS of signalized intersection Operational (LOS)
4 Find LOS of proposed improvements on existing intersection Planning (Xcm)
5 Find capacity of intersection with projected volumes Planning (Xcm)
6 Find maximum service volume of approach for desired LOS Design (vp)

16-37 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

EXAMPLE PROBLEM 1
The Intersection The intersection of Third Avenue (NB/SB) and Main Street (EB/WB)
is located in the central business district (CBD) of a small urban area. Intersection
geometry and flow characteristics are shown on the Input Worksheet.

The Question What are the delay and peak-hour LOS of this intersection?

The Facts
√ EB and WB HV = 5 percent, √ Third Avenue has two lanes, one in each direction,
√ NB and SB HV = 8 percent, √ Main Street has four lanes, two in each direction,
√ PHF = 0.90, √ No parking at intersection,
√ Two-phase signal, √ Pedestrian volume = 100 p/h, all approaches,
√ NB-SB green = 36 s, √ Bicycle volume = 20 bicycles/h, all approaches,
√ EB-WB green = 26 s, √ Movement lost time = 4 s, and
√ Yellow = 4 s, √ Level terrain.

Comments
√ Assume crosswalk width = 3.0 m for all approaches,
√ Assume base saturation flow rate = 1,900 pc/h/ln,
√ Assume ET = 2.0,
√ No buses, and
√ 70.0-s cycle length, with green times given.

Steps
1. Pedestrians/cycle. p 1h
100 * * 70 s = 1. 944 p
h 3,600 s
2. Minimum effective green time L
Gp = 3.2 + + 0.27Nped
required for pedestrians (use 1.2
Equation 16-2). 9.0
Gp (Main) = 3.2 + + 0.27(1.944) = 11.2 s
1.2
13.2
Gp (Third) = 3.2 + + 0.27(1.944) = 14.7 s
1.2
3. Compare minimum effective Gp (Main) = 26 s, which is >11.2 s
green time required for Gp (Third) = 36 s, which is >14.7 s
pedestrians with actual
effective green.
4. Proportions of left and right Proportions of left- and right-turn traffic are found by
turns. dividing the appropriate turning volumes by the total
lane group volume.
65
PLT (EB) = = 0.090
65 + 620 + 35
5. Lane width adjustment factor (W − 3.6)
f w = 1+
(use Exhibit 16-7). 9
(3. 3 − 3.6)
f w (EB) = 1+ = 0. 967
9
6. Heavy-vehicle adjustment 100
fHV =
factor (use Exhibit 16-7). 100 + % HV(E T − 1)
100
fHV (EB) = = 0. 952
100 + 5(2.0 − 1)
7. Percent grade adjustment 0% grade, fg = 1.000
factor (use Exhibit 16-7).

Chapter 16 - Signalized Intersections 16-38

Example Problems
 Highway Capacity Manual 2000

8. Parking adjustment factor No parking maneuvers, fp = 1.000

(use Exhibit 16-7).
9. Bus blockage adjustment No buses stopping, fbb = 1.000
factor (use Exhibit 16-7).
10. Area type adjustment factor For CBD, fa = 0.900
(use Exhibit 16-7).
11. Lane utilization adjustment Refer to Exhibit 10-23. This factor is applied to
factor (use Exhibit 16-7). establish the conditions in the worst lane within each
lane group. Otherwise, the results would reflect the
average of all lanes of the defined lane groups. Use
f LU = 0.950 for EB and WB approaches, and fLU =
1.000 for NB and SB approaches.
12. Left-turn adjustment factor. The left turn is permitted, hence a special procedure
is needed. The EB and WB left turns are opposed
by multilane approaches. The supplemental
worksheet for multilane approaches is used. The
NB and SB left turns are opposed by single-lane
approaches. The supplemental worksheet for a
single-lane approach is used.
13. Right-turn adjustment factor For NB and SB single-lane approaches: f RT = 1.0 –
(use Exhibit 16-7). 0.135P RT
For EB and WB shared-lane approaches: f RT = 1.0–
0.150P RT
14. Left-turn pedestrian/bicycle Supplemental worksheet for pedestrian-bicycle
adjustment factor. effects is used.
15. Right-turn pedestrian/bicycle Supplemental worksheet for pedestrian-bicycle
adjustment factor. effects is used.
16. Saturation flow. s = so N fw fHV fg fp fbb fLU fa fLT fRT fLpb fRpb
s(EB) = 1900 * 2 * 0.967 * 0.952 * 1.000 * 1.000 *
1.000 * 0.900 * 0.950 * 0.716 * 0.993 * 0.997 * 0.992
= 2103 veh/h
17. Lane group capacity. c = s(g/C)
c(EB) = 2103(0.371) = 780 veh/h
18. v/c ratio. 800
v/c(EB) = = 1.026
780
19. Determine critical lane group The lane group with the highest v/c ratio in a phase
in each timing phase. is considered the critical lane group. In this case,
EB and SB lane groups are critical in Phases 1 and
2, respectively.
20. Flow ratio of critical lane 800
v/s(EB) = = 0.380
groups. 2103
667
v/s(SB) = = 0.410
1625
21. Sum of critical flow ratios. Yc = 0.380 + 0.410 = 0.790
22. Critical flow rate to capacity Yc * C
Xc =
ratio. C–L
0.790(70.0)
Xc = = 0.892
70.0 – 8

16-39 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

2
23. Uniform delay.  g
0. 50C 1− 
 C
d1 =
 g
1− min(1, X) 
 C
0. 50(70.0)(1− 0. 371)2
d1(EB) = = 22.015 s/veh
1− 0. 371(1.0)
24. Incremental delay. [
d2 = 900T (X − 1) + (... ) ]
[
d2 (EB) = 900(0. 25) (1.026 − 1) + (... ) = ]
39.011 s/veh
25. Progression adjustment PF (EB) = 0.926
factor (use Exhibit 16-12).
26. Lane group delay. d = d1PF + d2 + d3
d (EB) = 22.015(0.926) + 39.011 + 0 = 59.4 s/veh
27. Intersection delay. ∑ (d A )(v A )
dI =
∑ vA
(59.4 * 800) + (31.0 * 833) + (14.4 * 466) + (21.9 * 667)
dI =
(800 + 833 + 466 + 667)
= 34.2 s/veh
28. LOS by lane group, LOS (EB lane group) = E
approach, and intersection. LOS (EB approach) = E
LOS Intersection = C

The calculation results are summarized as follows,

Direction/ v/c g/C Unif Progr Lane Cal Incr Lane Lane Delay LOS by
LnGrp Ratio Ratio Delay d1 Fact PF Grp Term k Delay d2 Grp Grp by App App
Cap Delay LOS
EB/LTR 1.026 0.371 22.015 0.926 780 0.5 39.011 59.4 E 59.4 E
WB/LTR 0.842 0.371 20.138 1.111 989 0.5 8.647 31.0 C 31.0 C
NB/LTR 0.561 0.514 11.617 1.000 830 0.5 2.734 14.4 B 14.4 B
SB/LTR 0.799 0.514 14.028 1.000 835 0.5 7.882 21.9 C 21.9 C
Intersection Delay = 34.2 s/veh Intersection LOS = C

Alternatives
Two alternatives are considered: a new lane utilization adjustment factor and new
signal timing.
The purpose of the lane utilization adjustment factor (f LU) is to account for uneven
distribution of traffic in multilane roadways, and it is reflected in saturation flow rates.
Typically, traffic volume is evenly distributed between lanes at high v/c ratios, and the
lane utilization adjustment factor is close to 1.000. In this analysis, fLU is only applicable to
Main Street because it has multiple lanes. v/c ratios of 1.026 and 0.842 are considered
high, and it is assumed that traffic volume is evenly distributed, with fLU = 1.000.
The performance is reassessed using fLU = 1.000 and the results are summarized as
follows.

Direction/ v/c g/C Unif Progr Ln Grp Cal Incr Ln Grp Ln Grp Delay LOS
Ln Grp Ratio Ratio Delay d1 Factor Capacity Term k Delay d2 Delay LOS by App by App
PF
EB/LTR 0.945 0.371 21.323 0.926 847 0.5 20.134 39.9 D 39.9 D
WB/LTR 0.798 0.371 19.671 1.111 1044 0.5 6.365 28.2 C 28.2 C
NB/LTR 0.561 0.514 11.617 1.000 830 0.5 2.734 14.4 B 14.4 B
SB/LTR 0.799 0.514 14.028 1.000 835 0.5 7.882 21.9 C 21.9 C
Intersection Delay = 27.7 s/veh Intersection LOS = C

Chapter 16 - Signalized Intersections 16-40

Example Problems
 Highway Capacity Manual 2000

The assumption of fLU = 1.000 has reduced the delay from 34.2 s/veh to 27.7 s/veh.
The other alternative is to optimize the operation by reallocating green times without
changing f LU.
As shown in the calculation results, currently the v/c ratios between critical lane
groups are not balanced. The v/c ratio of the EB lane group is much higher than that of
the SB lane group. This imbalance results in much higher delay experienced by one
critical lane group than by the other.
A new signal timing is introduced by reallocating 1.0 s to the east-west phase from the
north-south phase. The resulting signal timing is 27.0 s for the east-west phase and
35.0 s for the north-south phase.
The intersection operation is reassessed with the new timing, and the results are
summarized as follows.

Direction/ v/c g/C Unif Progr Ln Grp Cal Incr Ln Grp Ln Grp Delay LOS by
Ln Grp Ratio Ratio Delay d1 Factor Cap Term k Delay Delay LOS by App App
PF d2
EB/LTR 0.972 0.386 21.118 0.926 823 0.5 25.265 44.8 D 47.9 47.9
WB/LTR 0.807 0.386 19.165 1.111 1032 0.5 6.766 28.1 C 28.1 28.1
NB/LTR 0.578 0.500 12.307 1.000 806 0.5 3.011 15.3 B 17.3 17.3
SB/LTR 0.821 0.500 14.843 1.000 812 0.5 9.132 24.0 C 34.0 34.0
Intersection Delay = 29.8 s/veh Intersection LOS = C

After reallocation of green times, v/c ratios for critical lane groups are more balanced,
and the overall intersection performance (in terms of delay) has improved from 34.2 s/veh
to 29.8 s/veh.

16-41 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 1
INPUT WORKSHEET
General Information Site Information
Analyst WLL
_______________________________ Intersection Third Avenue/Main Street
_____________________________
CEI
Agency or Company _______________________________ Area Type X CBD
" " Other
Date Performed 4/12/99
_______________________________ Jurisdiction _____________________________
4-6 PM
Analysis Time Period _______________________________ Analysis Year 1999
_____________________________
Intersection Geometry

grade= 0% 4.5 m
= Pedestrian Button

Third Avenue
Street
= Lane Width
Show North Arrow
grade= 0% = Through
100(20)
3.3 m = Right
100(20)

100(20)
3.3 m = Left
3.3 m
= Through + Right
3.3 m
100(20)
grade= 0% = Left + Through
Main Street
Street
= Left + Right

= Left + Through + Right

4.5 m grade= 0%

Volume and Timing Input

EB WB NB SB
LT TH RT1 LT TH RT1 LT TH RT1 LT TH RT1
Volume, V (veh/h) 65 620 35 30 700 20 30 370 20 40 510 50
% heavy vehicles, % HV 5 5 5 5 5 5 8 8 8 8 8 8
Peak-hour factor, PHF 0.90 0.90 0.90 0.90
Pretimed (P) or actuated (A) P P P P
Start-up lost time, l1 (s)
Extension of effective green time, e (s)
Arrival type, AT 4 2 3 3
Approach pedestrian volume,2 vped (p/h) 100 100 100 100
Approach bicycle volume,2 vbic (bicycles/h) 20 20 20 20
Parking (Y or N) N N N N
Parking maneuvers, Nm (maneuvers/h) 0 0 0 0
Bus stopping, NB (buses/h) 0 0 0 0
Min. timing for pedestrians,3 Gp (s) 11.2 11.2 14.7 14.7
Signal Phasing Plan
D Ø1 Ø2 Ø3 Ø4 Ø5 Ø6 Ø7 Ø8
I
A
G
R
A
M
Timing G = 26.0 G = 36.0 G= G= G= G= G= G=
Y = 4.0 Y = 4.0 Y= Y= Y= Y= Y= Y=
Permitted turns 70.0 s
Cycle length, C = _____
Protected turns Pedestrian
Notes
1. RT volumes, as shown, exclude RTOR.
2. Approach pedestrian and bicycle volumes are those that conflict with right turns from the subject approach.
3. Refer to Equation 16-2.

Chapter 16 - Signalized Intersections 16-42

Example Problems
 Highway Capacity Manual 2000

Example Problem 1
VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET

General Information

Example Problem 1
Project Description______________________________________________________________________________________

Volume Adjustment

EB WB NB SB

LT TH RT LT TH RT LT TH RT LT TH RT

Volume, V (veh/h) 65 620 35 30 700 20 30 370 20 40 510 50

Peak-hour factor, PHF 0.90 0.90 0.90 0.90
Adjusted flow rate, vp = V/PHF (veh/h) 72 689 39 33 778 22 33 411 22 44 567 56
Lane group

Adjusted flow rate in lane group, v (veh/h) 800 833 466 667
Proportion1 of LT or RT (PLT or PRT) 0.090 - 0.049 0.040 - 0.027 0.071 - 0.048 0.067 - 0.083
Saturation Flow Rate (see Exhibit 16-7 to determine adjustment factors)

Base saturation flow, so (pc/h/ln) 1900 1900 1900 1900

Number of lanes, N 2 2 1 1
Lane width adjustment factor, fw 0.967 0.967 1.100 1.100
Heavy-vehicle adjustment factor, fHV 0.952 0.952 0.926 0.926
Grade adjustment factor, fg 1.000 1.000 1.000 1.000
Parking adjustment factor, fp 1.000 1.000 1.000 1.000
Bus blockage adjustment factor, fbb 1.000 1.000 1.000 1.000
Area type adjustment factor, fa 0.900 0.900 0.900 0.900
Lane utilization adjustment factor, fLU 0.950 0.950 1.000 1.000
Left-turn adjustment factor, fLT 0.716 0.901 0.937 0.951
Right-turn adjustment factor, fRT 0.993 0.996 0.994 0.989
Left-turn ped/bike adjustment factor, fLpb 0.997 0.998 0.999 0.998
Right-turn ped/bike adjustment factor, fRpb 0.992 0.995 0.996 0.994
Adjusted saturation flow, s (veh/h)
2103 2665 1614 1625
s = so N fw fHV fg fp fbb fa fLU fLT fRT fLpb fRpb
Notes

1. PLT = 1.000 for exclusive left-turn lanes, and PRT = 1.000 for exclusive right-turn lanes. Otherwise, they are equal to the proportions
of turning volumes in the lane group.

16-43 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 1
SUPPLEMENTAL WORKSHEET FOR PERMITTED LEFT TURNS
OPPOSED BY SINGLE-LANE APPROACH
General Information

Example Problem 1
Project Description _____________________________________________________________________________________

Input

EB WB NB SB
Cycle length, C (s) 70.0
Total actual green time for LT lane group,1 G (s) 36.0 36.0
Effective permitted green time for LT lane group,1 g (s) 36.0 36.0
Opposing effective green time, go (s) 36.0 36.0
Number of lanes in LT lane group,2 N 1 1
Adjusted LT flow rate, vLT (veh/h) 33 44
Proportion of LT volume in LT lane group, PLT 0.071 0.067
Proportion of LT volume in opposing flow, PLTo 0.067 0.071
Adjusted flow rate for opposing approach, vo (veh/h) 667 466
Lost time for LT lane group, tL 4 4
Computation
LT volume per cycle, LTC = vLTC/3600 0.642 0.856
Opposing flow per lane, per cycle,
12.969 9.061
volc = voC/3600 (veh/C/ln)
Opposing platoon ratio, Rpo (refer to Exhibit 16-11) 1.00 1.00
0.629
gf = G[e–0.860(LTC )] – tL gf ≤ g (except exclusive 14.779 12.505
left-turn lanes)3
Opposing queue ratio, qro = max[1 – Rpo(go/C), 0] 0.486 0.486
gq = 4.943volc0.762qro1.061 – tL gq ≤ g 12.201 8.328
gu = g – gq if gq ≥ gf, or
gu = g – gf if gq < gf 21.221 23.495
n = max[(gq – gf)/2, 0] 0 0
PTHo = 1 – PLTo 0.933 0.929
EL1 (refer to Exhibit C16-3) 2.7 2.2
EL2 = max[(1 – PTHon)/PLTo, 1.0] 1.0 1.0
fmin = 2(1 + PLT)/g 0.060 0.059
gdiff = max[gq – gf, 0] (except when left-turn volume 0 0
is 0)4
fLT = fm = [gf/g] + 1 + P gu(E/g – 1) + 1 + Pgdiff/g
0.937 0.951
LT L1 LT(EL2 – 1)
(fmin ≤ fm ≤ 1.00)
Notes
1. Refer to Exhibits C16-4, C16-5, C16-6, C16-7, and C16-8 for case-specific parameters and adjustment factors.
2. For exclusive left-turn lanes, N is equal to the number of exclusive left-turn lanes. For shared left-turn lanes, N is equal to the sum of
the shared left-turn, through, and shared right-turn (if one exists) lanes in that approach.
3. For exclusive left-turn lanes, gf = 0, and skip the next step. Lost time, tL, may not be applicable for protected-permitted case.
4. If the opposing left-turn volume is 0, then gdiff = 0.

Chapter 16 - Signalized Intersections 16-44

Example Problems
 Highway Capacity Manual 2000

Example Problem 1
SUPPLEMENTAL WORKSHEET FOR PERMITTED LEFT TURNS
OPPOSED BY MULTILANE APPROACH

General Information

Example Problem 1
Project Description _____________________________________________________________________________________

Input
EB WB NB SB
Cycle length, C (s) 70.0
Total actual green time for LT lane group,1 G (s) 26.0 26.0
Effective permitted green time for LT lane group,1 g (s) 26.0 26.0
Opposing effective green time, go (s) 26.0 26.0
Number of lanes in LT lane group,2 N 2 2
Number of lanes in opposing approach, No 2 2
Adjusted LT flow rate, vLT (veh/h) 72 33
Proportion of LT volume in LT lane group,3 PLT 0.090 0.040
Adjusted flow rate for opposing approach, vo (veh/h) 833 800
Lost time for LT lane group, tL 4 4
Computation
LT volume per cycle, LTC = vLTC/3600 1.400 0.642
Opposing lane utilization factor, fLUo (refer to Volume
Adjustment and Saturation Flow Rate Worksheet) 0.950 0.950
Opposing flow per lane, per cycle
voC
volc = (veh/C/ln) 8.525 8.187
3600N f o LUo
0.717
gf = G[e–0.882(LTC )] – tL gf ≤ g (except for exclusive
left-turn lanes)1, 4 4.461 9.684
Opposing platoon ratio, Rpo (refer to Exhibit 16-11) 0.67 1.33
Opposing queue ratio, qro = max[1 – Rpo(go/C), 0] 0.751 0.506
volcqro
gq = 0.5 – [volc(1 – qro)/go] – tL, volc(1 – qro)/go ≤ 0.49 11.303 8.027
(note case-specific parameters)1
gu = g – gq if gq ≥ gf, or
gu = g – gf if gq < gf 14.697 16.316
EL1 (refer to Exhibit C16-3) 3.3 3.2
PL = PLT 1 + (gf + g(Nu/E–L11)g+ 4.24)
0.268 0.095
(except with multilane subject approach)5
fmin = 2(1 + PL)/g 0.098 0.084
1
fm = [gf/g] + [gu/g] 1 + PL(EL1 – 1) , (fmin ≤ fm ≤ 1.00) 0.521 0.892
fLT = [fm + 0.91(N – 1)]/N (except for permitted left 0.716 0.901
turns)6
Notes
1. Refer to Exhibits C16-4, C16-5, C16-6, C16-7, and C16-8 for case-specific parameters and adjustment factors.
2. For exclusive left-turn lanes, N is equal to the number of exclusive left-turn lanes. For shared left-turn lanes, N is equal to the sum of the
shared left-turn, through, and shared right-turn (if one exists) lanes in that approach.
3. For exclusive left-turn lanes, PLT = 1.
4. For exclusive left-turn lanes, gf = 0, and skip the next step. Lost time, tL, may not be applicable for protected-permitted case.
5. For a multilane subject approach, if PL ≥ 1 for a left-turn shared lane, then assume it to be a de facto exclusive left-turn lane and redo the
calculation.
6. For permitted left turns with multiple exclusive left-turn lanes fLT = fm.

16-45 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 1
SUPPLEMENTAL WORKSHEET FOR PEDESTRIAN-BICYCLE EFFECTS
ON PERMITTED LEFT TURNS AND RIGHT TURNS
General Information

Example Problem 1
Project Description _____________________________________________________________________________________

Permitted Left Turns

EB WB NB SB

Effective pedestrian green time,1,2 gp (s) 26.0 26.0 36.0 36.0

Conflicting pedestrian volume,1 vped (p/h) 100 100 100 100
vpedg = vped (C/gp) 269 269 194 194
OCCpedg = vpedg/2000 if (vpedg ≤ 1000) or
OCCpedg = 0.4 + vpedg/10,000 if (1000 < vpedg ≤ 5000)
0.135 0.135 0.097 0.097
Opposing queue clearing green,3,4 gq (s) 11.303 8.027 12.201 8.328
Effective pedestrian green consumed by opposing
vehicle queue, gq/gp; if gq ≥ gp then fLpb = 1.0 0.435 0.309 0.339 0.231
OCCpedu = OCCpedg [1 – 0.5(gq/gp)] 0.106 0.114 0.081 0.086
Opposing flow rate,3 vo (veh/h) 833 800 667 466
OCCr = OCCpedu [e–(5/3600)vo] 0.033 0.038 0.032 0.045
Number of cross-street receiving lanes,1 Nrec 1 1 2 2
Number of turning lanes,1 Nturn 1 1 1 1
ApbT = 1 – OCCr if Nrec = Nturn
ApbT = 1 – 0.6(OCCr) if Nrec > Nturn
0.967 0.962 0.981 0.973
Proportion of left turns,5 PLT 0.090 0.040 0.071 0.067
Proportion of left turns using protected phase,6 PLTA 0 0 0 0
fLpb = 1.0 – PLT(1 – ApbT)(1 – PLTA) 0.997 0.998 0.999 0.998
Permitted Right Turns

Effective pedestrian green time,1,2 gp (s) 26.0 26.0 36.0 36.0

Conflicting pedestrian volume,1 vped (p/h) 100 100 100 100
Conflicting bicycle volume,1,7 vbic (bicycles/h) 20 20 20 20
vpedg = vped(C/gp) 269 269 194 194
OCCpedg = vpedg/2000 if (vpedg ≤ 1000), or
OCCpedg = 0.4 + vpedg/10,000 if (1000 < vpedg ≤ 5000) 0.135 0.135 0.097 0.097
Effective green,1 g (s) 26.0 26.0 36.0 36.0
vbicg = vbic(C/g) 54 54 39 39
OCCbicg = 0.02 + vbicg/2700 0.040 0.040 0.034 0.034
OCCr = OCCpedg + OCCbicg – (OCCpedg)(OCCbicg) 0.170 0.170 0.128 0.128
Number of cross-street receiving lanes,1 Nrec 1 1 2 2
Number of turning lanes,1 Nturn 1 1 1 1
ApbT = 1 – OCCr if Nrec = Nturn
ApbT = 1 – 0.6(OCCr) if Nrec > Nturn 0.830 0.830 0.923 0.923
Proportion of right turns,5 PRT 0.049 0.027 0.048 0.083
Proportion of right turns using protected phase,8 PRTA 0 0 0 0
fRpb = 1.0 – PRT(1 – ApbT)(1 – PRTA) 0.992 0.995 0.996 0.994
Notes
1. Refer to Input Worksheet. 5. Refer to Volume Adjustment and Saturation Flow Rate Worksheet.
2. If intersection signal timing is given, use Walk + flashing Don't Walk (use G + Y if 6. Ideally determined from field data; alternatively, assume it equal to
no pedestrian signals). If signal timing must be estimated, use (Green Time – Lost (1 – permitted phase fLT)/0.95.
Time per Phase) from Quick Estimation Control Delay and LOS Worksheet. 7. If vbic = 0 then vbicg = 0, OCCbicg = 0, and OCCr = OCCpedg.
3. Refer to supplemental worksheets for left turns. 8. PRTA is the proportion of protected green over the total green, gprot/(gprot
4. If unopposed left turn, then gq = 0, vo = 0, and OCCr = OCCpedu = OCCpedg. + gperm). If only permitted right-turn phase exists, then PRTA = 0.

Chapter 16 - Signalized Intersections 16-46

Example Problems
 Highway Capacity Manual 2000

Example Problem 1
CAPACITY AND LOS WORKSHEET
General information

Example Problem 1
Project Description _____________________________________________________________________________________

Capacity Analysis
Phase number 1 1 2 2
Phase type P P P P

Lane group

Adjusted flow rate, v (veh/h) 800 833 466 667

Saturation flow rate, s (veh/h) 2103 2665 1614 1625
Lost time, tL (s), tL = l1 + Y – e 4 4 4 4
Effective green time, g (s), g = G + Y – tL 26.0 26.0 36.0 36.0
Green ratio, g/C 0.371 0.371 0.514 0.514
Lane group capacity,1 c = s(g/C), (veh/h) 780 989 830 835
v/c ratio, X 1.026 0.842 0.561 0.799
Flow ratio, v/s 0.380 0.410
Critical lane group/phase (√) √ √
Sum of flow ratios for critical lane groups, Yc 0.790
Yc = ∑ (critical lane groups, v/s)
Total lost time per cycle, L (s) 8
Critical flow rate to capacity ratio, Xc
0.892
Xc = (Yc)(C)/(C – L)
Lane Group Capacity, Control Delay, and LOS Determination
EB WB NB SB
Lane group

Adjusted flow rate,2 v (veh/h) 800 833 466 667

Lane group capacity,2 c (veh/h) 780 989 830 835
v/c ratio,2 X = v/c 1.026 0.842 0.561 0.799
Total green ratio,2 g/C 0.371 0.371 0.514 0.514
C [1 – (g/C)]2
Uniform delay, d1 = 0.50
1 – [min(1, X)g/C]
(s/veh) 22.015 20.138 11.617 14.028
Incremental delay calibration,3 k 0.5 0.5 0.5 0.5
Incremental delay,4 d2
d2 = 900T [(X – 1) + (X – 1)2 + 8kIX ](s/veh) 39.011 8.647 2.734 7.882
cT
Initial queue delay, d3 (s/veh) (Appendix F) 0 0 0 0
Uniform delay, d1 (s/veh) (Appendix F)
Progression adjustment factor, PF 0.926 1.111 1.000 1.000
Delay, d = d1(PF) + d2 + d3 (s/veh) 59.4 31.0 14.4 21.9
LOS by lane group (Exhibit 16-2) E C B C
Delay by approach, dA = ∑(d)(v) (s/veh) 59.4 31.0 14.4 21.9
∑v
LOS by approach (Exhibit 16-2) E C B C
Approach flow rate, vA (veh/h) 800 833 466 667
Intersection delay, dI = ∑(dA)(vA) (s/veh) Intersection LOS (Exhibit 16-2)
∑vA 34.2 C
Notes
1. For permitted left turns, the minimum capacity is (1 + PL)(3600/C).
2. Primary and secondary phase parameters are summed to obtain lane group parameters.
3. For pretimed or nonactuated signals, k = 0.5. Otherwise, refer to Exhibit 16-13.
4. T = analysis duration (h); typically T = 0.25, which is for the analysis duration of 15 min.
I = upstream filtering metering adjustment factor; I = 1 for isolated intersections.

16-47 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

EXAMPLE PROBLEM 2
The Intersection The intersection of Sixth Street (NB) and Western Boulevard
(EB/WB) is located in an outlying area. Intersection geometry and flow characteristics are
shown on the Input Worksheet.

The Question What are the delay and peak-hour LOS for this intersection?

The Facts
√ EB and WB HV = 10 percent, √ Western Boulevard has two lanes in
√ NB HV = 5 percent, each direction plus an added left-turn
√ PHF = 0.95, lane for EB,
√ No parking EB/WB, √ Sixth Street is a NB one-way street with
√ Arrival Type 3, two lanes,
√ Movement lost time = 4 s, each phase √ Bicycle volume = 20 bicycles/h, all
√ Sixth Street NB grade = -2 percent approaches,
√ Three-phase signal, √ NB parking = 20 maneuvers/h, and
√ Western Blvd. bus stopping = 20 b/h, √ Peak-hour volume data, by approach
√ Pedestrian volume = 50 p/h, all and movement, are shown on the
approaches, Input Worksheet.
√ All lane widths are 3.6 m,

Comments
√ Assume a range of cycle lengths of 70 s to 100 s. This range relates to default
values given in Chapter 10,
√ Assume crosswalk width = 3.0 m for all approaches,
√ Assume N/S crosswalks are 18.0 m long and E/W crosswalks are 13.2 m long,
√ Assume base saturation flow rate = 1,900 pc/h/ln,
√ Assume ET = 2.0, and
√ Signal timing and cycle length are not given, therefore the quick estimation method
is required to determine these two parameters.

Steps
1. The quick estimation method is used to determine the signal phasing and cycle length.
Known or assumed input data are entered on the Input Worksheet.
2. In the Left-Turn Treatment Worksheet, EBLT is treated as a protected phase and
NBLT as an unopposed phase. EBLT is treated as a protected phase because (vL)(vo)
exceeds 90,000 with two opposing through lanes.
3. For each intersection approach, a Lane Volume Worksheet is completed and critical
lane volumes are determined.
4. Using the computed critical lane volumes, cycle length is computed as 31.9 s (see
Quick Estimation Control Delay and LOS Worksheet). However, we use 70.0 s since
this was set by the analyst as the “minimum.”
Green times are computed for EB/WB and NB phases. The Quick Estimation Control
Delay and LOS Worksheet is used. For example, for Phase 1:
 126 
g = ( 70 − 12 )  + t = 7. 2 s + 4.0 = 11. 2 s
 1014  L
These computed green times are now used as input for the next steps.
5. The timing for Phases 1, 2, and 3 is 11.2 s, 27.4 s, and 31.4 s, respectively. After
yellow time is subtracted, the effective green is 7.2 s, 23.4 s, and 27.4 s, respectively.
6. Pedestrians/cycle. p 1h
50 * * 70 s = 0.972 p/cycle
h 3,600 s

Chapter 16 - Signalized Intersections 16-48

Example Problems
 Highway Capacity Manual 2000

7. Minimum effective green L

Gp = 3.2 + + 0.27Nped
time required for pedestrians 1.2
(use Equation 16-2). 18.0
Gp(Western) = 3.2 + + 0.27(0.972) = 18.5 s
1.2
13.2
Gp(Sixth) = 3.2 + + 0.27(0.972) = 14.5 s
1.2
8. Compare minimum effective g(Western) = 23.4 s, which is >18.5 s
green time required for g(Sixth) = 27.4 s, which is >14.5 s
pedestrians with actual
effective green.
9. Proportion of left turns and Proportions of left- and right-turn traffic are found by
right turns. dividing the appropriate turning volumes by the total
lane group volume.
PLT (EB) = 1.000 for the exclusive left-turn lane
10. Lane width adjustment factor (W − 3.6)
f w = 1+
(use Exhibit 16-7). 9
(3.6 − 3.6)
f w (EB) = 1+ = 1.000
9
11. Heavy-vehicle adjustment 100
fHV =
factor (use Exhibit 16-7). 100 + % HV(E T − 1)
100
fHV (EB) = = 0. 909
100 + 10(2.0 − 1)
12. Percent grade adjustment 0% grade, fg = 1.000
factor (use Exhibit 16-7).
13. Parking adjustment factor No parking maneuvers (EB and WB), fp = 1.000
(use Exhibit 16-7). 20 parking maneuvers/hour (NB), fp = 0.900
14. Bus blockage adjustment No bus stopping (NB), f bb = 1.0
factor (use Exhibit 16-7). 20 buses/hour stopping (EB and WB), fbb = 0.960
15. Area type adjustment factor For outlying areas, f a = 1.000
(use Exhibit 16-7).
16. Lane utilization adjustment Refer to Exhibit 10-23. This factor is applied to
factor (use Exhibit 16-7). establish the conditions in the worst lane within each
lane group. Otherwise, the results would reflect the
average of all lanes of the defined lane groups. Use
f LU = 0.950 for all through movements.
17. Left-turn adjustment factor f LT applies to the EB left turn. For protected LT,
(use Exhibit 16-7). f LT = 0.950. For permitted LT, the supplemental
worksheet for multilane approaches is used. fLT
(permitted) = 0.149. NB left turn is treated as a shared
lane protected left turn because it has no opposing
flow. fLT (NB) = 0.998 (use equation in Exhibit 16-7).
18. Right-turn adjustment factor f RT is applied to NB and WB right turns.
(use Exhibit 16-7). f RT = 1.0 – 0.150PRT
19. Left-turn pedestrian/bicycle Supplemental worksheet for pedestrian-bicycle effects
adjustment factor (use is used.
Exhibit 16-7).
20. Right-turn pedestrian/bicycle Supplemental worksheet for pedestrian-bicycle effects
adjustment factor (use is used.
Exhibit 16-7).

16-49 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

21. Saturation flow (use s = so N fw fHV fg fp fbb fLU fa fLT fRT fLpb fRpb
Equation 16-4). s(EBLT prot) = 1900 * 1 * 1.000 * 0.909 * 1.000 *
1.000 * 1.000 * 1.000 * 1.000 * 0.950 * 1.000 * 1.000 *
1.000 = 1641 veh/h
22. Lane group capacity (use c = s(g/C)
Equation 16-6). c(EBLT prot) = 1641(0.103) = 169 veh/h
23. v/c ratio. 126
v/c(EB) = = 0.746
169
24. Determine critical lane group The lane group with the highest v/c ratio in a phase is
in each timing phase. considered the critical lane group. The critical lane
groups are EBLT (protected), WB through, and NB
through.
25. Flow ratio of critical lane 126
v/s(EBLT Prot) = = 0.077
group. 1641

26. Sum of critical lane group v/s Yc = 0.077 + 0.275 + 0.289 = 0.641
ratios.
27. Critical flow rate to capacity Yc * C
Xc =
ratio. C–L
0.641(70.0)
Xc = = 0.774
70.0 – 12
28. Uniform delay. Supplemental uniform delay worksheet is needed to
compute d1 for the EBLT because it has both
protected and permitted phases. d1 (EBLT) =
11.811 s/veh.
29. Incremental delay (use
Equation 16-13).
[
d2 = 900T (X − 1) + (...) ]
[ ]
d2 (EBLT) = 900(0.250) (0.468 − 1) + (...) = 5.748 s/veh

30. Progression adjustment PF = 1.000 for arrival type 3

factor (use Exhibit 16-12).
31. Lane group delay (use d = d1PF + d2 + d3
Equation 16-10). d (EBLT) = 11.811(1.000) + 5.748 + 0 = 17.6 s/veh
32. Approach delay (use ∑ (d)(v)
dA =
Equation 16-14). ∑v
(17.6 * 126) + (15.6 * 1,032)
dA = = 15.8 s/veh
126 + 1,032
33. Intersection delay (use ∑ (d A )(V A )
dI =
Equation 16-15). ∑ VA
(15. 8 * 1,158) + (28. 8 * 842) + (22. 4 * 894)
dI (EB) =
(1,158 + 842 + 894)
= 21.6 s/veh

34. LOS by lane group, LOS (EBLT) = B

approach, and intersection LOS (EB) = B
(use Exhibit 16-2). LOS intersection = C

The calculation results are summarized as follows.

Chapter 16 - Signalized Intersections 16-50

Example Problems
 Highway Capacity Manual 2000

Direc/ v/c g/C Unif Progr Ln Grp Cal Incr Ln Grp Ln Grp Delay LOS
Ln Grp Ratio Ratio
Delay Factor Cap Term k Delay Delay LOS by App by App
d1 PF d2
EB/L 0.468 0.494 11.811 1.000 269 0.500 5.748 17.6 B
EB/T 0.663 0.494 13.326 1.000 1556 0.500 2.243 15.6 B 15.8 B
WB/TR 0.822 0.334 21.400 1.000 1024 0.500 7.429 28.8 C 28.8 C
NB/LTR 0.740 0.391 18.266 1.000 1208 0.5000 4.097 22.4 C 22.4 C
Intersection Delay = 21.6 s/veh Intersection LOS = C

Alternatives
Two alternatives are considered for the EB left-turn treatment: protected only and
permitted-plus-protected. The first alternative is to assess the impact of eliminating the EB
permitted left-turn phase. The left-turn volume is low and is below the capacity of the
protected phase. Hence, queue spillovers will not occur.
The supplemental worksheet for permitted left turns is not needed because there are
no permitted left turns. The supplemental uniform delay worksheet is also not needed
because the left turn is contained in a single phase. The intersection performance is
reassessed and the results are as follows.

Direction/ v/c g/CUnif Progr Lane Cal Incr Lane Lane Delay LOS
LnGrp Ratio Ratio
Delay Fact Grp Term Delay Grp Grp by by
d1 PF Cap k d2 Delay LOS App App
EB/L 0.746 0.103 30.505 1.000 169 0.500 25.564 56.1 E
EB/T 0.663 0.494 13.326 1.000 1556 0.500 2.243 15.6 B 20.0 B
WB/TR 0.822 0.334 21.400 1.000 1024 0.500 7.429 28.8 C 28.3 C
NB/LTR 0.740 0.391 18.266 1.000 1208 0.500 4.097 22.4 C 22.5 C
Intersection Delay = 23.3 s/veh Intersection LOS = C

The elimination of the permitted phase has caused a drop in the left-turn capacity
from 269 veh/h to 169 veh/h. Correspondingly, the delay has increased from 17.6 s/veh to
56.1 s/veh. The overall intersection delay has also increased by 1.7 s/veh to 23.3 s/veh.
From the operational standpoint, the protected-only phase is undesirable because it
induces additional delay. However, from the safety standpoint, the phase may be
desirable because safety may be enhanced by reducing the number of accidents caused
by turning vehicles.
The second alternative is to reverse the EB left-turn treatment from protected-plus-
permitted to permitted-plus-protected. The cycle length and phase times are kept the
same. The intersection performance is reassessed and the results are as follows.

Direc/ v/c g/C

Unif Progr Ln Grp Cal Incr Lane Lane Delay LOS
Ln Grp Ratio Ratio
Delay Factor Cap Term k Delay Grp Grp by App by App
d1 PF d2 Delay LOS
EB/L 0.346 0.494 15.626 1.000 364 0.500 2.593 18.2 B
EB/T 0.663 0.494 13.326 1.000 1556 0.500 2.243 15.6 B 15.9 B
WB/TR 0.822 0.334 21.400 1.000 1024 0.500 7.429 28.8 C 28.3 C
NB/LTR 0.740 0.391 18.266 1.000 1208 0.500 4.097 22.4 C 22.5 C
Intersection Delay = 21.7 s/veh Intersection LOS = C

Reversing the EB left-turn phase results in a slight increase in delay from 17.6 s/veh
to 18.2 s/veh. The intersection delay also increases by 0.1 s/veh to 21.7 s/veh.
In conclusion, solely on the basis of operations, the first option (protected-plus-
permitted EB left turn) appears to be the most desirable.

16-51 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 2
QUICK ESTIMATION INPUT WORKSHEET

General Information Site Information

Analyst ________________________
WLL Intersection __________________________
Sixth St./Western Blvd.

Agency or Company ___________________________

CEI Area Type " CBD X Other
"
Date Performed ___________________________
4/21/99
Jurisdiction ____________________________
Analysis Time Period ___________________________ Analysis Year _____________________________
1999

Intersection Geometry

Sixth St.

Street
Show North
= Through

= Right

= Left

= Through + Right

= Left + Through

Western Blvd.
= Left + Right
Street
= Left + Through + Right

Volume and Signal Input

EB WB NB SB
LT TH RT1 LT TH RT1 LT TH RT1 LT TH RT1
Volume, V (veh/h) 120 980 700 100 40 785 25

Proportion of LT or RT (PLT or PRT)2 - - - -

Parking (Yes/No) No No Yes

Left-turn treatment (permitted, protected,

not opposed) (if known) Not Opposed

Peak-hour factor, PHF ________

0.95

Cycle length Minimum, Cmin ______

70 s Maximum, Cmax ______
100 s or Given, C _____ s
Lost time/phase ________s
4

Notes
1. RT volumes, as shown, exclude RTOR.
2. PLT = 1.000 for exclusive left-turn lanes, and PRT = 1.000 for exclusive right-turn lanes. Otherwise, they are equal to the proportions of turning
volumes in the lane group.

Chapter 16 - Signalized Intersections 16-52

Example Problems
 Highway Capacity Manual 2000

Example Problem 2
LEFT-TURN TREATMENT WORKSHEET

General Information

Example Problem 2
Description ______________________________________________________________________________________

Check #1. Left-Turn Lane Check

Approach EB WB NB SB
Number of left-turn lanes 1
Protect left turn (Y or N)? N
If the number of left-turn lanes on any approach exceeds 1, then it is recommended that the left turns on that approach be protected.
Those approaches with protected left turns need not be evaluated in subsequent checks.
Check #2. Minimum Volume Check

Approach EB WB NB SB
Left-turn volume 120
Protect left turn (Y or N)? N
If left-turn volume on any approach exceeds 240 veh/h, then it is recommended that the left turns on that approach be protected. Those
approaches with protected left turns need not be evaluated in subsequent checks.
Check #3. Minimum Cross-Product Check

Approach EB WB NB SB
Left-turn volume, VL (veh/h) 120
Opposing mainline volume, Vo (veh/h) 800
Cross-product (VL * Vo) 96,000
Opposing through lanes 2
Protected left turn (Y or N)? Y
Minimum Cross-Product Values for Recommending Left-Turn Protection
Number of Through Lanes Minimum Cross-Product
1 50,000
2 90,000
3 110,000
If the cross-product on any approach exceeds the above values, then it is recommended that the left turns on that approach be protected.
Those approaches with protected left turns need not be evaluated in subsequent checks.
Check #4. Sneaker Check

Approach EB WB NB SB
Left-turn volume, VL (veh/h)
Sneaker capacity = 7200/C
Left-turn equivalence, EL1 (Exhibit C16-3)
Protected left turn (Y or N)?
If the left-turn equivalence factor is 3.5 or higher (computed in Exhibit A10-4, quick estimation lane volume worksheet) and the
unadjusted left turn is greater than the sneaker capacity, then it is recommended that the left turns on that approach be protected.
Notes
1. If any approach is recommended for left-turn protection but the analyst wishes to analyze it as permitted, the planning application may
give overly optimistic results. The analyst should instead use the more robust method described in Chapter 16, Signalized Intersections.
2. All volumes used in this worksheet are unadjusted hourly volumes.

16-53 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 2
QUICK ESTIMATION LANE VOLUME WORKSHEET
General Information

Example Problem 2, EB
Description/Approach ________________________________________________________________________________

Right-Turn Movement
Exclusive RT Lane Shared RT Lane
RT volume, VR (veh/h)
Number of exclusive RT lanes, NRT use 1
RT adjustment factor,1 fRT
RT volume per lane, VRT (veh/h/ln)
VRT = VR
(NRT x fRT)
Left-Turn Movement
LT volume, VL (veh/h) 120
Opposing mainline volume, Vo (veh/h) 800
Number of exclusive LT lanes, NLT 1
LT adjustment factor,2 fLT 0.95
LT volume per lane,3 VLT (veh/h/ln)
V
VLT = (N xL f ) use 0
Permitted LT _______ 126
Protected LT _______ Not Opposed LT ______
LT LT
Through Movement
Permitted LT Protected LT Not Opposed LT
Through volume, VT (veh/h) 980
Parking adjustment factor, fp 1.000
Number of through lanes, NTH 2
Total approach volume,4 Vtot (veh/h)
[VRT(shared) + VT + VLT (not opp)] 980
Vtot =
fp
Through Movement with Exclusive LT Lane
Through volume per lane, VTH (veh/h/ln)
Vtot 490
VTH = N
TH
Critical lane volume,5 VCL (veh/h)
Max[VLT, VRT (exclusive), VTH]
490
Through Movement with Shared LT Lane
Proportion of left turns, PLT Does not apply Does not apply
LT equivalence, EL1 (Exhibit C16-3) Does not apply Does not apply
LT adjustment, fDL (Exhibit A10-6) use 1.0
Through volume per lane, VTH (veh/h/ln)
VTH = Vtot
(NTH x fDL)
Critical lane volume,5 VCL (veh/h)
Max[VRT(exclusive), VTH]
Notes
1. For RT shared or single lanes, use 0.85. For RT double lanes, use 0.75.
2. For LT single lanes, use 0.95. For LT double lanes, use 0.92. For a one-way street or T-intersection, use 0.85 for one lane and 0.75
for two lanes.
3. For unopposed LT shared lanes, NLT = 1.
4. For exclusive RT lanes, VRT (shared) = 0. If not opposed, add VLT to VT and set VLT (not opp) = 0.
5. VLT is included only if LT is unopposed. VRT (exclusive) is included only if RT is exclusive.

Chapter 16 - Signalized Intersections 16-54

Example Problems
 Highway Capacity Manual 2000

Example Problem 2
QUICK ESTIMATION LANE VOLUME WORKSHEET
General Information

Example Problem 2, WB
Description/Approach ________________________________________________________________________________

Right-Turn Movement
Exclusive RT Lane Shared RT Lane
RT volume, VR (veh/h) 100
Number of exclusive RT lanes, NRT use 1
RT adjustment factor,1 fRT 0.850
RT volume per lane, VRT (veh/h/ln)
VRT = VR 118
(NRT x fRT)
Left-Turn Movement
LT volume, VL (veh/h)
Opposing mainline volume, Vo (veh/h)
Number of exclusive LT lanes, NLT
LT adjustment factor,2 fLT
LT volume per lane,3 VLT (veh/h/ln)
V
VLT = (N xL f ) use 0
Permitted LT _______ Protected LT _______ Not Opposed LT ______
LT LT
Through Movement
Permitted LT Protected LT Not Opposed LT
Through volume, VT (veh/h) 700
Parking adjustment factor, fp 1.000
Number of through lanes, NTH 2
Total approach volume,4 Vtot (veh/h)
[VRT(shared) + VT + VLT (not opp)] 818
Vtot =
fp
Through Movement with Exclusive LT Lane
Through volume per lane, VTH (veh/h/ln)
Vtot 409
VTH = N
TH
Critical lane volume,5 VCL (veh/h)
Max[VLT, VRT (exclusive), VTH]
409
Through Movement with Shared LT Lane
Proportion of left turns, PLT Does not apply Does not apply
LT equivalence, EL1 (Exhibit C16-3) Does not apply Does not apply
LT adjustment, fDL (Exhibit A10-6) use 1.0
Through volume per lane, VTH (veh/h/ln)
VTH = Vtot
(NTH x fDL)
Critical lane volume,5 VCL (veh/h)
Max[VRT(exclusive), VTH]
Notes
1. For RT shared or single lanes, use 0.85. For RT double lanes, use 0.75.
2. For LT single lanes, use 0.95. For LT double lanes, use 0.92. For a one-way street or T-intersection, use 0.85 for one lane and 0.75
for two lanes.
3. For unopposed LT shared lanes, NLT = 1.
4. For exclusive RT lanes, VRT (shared) = 0. If not opposed, add VLT to VT and set VLT (not opp) = 0.
5. VLT is included only if LT is unopposed. VRT (exclusive) is included only if RT is exclusive.

16-55 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 2
QUICK ESTIMATION LANE VOLUME WORKSHEET
General Information

Example Problem 2, NB
Description/Approach ________________________________________________________________________________

Right-Turn Movement
Exclusive RT Lane Shared RT Lane
RT volume, VR (veh/h) 25
Number of exclusive RT lanes, NRT use 1
RT adjustment factor,1 fRT 0.85
RT volume per lane, VRT (veh/h/ln)
VRT = VR 29
(NRT x fRT)
Left-Turn Movement
LT volume, VL (veh/h) 40
Opposing mainline volume, Vo (veh/h) 0
Number of exclusive LT lanes, NLT 0
LT adjustment factor,2 fLT 0.85
LT volume per lane,3 VLT (veh/h/ln)
V
VLT = (N xL f ) use 0
Permitted LT _______ Protected LT _______ 47
Not Opposed LT ______
LT LT
Through Movement
Permitted LT Protected LT Not Opposed LT
Through volume, VT (veh/h) 785
Parking adjustment factor, fp 0.900
Number of through lanes, NTH 2
Total approach volume,4 Vtot (veh/h)
[VRT(shared) + VT + VLT (not opp)] 957
Vtot =
fp
Through Movement with Exclusive LT Lane
Through volume per lane, VTH (veh/h/ln)
Vtot
VTH = N
TH
Critical lane volume,5 VCL (veh/h)
Max[VLT, VRT (exclusive), VTH]
Through Movement with Shared LT Lane
Proportion of left turns, PLT Does not apply Does not apply
LT equivalence, EL1 (Exhibit C16-3) Does not apply Does not apply
LT adjustment, fDL (Exhibit A10-6) use 1.0
Through volume per lane, VTH (veh/h/ln)
VTH = Vtot 479
(NTH x fDL)
Critical lane volume,5 VCL (veh/h)
Max[VRT(exclusive), VTH] 479
Notes
1. For RT shared or single lanes, use 0.85. For RT double lanes, use 0.75.
2. For LT single lanes, use 0.95. For LT double lanes, use 0.92. For a one-way street or T-intersection, use 0.85 for one lane and 0.75
for two lanes.
3. For unopposed LT shared lanes, NLT = 1.
4. For exclusive RT lanes, VRT (shared) = 0. If not opposed, add VLT to VT and set VLT (not opp) = 0.
5. VLT is included only if LT is unopposed. VRT (exclusive) is included only if RT is exclusive.

Chapter 16 - Signalized Intersections 16-56

Example Problems
 Highway Capacity Manual 2000

Example Problem 2
QUICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET
General Information

Example Problem 2
Description________________________________________________________________________________________

East-West Phasing Plan

2b
Selected plan (Exhibit A10-8) _________ Phase No. 1 Phase No. 2 Phase No. 3
Movement codes EB TH LT EB WB TH
Critical phase volume, CV (veh/h) 126 409
Lost time/phase, tL (s) 4 4
North-South Phasing Plan
1
Selected plan (Exhibit A10-8) _________ Phase No. 1 Phase No. 2 Phase No. 3
Movement codes NB TH LT
Critical phase volume, CV (veh/h) 479
Lost time/phase, tL (s) 4
Intersection Status Computation
Critical sum, CS (veh/h) CS = ∑CV 1014
Lost time/cycle, L (s) L = ∑ tL 12
Reference sum flow rate RS (veh/h)1 1625
Cycle length, C (s) L
C= 31.9 < 70, use 70
Cmin ≤ C ≤ Cmax 1 – min (CS, RS)
RS
Critical v/c ratio, Xcm Xcm = CS
(
L
RS 1 – C ) 0.753

Intersection status (Exhibit A10-9) under capacity

Green Time Calculation
East-West Phasing Phase No. 1 Phase No. 2 Phase No. 3
Green time, g (s) g = (C – L) ( )
CV
CS
+ tL 11.2 27.4
North-South Phasing Phase No. 1 Phase No. 2 Phase No. 3
Green time, g (s) g = (C – L) ( CVCS )+ t L 31.4
Control Delay and LOS
EB WB NB SB

Lane group
Lane group adjusted volume from lane volume
worksheet, V (veh/h)
Green ratio, g/C
Lane group saturation flow rate, s (veh/h)
s = RS * number of lanes in lane group
v/c ratio, X X = V/s
g/C
Lane group capacity, c (veh/h) c = V
X
Progression adjustment factor, PF (Exhibit 16-12)
Uniform delay, d1 (s/veh) (Equation 16-11)
Incremental delay, d2 (s/veh) (Equation 16-12)
Initial queue delay, d3 (s/veh) (Appendix F, Ch. 16)
Delay, d = d1(PF) + d2 + d3 (s/veh)
Delay by approach, dA (s/veh) ∑(d)(V)
∑V
Approach flow rate, VA (veh/h)
Intersection delay, dI (s/veh) dI = ∑(dA)(VA) Intersection LOS (Exhibit 16-2)
∑V A
Notes
1. RS = 1710(PHF)(fa), where fa is area adjustment factor (0.90 for CBD and 1.0 for all others).

16-57 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 2
INPUT WORKSHEET
General Information Site Information
Analyst WLL
_______________________________ Intersection Sixth St./Western Blvd.
_____________________________
CEI
Agency or Company _______________________________ Area Type " CBD X Other
"
Date Performed 4/21/99
_______________________________ Jurisdiction _____________________________
Analysis Time Period _______________________________ Analysis Year 1999
_____________________________
Intersection Geometry
grade= 0%
= Pedestrian Button

Sixth St.
Street
= Lane Width
Show North
grade= 0% = Through
(bus stop) 3.6 m = Right
3.6 m
3.6 m = Left
3.6 m
= Through + Right
(bus stop) 3.6 m
grade= 0% Western Blvd. = Left + Through
Street
= Left + Right

= Left + Through + Right

grade= -2%
3.6 m
Volume and Timing Input
EB WB NB SB
LT TH RT1 LT TH RT1 LT TH RT1 LT TH RT1
Volume, V (veh/h) 120 980 700 100 40 785 25
% heavy vehicles, % HV 10 10 5
Peak-hour factor, PHF 0.95 0.95 0.95
Pretimed (P) or actuated (A)
Start-up lost time, l1 (s)
Extension of effective green time, e (s)
Arrival type, AT 3 3 3
Approach pedestrian volume,2 vped (p/h) 50 50 50
Approach bicycle volume,2 vbic (bicycles/h) 20 20 20
Parking (Y or N) N N Y
Parking maneuvers, Nm (maneuvers/h) - - 20
Bus stopping, NB (buses/h) 20 20 -
Min. timing for pedestrians,3 Gp (s) 18.5 18.5 14.5
Signal Phasing Plan
D Ø1 Ø2 Ø3 Ø4 Ø5 Ø6 Ø7 Ø8
I
A
G
R
A
M
Timing G = 7.2 G = 23.4 G = 27.4 G= G= G= G= G=
Y=4 Y= 4 Y= 4 Y= Y= Y= Y= Y=
Permitted turns 70 s
Cycle length, C = _____
Protected turns Pedestrian
Notes
1. RT volumes, as shown, exclude RTOR.
2. Approach pedestrian and bicycle volumes are those that conflict with right turns from the subject approach.
3. Refer to Equation 16-2.

Chapter 16 - Signalized Intersections 16-58

Example Problems
 Highway Capacity Manual 2000

Example Problem 2
VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET

General Information

Example Problem 2
Project Description______________________________________________________________________________________

Volume Adjustment

EB WB NB SB

LT TH RT LT TH RT LT TH RT LT TH RT

Volume, V (veh/h) 120 980 700 100 40 785 25

Peak-hour factor, PHF 0.95 0.95 0.95

Adjusted flow rate, vp = V/PHF (veh/h) 126 1032 737 105 42 826 26
Lane group

Adjusted flow rate in lane group, v (veh/h) 126 1032 842 894
Proportion1 of LT or RT (PLT or PRT) 1.000 - - 0.125 0.047 - 0.029 -
Saturation Flow Rate (see Exhibit 16-7 to determine adjustment factors)

Base saturation flow, so (pc/h/ln) 1900 1900 1900 1900 1900

Number of lanes, N 1 1 2 2 2
Lane width adjustment factor, fw 1.000 1.000 1.000 1.000 1.000
Heavy-vehicle adjustment factor, fHV 0.909 0.909 0.909 0.909 0.952
Grade adjustment factor, fg 1.000 1.000 1.000 1.000 1.010
Parking adjustment factor, fp 1.000 1.000 1.000 1.000 0.900
Bus blockage adjustment factor, fbb 1.000 1.000 0.960 0.960 1.000
Area type adjustment factor, fa 1.000 1.000 1.000 1.000 1.000
Lane utilization adjustment factor, fLU 1.000 1.000 0.950 0.950 0.950
Left-turn adjustment factor, fLT 0.950 0.149 1.000 1.000 0.998
Right-turn adjustment factor, fRT
1.000 1.000 1.000 0.981 0.996
Left-turn ped/bike adjustment factor, fLpb
1.000 0.999 1.000 1.000 0.998
Right-turn ped/bike adjustment factor, fRpb
1.000 1.000 1.000 0.992 0.998
Adjusted saturation flow, s (veh/h)
1641 257 3150 3066 3074
s = so N fw fHV fg fp fbb fa fLU fLT fRT fLpb fRpb
Notes

1. PLT = 1.000 for exclusive left-turn lanes, and PRT = 1.000 for exclusive right-turn lanes. Otherwise, they are equal to the proportions
of turning volumes in the lane group.

16-59 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 2
SUPPLEMENTAL WORKSHEET FOR PERMITTED LEFT TURNS OPPOSED
BY MULTILANE APPROACH

General Information

Example Problem 2
Project Description _____________________________________________________________________________________

Input
EB WB NB SB
Cycle length, C (s) 70
Total actual green time for LT lane group,1 G (s) 34.6
Effective permitted green time for LT lane group,1 g (s) 27.4
Opposing effective green time, go (s) 23.4
Number of lanes in LT lane group,2 N 1
Number of lanes in opposing approach, No 2
Adjusted LT flow rate, vLT (veh/h) 126
Proportion of LT volume in LT lane group,3 PLT 1.000
Adjusted flow rate for opposing approach, vo (veh/h) 842
Lost time for LT lane group, tL 0
Computation
LT volume per cycle, LTC = vLTC/3600 2.450
Opposing lane utilization factor, fLUo (refer to Volume
Adjustment and Saturation Flow Rate Worksheet ) 0.950
Opposing flow per lane, per cycle
voC
volc =
3600N f (veh/C/ln) 8.617
o LUo
0.717
gf = G[e–0.882(LTC )] – tL gf ≤ g (except for exclusive 0
left-turn lanes)1, 4
Opposing platoon ratio, Rpo (refer to Exhibit 16-11) 1
Opposing queue ratio, qro = max[1 – Rpo(go/C), 0] 0.666
volcqro
gq = 0.5 – [volc(1 – qro)/go] – tL, volc(1 – qro)/go ≤ 0.49 15.222
(note case-specific parameters)1
gu = g – gq if gq ≥ gf, or
12.178
gu = g – gf if gq < gf
EL1 (refer to Exhibit C16-3) 3.0
(N – 1)g
PL = PLT 1+
(gf + gu/EL1 + 4.24)
1
(except with multilane subject approach)5
fmin = 2(1 + PL)/g 0.146
1
fm = [gf/g] + [gu/g] 1 + PL(EL1 – 1) , (fmin ≤ fm ≤ 1.00) 0.149
fLT = [fm + 0.91(N – 1)]/N (except for permitted left 0.149
turns)6
Notes
1. Refer to Exhibits C16-4, C16-5, C16-6, C16-7, and C16-8 for case-specific parameters and adjustment factors.
2. For exclusive left-turn lanes, N is equal to the number of exclusive left-turn lanes. For shared left-turn lanes, N is equal to the sum of the
shared left-turn, through, and shared right-turn (if one exists) lanes in that approach.
3. For exclusive left-turn lanes, PLT = 1.
4. For exclusive left-turn lanes, gf = 0, and skip the next step. Lost time, tL, may not be applicable for protected-permitted case.
5. For a multilane subject approach, if PL ≥ 1 for a left-turn shared lane, then assume it to be a de facto exclusive left-turn lane and redo the
calculation.
6. For permitted left turns with multiple exclusive left-turn lanes fLT = fm.

Chapter 16 - Signalized Intersections 16-60

Example Problems
 Highway Capacity Manual 2000

Example Problem 2
SUPPLEMENTAL WORKSHEET FOR PEDESTRIAN-BICYCLE EFFECTS
ON PERMITTED LEFT TURNS AND RIGHT TURNS
General Information

Example Problem 2
Project Description _____________________________________________________________________________________

Permitted Left Turns

EB WB NB SB

Effective pedestrian green time,1,2 gp (s) 27.4 27.4

Conflicting pedestrian volume,1 vped (p/h) 50 50
vpedg = vped (C/gp) 128 128
OCCpedg = vpedg/2000 if (vpedg ≤ 1000) or
OCCpedg = 0.4 + vpedg/10,000 if (1000 < vpedg ≤ 5000) 0.064 0.064
Opposing queue clearing green,3,4 gq (s) 15.222 0
Effective pedestrian green consumed by opposing
vehicle queue, gq/gp; if gq ≥ gp then fLpb = 1.0 0.556 0
OCCpedu = OCCpedg [1 – 0.5(gq/gp)] 0.046 0.064
Opposing flow rate,3 vo (veh/h) 842 0
OCCr = OCCpedu [e–(5/3600)vo] 0.014 0.064
Number of cross-street receiving lanes,1 Nrec 2 2
Number of turning lanes,1 Nturn 1 1
ApbT = 1 – OCCr if Nrec = Nturn
ApbT = 1 – 0.6(OCCr) if Nrec > Nturn 0.992 0.962
Proportion of left turns,5 PLT 1.000 0.047
Proportion of left turns using protected phase,6 PLTA 0.896 0
fLpb = 1.0 – PLT(1 – ApbT)(1 – PLTA) 0.999 0.998
Permitted Right Turns

Effective pedestrian green time,1,2 gp (s) 27.4 27.4

Conflicting pedestrian volume,1 vped (p/h) 50 50
Conflicting bicycle volume,1,7 vbic (bicycles/h) 20 20
vpedg = vped(C/gp) 150 128
OCCpedg = vpedg/2000 if (vpedg ≤ 1000), or
OCCpedg = 0.4 + vpedg/10,000 if (1000 < vpedg ≤ 5000) 0.075 0.064
Effective green,1 g (s) 23.4 27.4
vbicg = vbic(C/g) 60 51
OCCbicg = 0.02 + vbicg/2700 0.042 0.039
OCCr = OCCpedg + OCCbicg – (OCCpedg)(OCCbicg) 0.114 0.101
Number of cross-street receiving lanes,1 Nrec 2 2
Number of turning lanes,1 Nturn 1 1
ApbT = 1 – OCCr if Nrec = Nturn
ApbT = 1 – 0.6(OCCr) if Nrec > Nturn 0.932 0.939
Proportion of right turns,5 PRT 0.125 0.029
Proportion of right turns using protected phase,8 PRTA 0 0
fRpb = 1.0 – PRT(1 – ApbT)(1 – PRTA) 0.992 0.998
Notes
1. Refer to Input Worksheet. 5. Refer to Volume Adjustment and Saturation Flow Rate Worksheet.
2. If intersection signal timing is given, use Walk + flashing Don't Walk (use G + Y if 6. Ideally determined from field data; alternatively, assume it equal to
no pedestrian signals). If signal timing must be estimated, use (Green Time – Lost (1 – permitted phase fLT)/0.95.
Time per Phase) from Quick Estimation Control Delay and LOS Worksheet. 7. If vbic = 0 then vbicg = 0, OCCbicg = 0, and OCCr = OCCpedg.
3. Refer to supplemental worksheets for left turns. 8. PRTA is the proportion of protected green over the total green, gprot/(gprot
4. If unopposed left turn, then gq = 0, vo = 0, and OCCr = OCCpedu = OCCpedg. + gperm). If only permitted right-turn phase exists, then PRTA = 0.

16-61 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 2
SUPPLEMENTAL UNIFORM DELAY WORKSHEET FOR LEFT TURNS FROM EXCLUSIVE
LANES WITH PROTECTED AND PERMITTED PHASES

General Information

Example Problem 2
Project Description ____________________________________________________________________________________

v/c Ratio Computation

EB WB NB SB
Cycle length, C (s) 70.0
Protected phase eff. green interval, g (s) 7.2
Opposing queue effective green interval, gq (s) 15.222
Unopposed green interval, gu (s) 12.178
Red time, r (s)
35.400
r = C – g – gq – gu
Arrival rate, qa (veh/s)
qa = v 0.035
3600 * max[X, 1.0]
Protected phase departure rate, sp (veh/s)
sp = s
0.456
3600
Permitted phase departure rate, ss (veh/s)
s(g + g ) 0.161
ss = (g *q 3600)u
u
If leading left (protected + permitted)
q (g + g )
v/c ratio, Xperm = a sq g u
s u
If lagging left (permitted + protected) 0.489
qa(r + gq + gu)
v/c ratio, Xperm = ss gu
If leading left (protected + permitted)
qa(r + g)
v/c ratio, Xprot =
sp g
If lagging left (permitted + protected) 0.454
v/c ratio, Xprot is N/A
Uniform Queue Size and Delay Computations
Queue at beginning of green arrow, Qa 1.239
Queue at beginning of unsaturated green, Qu 0.533
Residual queue, Qr 0
Uniform delay, d1 11.811
Uniform Queue Size and Delay Equations

Case Qa Qu Qr d1
If Xperm ≤ 1.0 & Xprot ≤ 1.0 1 qa r qa gq 0 [0.50/(q a C)][rQ a + Qa 2/(s p– q a ) + gqQu + Qu2/(s s – qa )]
If Xperm ≤ 1.0 & Xprot > 1.0 2 qa r Qr + qa gq Qa – g(sp – qa ) [0.50/(qa C)][rQ a + g(Qa + Qr) + gq(Q r + Qu) + Qu2/(s s – qa )]
If Xperm > 1.0 & Xprot ≤ 1.0 3 Qr + qa r qa gq Qu – gu(ss – qa ) [0.50/(q a C)][g qQu + gu(Q u + Qr) + r(Q r + Qa ) + Qa 2/(s p– qa )]
If Xperm ≤ 1.0 (lagging lefts) 4 0 qa (r + g q) 0 [0.50/(q a C)][(r + gq)Qu + Q u2/(s s – q a )]
If Xperm > 1.0 (lagging lefts) 5 Qu – g u(ss – qa ) qa (r + g q) 0 [0.50/(q a C)][(r + gq)Q u + gu(Q u + Qa ) + Qa2/(sp – q a )]

Chapter 16 - Signalized Intersections 16-62

Example Problems
 Highway Capacity Manual 2000

Example Problem 2
CAPACITY AND LOS WORKSHEET
General information

Example Problem 2
Project Description _____________________________________________________________________________________

Capacity Analysis
Phase number 1 2 1/2 2 3
Phase type P S P P P

Lane group

Adjusted flow rate, v (veh/h) 126 0 1032 842 894

Saturation flow rate, s (veh/h) 1641 257 3150 3066 3090
Lost time, tL (s), tL = l1 + Y – e 4 0 4 4 4
Effective green time, g (s), g = G + Y – tL 7.2 27.4 34.6 23.4 27.4
Green ratio, g/C 0.103 0.391 0.494 0.334 0.391
Lane group capacity,1 c = s(g/C), (veh/h) 169 100 1556 1024 1208
v/c ratio, X 0.746 0.000 0.663 0.822 0.740
Flow ratio, v/s 0.077 0.000 0.328 0.275 0.289
Critical lane group/phase (√) √ √ √
Sum of flow ratios for critical lane groups, Yc
Yc = ∑ (critical lane groups, v/s) 0.641
Total lost time per cycle, L (s) 12
Critical flow rate to capacity ratio, Xc 0.774
Xc = (Yc)(C)/(C – L)
Lane Group Capacity, Control Delay, and LOS Determination
EB WB NB SB
Lane group

Adjusted flow rate,2 v (veh/h) 126 1032 842 894

Lane group capacity,2 c (veh/h) 269 1556 1024 1208
v/c ratio,2 X = v/c 0.468 0.663 0.822 0.740
Total green ratio,2 g/C 0.494 0.494 0.334 0.391
C [1 – (g/C)]2
Uniform delay, d1 = 0.50
1 – [min(1, X)g/C]
(s/veh) 11.811 13.326 21.400 18.266
Incremental delay calibration,3 k 0.500 0.500 0.500 0.500
Incremental delay,4 d2
d2 = 900T [(X – 1) + (X – 1)2 + 8kIX ](s/veh) 5.748 2.243 7.429 4.097
cT
Initial queue delay, d3 (s/veh) (Appendix F) 0 0 0 0
Uniform delay, d1 (s/veh) (Appendix F)
Progression adjustment factor, PF 1.000 1.000 1.000 1.000
Delay, d = d1(PF) + d2 + d3 (s/veh) 17.6 15.6 28.8 22.4
LOS by lane group (Exhibit 16-2) B B C C
Delay by approach, dA = ∑(d)(v) (s/veh)
∑v 15.8 28.8 22.4
LOS by approach (Exhibit 16-2) B C C
Approach flow rate, vA (veh/h) 1158 842 894
Intersection delay, dI = ∑(dA)(vA) (s/veh) 21.6 Intersection LOS (Exhibit 16-2) C
∑v A
Notes
1. For permitted left turns, the minimum capacity is (1 + PL)(3600/C).
2. Primary and secondary phase parameters are summed to obtain lane group parameters.
3. For pretimed or nonactuated signals, k = 0.5. Otherwise, refer to Exhibit 16-13.
4. T = analysis duration (h); typically T = 0.25, which is for the analysis duration of 15 min.
I = upstream filtering metering adjustment factor; I = 1 for isolated intersections.

16-63 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

EXAMPLE PROBLEM 3
The Intersection The intersection of Fifth Avenue (NB/SB) and Twelfth Street
(EB/WB) is a major CBD junction of two urban streets.

The Question What are the delay and LOS during the peak hour for lane groups,
approaches, and the intersection as a whole?

The Facts
√ Twelfth Street HV = 5 percent, √ Fifth Avenue is a four-lane street,
√ Fifth Avenue HV = 2 percent, √ Twelfth Street is a four-lane street,
√ Twelfth Street PHF = 0.85, √ Twelfth Street parking, 5 maneuvers/h,
√ Fifth Avenue PHF = 0.90, √ Twelfth Street pedestrian volume = 120 p/h,
√ Actuated signal, √ Fifth Avenue pedestrian volume = 40 p/h,
√ Yellow = 4.0 s, √ Movement lost time = 4 s,
√ Level terrain, √ Arrival Type 3,
√ 3.0-m lane widths for EB/WB, √ No bicycles, and
√ Pedestrian signals exist, √ No buses.
√ 3.6-m lane widths for NB/SB,

Comments
√ Assume crosswalk width = 3.0 m for all approaches,
√ Assume base saturation flow rate = 1,900 pc/h/ln,
√ Assume ET = 2.0,
√ No overlaps in signal phasing,
√ 90.0-s cycle length, with green times given, and
√ Assume a unit extension of 2.5 s for all phases.

Steps
1. Pedestrians/cycle. p 1h
120 * * 90.0 s = 3 p (12th St.)
h 3,600 s
p 1h
40 * * 90.0 s = 1 p (5th Ave.)
h 3,600 s
2. Minimum effective green time L
Gp = 3.2 + + 0.27Nped (for WE ≤ 3.0 m)
required for pedestrians (use Sp
Equation 16-2). 18.0
Gp (12th) = 3.2 + + 0.27(3) = 19.0 s
1.2
21.0
Gp (5th) = 3.2 + + 0.27(1) = 21.0 s
1.2
3. Compare minimum effective g(12th) = 19.2 s, which is > 19.0 s
green time required for g(5th) = 50.7 s, which is > 21.0 s
pedestrians with actual
effective green.
4. Proportion of left turns and Proportions of left- and right-turn traffic are found by
right turns. dividing the appropriate turning flow rates by the total
lane group flow rate.
PLT for exclusive LT lane is 1.000
5. Lane width adjustment factor (W − 3.6)
f w = 1+
(use Exhibit 16-7). 9
(3.6 − 3.6)
f w (NB / SB) = 1+ = 1.000
9
(3.0 − 3.6)
f w (EB / WB) = 1+ = 0. 933
9

Chapter 16 - Signalized Intersections 16-64

Example Problems
 Highway Capacity Manual 2000

6. Heavy-vehicle adjustment 100

fHV =
factor (use Exhibit 16-7). 100 + % HV(E T − 1)
100
fHV (NB / SB) = = 0. 980
100 + 2(2.0 − 1)
100
fHV (EB / WB) = = 0. 952
100 + 5(2.0 − 1)
7. Percent grade adjustment 0% grade, fg = 1.000
factor (use Exhibit 16-7).
8. Parking adjustment factor 18Nm
N − 0.1−
(use Exhibit 16-7). fp = 3600
N
f p = 0.938 for EB and WB through/right lane groups
9. Bus blockage adjustment No bus stopping, f bb = 1.000
factor (use Exhibit 16-7).
10. Area type adjustment factor For CBD, fa = 0.900
(use Exhibit 16-7).
11. Lane utilization adjustment No specific data are given. Use default of f LU = 1.000
factor (use Exhibit 10-23). for exclusive LT. Use 0.950 for shared LT.
12. Left-turn adjustment factor. The left turn is permitted. A special procedure is
used. All approaches are opposed by multilane
approaches. The supplemental worksheet for
multilane approaches is used to determine the factor.
13. Right-turn adjustment factor. For all shared-lane approaches: fRT = 1.0 – 0.150PRT
Where PRT is the proportion of right turns in lane
group, f RT (EB) = 1.0 – 0.150(0.250) = 0.963
14. Left-turn pedestrian/bicycle Supplemental worksheet for pedestrian-bicycle
adjustment factor. effects is used to determine the factor.
15. Right-turn pedestrian/bicycle Supplemental worksheet for pedestrian-bicycle
adjustment factor. effects is used to determine the factor.
16. Saturation flow. s = so N fw fHV fg fp fbb fLU fa fLT fRT fLpb fRpb
s(EBTHRT) = 1900 * 2 * 0.933 * 0.952 * 1.000 * 0.938
* 1.000 * 0.900 * 0.950 * 1.000 * 0.963 * 1.000 *
0.958 = 2497 veh/h
17. Lane group capacity. c = s(g/C)
c(EBTHRT) = 2497(0.213) = 532 veh/h
18. v/c ratio. 424
v/c(EB) = = 0.797
532
19. Determine critical lane group Critical lane groups:
in each timing phase. Phase 1: SB protected left turn
Phase 2: NB through + right
Phase 3: WB left turn
20. Flow ratio of critical lane 143
v/s(SBLT) = = 0.090
groups. 1592
1733
v/s(NBTHRT) = = 0.549
3155
118
v/s (WBLT) = = 0.246
480
21. Sum of critical lane group v/s Yc = 0.090 + 0.549 + 0.246 = 0.885
ratios.

16-65 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

22. Critical flow rate to capacity Yc * C

Xc =
ratio. C–L
0.885(90.0)
Xc = = 1.021
90.0 – 12

23. Uniform delay. 2

 g
0. 50C 1− 
 C
d1 =
 g
1− min(1, X) 
 C
0. 50(90.0)(1− 0. 213)2
d1(EBLT) = = 35.415 s/veh
1− (0. 213)(1.0)
Since NB and SB left turns are contained in two
phases, a supplemental uniform delay worksheet is
used.
24. Incremental delay. [
d2 = 900T (X − 1) + (... ) ]
[
d2 (EBLT) = 900(0. 25) (1.109 − 1) + (... ) = ]
145.509 s/veh
25. Progression adjustment PF = 1.000
factor (use Exhibit 16-12).
26. Lane group delay. d = d1PF + d2 + d3 (d3 is assumed to be 0 for the first
iteration)
d (EBLT) = 34.415(1.000) + 145.509 = 180.9 s/veh
27. Approach delay. ∑ (d)(v)
dA =
∑v
(180. 9 * 71) + (41.6 * 424)
d A (EB) = = 61.6 s/veh
(71+ 424)
28. Intersection delay. ∑ (d A )(v A )
dI =
∑ vA
(495 * 61.6) + (742 *113.0) + (1866 * 33.0) + (1205 * 20.6)
dI = =
(495 + 742 + 1866 + 1205)
46.6 s/veh
29. LOS by lane group, LOS (EBLT) = F
approach, and intersection. LOS (EB) = E
LOS Intersection = D

The calculation results are summarized as follows.

Direction/ v/c g/C Unif Progr Lane Cal Incr Lane Lane Delay LOS by
LnGrp Ratio Ratio Delay Factor Grp Term k Delay d2 Grp Grp by App App
d1 PF Cap Delay LOS
EB/L 1.109 0.213 35.415 1.000 64 0.500 145.509 180.9 F E
EB/TR 0.797 0.213 33.571 1.000 532 0.329 8.034 41.6 D 61.6
WB/L 1.157 0.213 33.415 1.000 102 0.500 137.481 172.9 F
WB/TR 1.095 0.213 35.415 1.000 570 0.500 66.241 101.7 F 113.0 F
NB/L 0.383 0.698 6.582 1.000 347 0.080 0.514 7.1 A
NB/TR 0.976 0.563 19.075 1.000 1776 0.480 15.966 35.0 C 33.0 C
SB/L 0.894 0.698 25.957 1.000 217 0.411 33.699 59.7 E
SB/TR 0.572 0.563 12.676 1.000 1768 0.140 0.380 13.1 B 20.6 C
Intersection Delay = 46.6 s/veh Intersection LOS = D

Chapter 16 - Signalized Intersections 16-66

Example Problems
 Highway Capacity Manual 2000

Alternatives
As shown in the results, the v/c ratios for critical groups are not balanced. As a result,
certain lane groups experience high delay, whereas others experience little delay.
Reallocation of green times is needed.
Volume to capacity ratios for EB and WB lane groups are greater than those for NB
and SB lane groups. The result is higher delay for EB and WB. The performance of EB
and WB lane groups could be improved by assigning more green time, so 4.0 s is
reallocated to the east-west phase from the north-south through phase. The resulting
phase times are as follows:
• Phase 1 (NB/SB LT): 8.1 s,
• Phase 4 (NB/SB TH+RT): 46.7 s, and
• Phase 5 (EB/WB TH+RT): 23.2 s.
The intersection performance is reassessed, and the results are as follows.

Direction/ v/c g/C Unif Progr Lane Cal Incr Lane Lane Delay LOS by
LnGrp Ratio Ratio Delay Factor Grp Term k Delay d2 Grp Grp by App App
d1 PF Cap Delay LOS
EB/L 0.855 0.258 31.787 1.000 83 0.500 64.372 96.2 F
EB/TR 0.653 0.258 29.795 1.000 649 0.329 3.362 33.2 C 42.2 D
WB/L 0.843 0.258 31.662 1.000 140 0.500 42.939 74.6 E
WB/TR 0.903 0.258 32.301 1.000 691 0.500 17.352 49.7 D 53.7 D
NB/L 0.422 0.653 8.447 1.000 315 0.080 0.666 9.1 A
NB/TR 1.059 0.519 21.645 1.000 1637 0.480 39.338 61.0 E 57.3 E
SB/L 0.894 0.653 25.886 1.000 217 0.411 33.699 59.6 E
SB/TR 0.620 0.519 15.351 1.000 1630 0.140 0.504 15.9 B 22.9 C
Intersection Delay = 45.3 s/veh Intersection LOS = D

The intersection performance has improved, with delay reduced from 46.6 s/veh to
45.3 s/veh.
Volume to capacity ratios for critical lane groups are high. Although the intersection
performance could still be improved by reallocating green times, delay reduction will be
minimal because the critical elements are close to capacity. Consideration should be
given to physical improvements to further optimize intersection operation.

16-67 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 3
INPUT WORKSHEET
General Information Site Information
Analyst RPR
_______________________________ Intersection 5th Avenue/12th Streeet
_____________________________
PTU
Agency or Company _______________________________ Area Type X CBD
" " Other
Date Performed 4/12/99
_______________________________ Jurisdiction _____________________________
5-6 PM
Analysis Time Period _______________________________ Analysis Year 1999
_____________________________
Intersection Geometry
grade= 0%
= Pedestrian Button

5th Avenue
Street
= Lane Width
Show North Arrow
grade= 0% = Through
120
3.0 m = Right
3.0 m
= Left
40

40
3.0 m
3.0 m = Through + Right
grade= 0% 120
12th Street = Left + Through
Street
= Left + Right

= Left + Through + Right

grade= 0%
3.6 m 3.6 m 3.6 m3.6 m
Volume and Timing Input
EB WB NB SB
LT TH RT1 LT TH RT1 LT TH RT1 LT TH RT1
Volume, V (veh/h) 60 270 90 100 510 20 120 1480 80 175 840 70
% heavy vehicles, % HV 5 5 2 2
Peak-hour factor, PHF 0.85 0.85 0.90 0.90
Pretimed (P) or actuated (A) A A A A
Start-up lost time, l1 (s)
Extension of effective green time, e (s)
Arrival type, AT 3 3 3 3
Approach pedestrian volume,2 vped (p/h) 120 120 40 40
Approach bicycle volume,2 vbic (bicycles/h) 0 0 0 0
Parking (Y or N) Y Y N N
Parking maneuvers, Nm (maneuvers/h) 5 5 0 0
Bus stopping, NB (buses/h) 0 0 0 0
Min. timing for pedestrians,3 Gp (s) 19.0 19.0 21.0 21.0
Signal Phasing Plan
D Ø1 Ø2 Ø3 Ø4 Ø5 Ø6 Ø7 Ø8
I
A
G OR
R
A
M
Timing G = 8.1 G = 0.0 G = 0.0 G = 50.7 G = 19.2 G= G= G=
Y = 4.0 Y = 0.0 Y = 0.0 Y = 4.0 Y = 4.0 Y= Y= Y=
Permitted turns 90.0 s
Cycle length, C = _____
Protected turns Pedestrian
Notes
1. RT volumes, as shown, exclude RTOR.
2. Approach pedestrian and bicycle volumes are those that conflict with right turns from the subject approach.
3. Refer to Equation 16-2.

Chapter 16 - Signalized Intersections 16-68

Example Problems
 Highway Capacity Manual 2000

Example Problem 3
VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET

General Information

Example Problem 3
Project Description______________________________________________________________________________________

Volume Adjustment

EB WB NB SB

LT TH RT LT TH RT LT TH RT LT TH RT

Volume, V (veh/h) 60 270 90 100 510 20 120 1480 80 175 840 70

Peak-hour factor, PHF 0.85 0.85 0.90 0.90

Adjusted flow rate, vp = V/PHF (veh/h) 71 318 106 118 600 24 133 1644 89 194 933 78

Lane group

Adjusted flow rate in lane group, v (veh/h) 71 424 118 624 133 1733 194 1011
1
Proportion of LT or RT (PLT or PRT) 1.000 - 0.250 1.000 - 0.038 1.000 - 0.051 1.000 - 0.077
Saturation Flow Rate (see Exhibit 16-7 to determine adjustment factors)

Base saturation flow, so (pc/h/ln) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Number of lanes, N 1 2 1 2 1 1 2 1 1 2
Lane width adjustment factor, fw 0.933 0.933 0.933 0.933 1.000 1.000 1.000 1.000 1.000 1.000
Heavy-vehicle adjustment factor, fHV 0.952 0.952 0.952 0.952 0.980 0.980 0.980 0.980 0.980 0.980
Grade adjustment factor, fg 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
Parking adjustment factor, fp 1.000 0.938 1.000 0.938 1.000 1.000 1.000 1.000 1.000 1.000
Bus blockage adjustment factor, fbb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
Area type adjustment factor, fa 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900 0.900
Lane utilization adjustment factor, fLU 1.000 0.950 1.000 0.950 1.000 1.000 0.950 1.000 1.000 0.950
Left-turn adjustment factor, fLT 0.208 1.000 0.343 1.000 0.950 0.200 1.000 0.950 0.073 1.000
Right-turn adjustment factor, fRT 1.000 0.963 1.000 0.994 1.000 1.000 0.992 1.000 1.000 0.988
Left-turn ped/bike adjustment factor, fLpb 0.951 1.000 0.921 1.000 1.000 0.999 1.000 1.000 1.000 1.000
Right-turn ped/bike adjustment factor, fRpb 1.000 0.958 1.000 0.994 1.000 1.000 0.999 1.000 1.000 0.998
Adjusted saturation flow, s (veh/h)
300 2497 480 2675 1592 335 3155 1592 122 3140
s = so N fw fHV fg fp fbb fa fLU fLT fRT fLpb fRpb
Notes

1. PLT = 1.000 for exclusive left-turn lanes, and PRT = 1.000 for exclusive right-turn lanes. Otherwise, they are equal to the proportions
of turning volumes in the lane group.

16-69 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 3
SUPPLEMENTAL WORKSHEET FOR PERMITTED LEFT TURNS
OPPOSED BY MULTILANE APPROACH

General Information

Example Problem 3
Project Description _____________________________________________________________________________________

Input
EB WB NB SB
Cycle length, C (s) 90.0
Total actual green time for LT lane group,1 G (s) 19.2 19.2 62.8 62.8
Effective permitted green time for LT lane group,1 g (s) 19.2 19.2 54.7 54.7
Opposing effective green time, go (s) 19.2 19.2 50.7 50.7
Number of lanes in LT lane group,2 N 1 1 1 1
Number of lanes in opposing approach, No 2 2 2 2
Adjusted LT flow rate, vLT (veh/h) 71 118 133 194
Proportion of LT volume in LT lane group,3 PLT 1.000 1.000 1.000 1.000
Adjusted flow rate for opposing approach, vo (veh/h) 624 424 1011 1733
Lost time for LT lane group, tL 4 4 0 0
Computation
LT volume per cycle, LTC = vLTC/3600 1.775 2.950 3.325 4.850
Opposing lane utilization factor, fLUo (refer to Volume
Adjustment and Saturation Flow Rate Worksheet ) 0.950 0.950 0.950 0.950
Opposing flow per lane, per cycle
voC
volc = (veh/C/ln)
3600N f o LUo 8.211 5.579 13.303 22.803
0.717
gf = G[e–0.882(LTC )] – tL gf ≤ g (except for exclusive
left-turn lanes)1, 4 0 0 0 0
Opposing platoon ratio, Rpo (refer to Exhibit 16-11) 1.00 1.00 1.00 1.00
Opposing queue ratio, qro = max[1 – Rpo(go/C), 0] 0.787 0.787 0.437 0.437
volcqro
gq = 0.5 – [volc(1 – qro)/go] – tL, volc(1 – qro)/go ≤ 0.49 11.803 6.022 16.502 40.379
(note case-specific parameters)1
gu = g – gq if gq ≥ gf, or
7.397 13.178 38.198 14.321
gu = g – gf if gq < gf
EL1 (refer to Exhibit C16-3) 2.4 2.0 3.5 7.314
PL = PLT 1 + (gf + g(Nu/E–L11)g+ 4.24) 1.000 1.000 1.000 1.000
(except with multilane subject approach)5
fmin = 2(1 + PL)/g 0.208 0.208 0.073 0.073
1
fm = [gf/g] + [gu/g] 1 + PL(EL1 – 1) , (fmin ≤ fm ≤ 1.00) 0.208 0.343 0.200 0.073
fLT = [fm + 0.91(N – 1)]/N (except for permitted left 0.208 0.343 0.200 0.073
turns)6
Notes
1. Refer to Exhibits C16-4, C16-5, C16-6, C16-7, and C16-8 for case-specific parameters and adjustment factors.
2. For exclusive left-turn lanes, N is equal to the number of exclusive left-turn lanes. For shared left-turn lanes, N is equal to the sum of the
shared left-turn, through, and shared right-turn (if one exists) lanes in that approach.
3. For exclusive left-turn lanes, PLT = 1.
4. For exclusive left-turn lanes, gf = 0, and skip the next step. Lost time, tL, may not be applicable for protected-permitted case.
5. For a multilane subject approach, if PL ≥ 1 for a left-turn shared lane, then assume it to be a de facto exclusive left-turn lane and redo the
calculation.
6. For permitted left turns with multiple exclusive left-turn lanes fLT = fm.

Chapter 16 - Signalized Intersections 16-70

Example Problems
 Highway Capacity Manual 2000

Example Problem 3
SUPPLEMENTAL WORKSHEET FOR PEDESTRIAN-BICYCLE EFFECTS
ON PERMITTED LEFT TURNS AND RIGHT TURNS
General Information

Example Problem 3
Project Description _____________________________________________________________________________________

Permitted Left Turns

EB WB NB SB

Effective pedestrian green time,1,2 gp (s) 19.2 19.2 50.7 50.7

Conflicting pedestrian volume,1 vped (p/h) 120 120 40 40
vpedg = vped (C/gp) 563 563 71 71
OCCpedg = vpedg/2000 if (vpedg ≤ 1000) or
OCCpedg = 0.4 + vpedg/10,000 if (1000 < vpedg ≤ 5000) 0.282 0.282 0.036 0.036
Opposing queue clearing green,3,4 gq (s) 11.803 6.022 16.502 40.379
Effective pedestrian green consumed by opposing
vehicle queue, gq/gp; if gq ≥ gp then fLpb = 1.0 0.615 0.314 0.325 0.796
OCCpedu = OCCpedg [1 – 0.5(gq/gp)] 0.195 0.238 0.030 0.022
Opposing flow rate,3 vo (veh/h) 624 424 1011 1733
OCCr = OCCpedu [e–(5/3600)vo] 0.082 0.132 0.007 0.002
Number of cross-street receiving lanes,1 Nrec 2 2 2 2
Number of turning lanes,1 Nturn 1 1 1 1
ApbT = 1 – OCCr if Nrec = Nturn
ApbT = 1 – 0.6(OCCr) if Nrec > Nturn 0.951 0.921 0.996 0.999
Proportion of left turns,5 PLT 1.000 1.000 1.000 1.000
Proportion of left turns using protected phase,6 PLTA 0 0 0.842 0.976
fLpb = 1.0 – PLT(1 – ApbT)(1 – PLTA) 0.951 0.921 0.999 1.000
Permitted Right Turns

Effective pedestrian green time,1,2 gp (s) 19.2 19.2 50.7 50.7

Conflicting pedestrian volume,1 vped (p/h) 120 120 40 40
Conflicting bicycle volume,1,7 vbic (bicycles/h) 0 0 0 0
vpedg = vped(C/gp) 563 563 71 71
OCCpedg = vpedg/2000 if (vpedg ≤ 1000), or
OCCpedg = 0.4 + vpedg/10,000 if (1000 < vpedg ≤ 5000) 0.282 0.282 0.036 0.036
Effective green,1 g (s) 19.2 19.2 50.7 50.7
vbicg = vbic(C/g) 0 0 0 0
OCCbicg = 0.02 + vbicg/2700 0 0 0 0
OCCr = OCCpedg + OCCbicg – (OCCpedg)(OCCbicg) 0.282 0.282 0.036 0.036
Number of cross-street receiving lanes,1 Nrec 2 2 2 2
Number of turning lanes,1 Nturn 1 1 1 1
ApbT = 1 – OCCr if Nrec = Nturn
0.831 0.831 0.978 0.978
ApbT = 1 – 0.6(OCCr) if Nrec > Nturn
Proportion of right turns,5 PRT 0.250 0.038 0.051 0.077
Proportion of right turns using protected phase,8 PRTA 0 0 0 0
fRpb = 1.0 – PRT(1 – ApbT)(1 – PRTA) 0.958 0.994 0.999 0.998
Notes
1. Refer to Input Worksheet. 5. Refer to Volume Adjustment and Saturation Flow Rate Worksheet.
2. If intersection signal timing is given, use Walk + flashing Don't Walk (use G + Y if 6. Ideally determined from field data; alternatively, assume it equal to
no pedestrian signals). If signal timing must be estimated, use (Green Time – Lost (1 – permitted phase fLT)/0.95.
Time per Phase) from Quick Estimation Control Delay and LOS Worksheet. 7. If vbic = 0 then vbicg = 0, OCCbicg = 0, and OCCr = OCCpedg.
3. Refer to supplemental worksheets for left turns. 8. PRTA is the proportion of protected green over the total green, gprot/(gprot
4. If unopposed left turn, then gq = 0, vo = 0, and OCCr = OCCpedu = OCCpedg. + gperm). If only permitted right-turn phase exists, then PRTA = 0.

16-71 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 3
SUPPLEMENTAL UNIFORM DELAY WORKSHEET FOR LEFT TURNS FROM EXCLUSIVE
LANES WITH PROTECTED AND PERMITTED PHASES

General Information

Example Problem 3
Project Description ____________________________________________________________________________________

v/c Ratio Computation

EB WB NB SB
Cycle length, C (s) 90.0
Protected phase eff. green interval, g (s) 8.1 8.1
Opposing queue effective green interval, gq (s) 16.502 40.379
Unopposed green interval, gu (s) 38.198 14.321
Red time, r (s)
r = C – g – gq – gu
27.200 27.200
Arrival rate, qa (veh/s)
qa = v 0.037 0.054
3600 * max[X, 1.0]
Protected phase departure rate, sp (veh/s)
0.442 0.442
sp = s
3600
Permitted phase departure rate, ss (veh/s)
s(g + g ) 0.133 0.129
ss = (g *q 3600)u
u
If leading left (protected + permitted)
q (g + g )
v/c ratio, Xperm = a sq g u
s u 0.398 1.599
If lagging left (permitted + protected)
qa(r + gq + gu)
v/c ratio, Xperm = ss gu
If leading left (protected + permitted)
qa(r + g)
v/c ratio, Xprot =
sp g 0.365 0.532
If lagging left (permitted + protected)
v/c ratio, Xprot is N/A
Uniform Queue Size and Delay Computations
Queue at beginning of green arrow, Qa 1.006 2.575
Queue at beginning of unsaturated green, Qu 0.611 2.180
Residual queue, Qr 0 1.106
Uniform delay, d1 6.582 25.957
Uniform Queue Size and Delay Equations

Case Qa Qu Qr d1
If Xperm ≤ 1.0 & Xprot ≤ 1.0 1 qa r qa gq 0 [0.50/(q a C)][rQ a + Qa 2/(s p– q a ) + gqQu + Qu2/(s s – qa )]
If Xperm ≤ 1.0 & Xprot > 1.0 2 qa r Qr + qa gq Qa – g(sp – qa ) [0.50/(qa C)][rQ a + g(Qa + Qr) + gq(Q r + Qu) + Qu2/(s s – qa )]
If Xperm > 1.0 & Xprot ≤ 1.0 3 Qr + qa r qa gq Qu – gu(ss – qa ) [0.50/(q a C)][g qQu + gu(Q u + Qr) + r(Q r + Qa ) + Qa 2/(s p– qa )]
If Xperm ≤ 1.0 (lagging lefts) 4 0 qa (r + g q) 0 [0.50/(q a C)][(r + gq)Qu + Q u2/(s s – q a )]
If Xperm > 1.0 (lagging lefts) 5 Qu – g u(ss – qa ) qa (r + g q) 0 [0.50/(q a C)][(r + gq)Q u + gu(Q u + Qa ) + Qa2/(sp – q a )]

Chapter 16 - Signalized Intersections 16-72

Example Problems
 Highway Capacity Manual 2000

Example Problem 3
CAPACITY AND LOS WORKSHEET
General information

Example Problem 3
Project Description _____________________________________________________________________________________

Capacity Analysis
Phase number 1 1 4 4 4 4 5 5 5 5
Phase type

Lane group

Adjusted flow rate, v (veh/h) 133 143 0 1733 51 1011 71 424 118 624
Saturation flow rate, s (veh/h) 1592 1592 335 3155 122 3140 300 2497 480 2675
Lost time, tL (s), tL = l1 + Y – e 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Effective green time, g (s), g = G + Y – tL 8.1 8.1 54.7 50.7 54.7 50.7 19.2 19.2 19.2 19.2
Green ratio, g/C 0.090 0.090 0.608 0.563 0.608 0.563 0.213 0.213 0.213 0.213
Lane group capacity,1 c = s(g/C), (veh/h) 143 143 204 1776 74 1768 64 532 102 570
v/c ratio, X 0.930 1.000 0.000 0.976 0.689 0.572 1.109 0.797 1.157 1.095
Flow ratio, v/s 0.090 0.549 0.246
Critical lane group/phase (√) √ √ √
Sum of flow ratios for critical lane groups, Yc
Yc = ∑ (critical lane groups, v/s) 0.885
Total lost time per cycle, L (s) 12.0
Critical flow rate to capacity ratio, Xc 1.021
Xc = (Yc)(C)/(C – L)
Lane Group Capacity, Control Delay, and LOS Determination
EB WB NB SB
Lane group

Adjusted flow rate,2 v (veh/h) 71 424 118 624 133 1733 194 1011
Lane group capacity,2 c (veh/h) 64 532 102 570 347 1776 217 1768
v/c ratio,2 X = v/c 1.109 0.797 1.157 1.095 0.383 0.976 0.894 0.572
Total green ratio,2 g/C 0.213 0.213 0.213 0.213 0.698 0.563 0.698 0.563
C [1 – (g/C)]2
Uniform delay, d1 = 0.50
1 – [min(1, X)g/C]
(s/veh) 35.415 33.571 33.415 35.415 6.582 19.075 25.957 12.676
Incremental delay calibration,3 k 0.500 0.329 0.500 0.500 0.080 0.480 0.411 0.140
Incremental delay,4 d2
145.509 8.034 137.481 66.241 0.514 15.966 33.699 0.380
d2 = 900T [(X – 1) + (X – 1)2 + 8kIX ](s/veh)
cT
Initial queue delay, d3 (s/veh) (Appendix F) 0 0 0 0 0 0 0 0
Uniform delay, d1 (s/veh) (Appendix F)
Progression adjustment factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
Delay, d = d1(PF) + d2 + d3 (s/veh) 180.9 41.6 172.9 101.7 7.1 35.0 59.7 13.1
LOS by lane group (Exhibit 16-2) F D F F A C E B
Delay by approach, dA = ∑(d)(v) (s/veh) 61.6 113.0 33.0 20.6
∑v
LOS by approach (Exhibit 16-2) E F C C
Approach flow rate, vA (veh/h) 495 742 1866 1205
Intersection delay, dI = ∑(dA)(vA) (s/veh) 46.6 Intersection LOS (Exhibit 16-2) D
∑vA
Notes
1. For permitted left turns, the minimum capacity is (1 + PL)(3600/C).
2. Primary and secondary phase parameters are summed to obtain lane group parameters.
3. For pretimed or nonactuated signals, k = 0.5. Otherwise, refer to Exhibit 16-13.
4. T = analysis duration (h); typically T = 0.25, which is for the analysis duration of 15 min.
I = upstream filtering metering adjustment factor; I = 1 for isolated intersections.

16-73 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

EXAMPLE PROBLEM 4
The Intersection Tenth Avenue (EB/WB) and First Street (NB/SB) are two-lane streets
located in an area with high economic growth. In 20 years, the existing intersection of
these two streets is projected to be inadequate as a result of major developments. A
proposed geometric improvement and projected volumes are shown on the Input
Worksheet.

The Question Is the proposed improvement adequate? If not, what additional

improvements are needed?

The Facts
√ PHF = 0.90,
√ Cycle length = 90.0 s to 120.0 s, and
√ Movement lost time = 4 s.

Comments
√ High left-turn and opposing volumes, therefore protected treatment for left turns is
used; and
√ Protected-plus-permitted treatment is not favorable because of safety concerns and the
operation of adjacent intersections.

Steps
1. Lane volume and signal operations worksheets are used.
2. In this analysis, the main interest is to assess the intersection status. The results
show the intersection status to be over capacity, with a critical v/c ratio of 1.023. The
estimated cycle length is 120.0 s. This result could be interpreted as an uncertain
indication that the demand might exceed the capacity, especially since the projections are
for 20 years. Long-term projections are often based on coarse assumptions and
approximations, and the end results are often not particularly accurate.
3. According to Chapter 10, per-lane volumes are suggested to be kept to 450 veh/h
or less in intersection design. Currently, the eastbound approach violates that suggestion.
4. An exclusive right-turn lane is provided for the eastbound approach because of its
high volume. The per-lane volumes are brought to below 450 veh/h. The planning
method is again used to evaluate the intersection performance.
5. According to the analysis results, the eastbound right turn is now the critical
movement, and the intersection v/c ratio has been reduced from 1.023 to 0.999.
6. The signal timing plan synthesized by the planning method for the westbound left
turn violates the minimum green time requirement. The violation is overcome by
eliminating the eastbound through and left-turn phase and reassigning the green time to
the left-turn phase. The new signal timing plan is as follows.

Movement Phase Time (s)

EB WB LT 12.2
EB WB HT 36.4
NB SB LT 17.7
NB HT LT 4.1
NB SB HT 29.6

7. The operational analysis is performed using default values, and the analysis
results are summarized in an exhibit. The intersection operates at LOS D, and the v/c
ratios are well balanced.

Chapter 16 - Signalized Intersections 16-74

Example Problems
 Highway Capacity Manual 2000

Results
The intersection performance is adequate assuming that the improvements are
implemented.

Example Problem 4
QUICK ESTIMATION INPUT WORKSHEET

General Information Site Information

Analyst CJM
________________________ Intersection Tenth Ave. and First St.
__________________________
Agency or Company CEI
___________________________ Area Type " CBD "X Other
Date Performed 5/13/99
___________________________ Jurisdiction Trenton, NJ
___________________________
Analysis Time Period 4:45 - 5:45 pm
___________________________ Analysis Year 1999
_____________________________

Intersection Geometry
First St.
Street

Show North
= Through

= Right

= Left

= Through + Right

= Left + Through

Tenth Ave. = Left + Right

Street
= Left + Through + Right

Volume and Signal Input

EB WB NB SB
LT TH RT1 LT TH RT1 LT TH RT1 LT TH RT1
Volume, V (veh/h) 120 1300 460 80 1200 100 260 700 180 200 550 100
Proportion of LT or RT (PLT or PRT)2 - - - -

Parking (Yes/No) No No No No
Left-turn treatment (permitted, protected,
Protected Protected Protected Protected
not opposed) (if known)
0.90
Peak-hour factor, PHF ________
Cycle length Minimum, Cmin 90 s
_____ 120 s
Maximum, Cmax ______ or Given, C _____ s
Lost time/phase 4
________s
Notes
1. RT volumes, as shown, exclude RTOR.
2. PLT = 1.000 for exclusive left-turn lanes, and PRT = 1.000 for exclusive right-turn lanes. Otherwise, they are equal to the proportions of turning
volumes in the lane group.

16-75 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Q UICK ESTIMATION LANE VOLUME WORKSHEET (RUN 1)

Example Problem 4 EB WB NB SB
Right-Turn Movement
Lane type Shared Shared Shared Shared
RT volume, RV 460 100 180 100
Number of exclusive RT lanes, N 1 1 1 1
RT adjustment factor, fRT 0.85 0.85 0.85 0.85
RT volume per lane, VT 541 118 212 118
Left-Turn Movement
Lane type Exclusive Exclusive Exclusive Exclusive
LT treatment Prot Prot Prot Prot
LT volume, VS 120 80 260 200
Opposing volume, Vo 1300 1760 650 880
Cross-product, VL Vo 156000 140800 169000 176000
Number of exclusive LT lanes, NT 1 1 1 1
LT adjustment factor, f LT 0.95 0.95 0.95 0.95
LT volume per lane, VT 126 84 274 211
Through Movement
Through volume, V T 1300 1200 700 550
Parking adjustment factor, f p 1.000 1.000 1.000 1.000
Number of through lanes, HT 3 3 2 2
Total approach volume, Tot 1841 1318 912 668
Through volume per lane, HT 614 439 456 334
Critical lane volume, VCL 614 439 456 334
Sneaker Left-Turn Check
Permitted left sneaker capacity, cLS N/A N/A N/A N/A

Q UICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET (RUN 1)

East-West Phasing Plan
Phase 1 Phase 2 Phase 3
Selected plan 3a
Movement codes EBWBLT EBTHLT EBWBTH
Critical phase volume, CV 84 42 572
Lost time/phase, tL 4 0 4
North-South Phasing Plan
Selected plan 3a
Movement codes NBSBLT NBTHLT NBSBTH
Critical phase volume, CV 211 63 393
Lost time/phase, tL 4 0 4
Intersection Status Computation
Critical sum, CS 1365
Lost time/cycle, L 16
Reference sum flow rate, RS 1539
Cycle length, C 120.0
Critical v/c ratio, Xcm 1.023
Intersection status Over capacity
Green-Time Calculation
East-west phasing Phase 1 Phase 2 Phase 3
Green time, g 10.4 3.2 47.6
North-south phasing Phase 1 Phase 2 Phase 3
Green time, g 20.1 4.8 33.9

Chapter 16 - Signalized Intersections 16-76

Example Problems
 Highway Capacity Manual 2000

Q UICK ESTIMATION LANE VOLUME WORKSHEET (RUN 2)

EB WB NB SB Example Problem 4

Right-Turn Movement
Lane type Exclusive Shared Shared Shared
RT volume, RV 460 100 180 100
Number of exclusive RT lanes, NRT 1 1 1 1
RT adjustment factor, fRT 0.85 0.85 0.85 0.85
RT volume per lane, VRT 541 118 212 118
Left-Turn Movement
Lane type Exclusive Exclusive Exclusive Exclusive
LT treatment Prot Prot Prot Prot
LT volume, VL 120 80 260 200
Opposing volume, Vo 1300 1760 650 880
Cross-product, VLVo 156000 140800 169000 176000
Number of exclusive LT lanes, NLT 1 1 1 1
LT adjustment factor, f LT 0.95 0.95 0.95 0.95
LT volume per lane, VLT 126 84 274 211
Through Movement
Through volume, V T 1300 1200 700 550
Parking adjustment factor, f p 1.000 1.000 1.000 1.000
Number of through lanes, NHT 3 3 2 2
Total approach volume, Vtot 1300 1318 912 668
Through volume per lane, VHT 433 439 456 334
Critical lane volume, VCL 541 439 456 334
Sneaker Left-Turn Check
Permitted left sneaker capacity, cLS N/A N/A N/A N/A

Q UICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET (RUN 2)

East-West Phasing Plan
Phase 1 Phase 2 Phase 3
Selected plan 3a
Movement codes EBWBLT EBTHLT EBWBTH
Critical phase volume, CV 84 42 499
Lost time/phase, tL 4 0 4
North-South Phasing Plan
Selected plan 3a
Movement codes NBSBLT NBTHLT NBSBTH
Critical phase volume, CV 211 63 393
Lost time/phase, tL 4 0 4
Intersection Status Computation
Critical sum, CS 1292
Lost time/cycle, L 16
Reference sum flow rate, RS 1539
Cycle length, C 100.0
Critical v/c ratio, Xcm 0.999
Intersection status At capacity
Green-Time Calculation
East-west phasing Phase 1 Phase 2 Phase 3
Green time, g 9.5 2.7 36.4
North-south phasing Phase 1 Phase 2 Phase 3
Green time, g 17.7 4.1 29.6

16-77 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

LOS MODULE WORKSHEET (RUN 2)

Example Problem 4 Direction/ v/c g/C Unif Progr Lane Cal Incr Lane Lane Delay LOS by
LnGrp Ratio Ratio Delay Factor Grp Term k Delay Grp Grp by App App
d1 PF Cap d2 Delay LOS
EB/L 0.917 0.082 45.562 1.000 145 0.500 55.293 100.9 F
EB/T 0.876 0.324 31.904 1.000 1648 0.500 6.870 38.8 D
EB/R 0.996 0.324 33.735 1.000 513 0.500 38.767 72.5 E 51.0 D
WB/L 0.614 0.082 44.370 1.000 145 0.500 17.901 62.3 E
WB/TR 0.886 0.324 32.049 1.000 1629 0.500 7.493 39.5 D 40.8 D
NB/L 0.917 0.178 40.374 1.000 315 0.500 33.351 73.7 E
NB/TR 0.960 0.297 34.566 1.000 1019 0.500 20.053 54.6 D 59.0 E
SB/L 0.917 0.137 42.589 1.000 242 0.500 39.789 82.4 F
SB/TR 0.816 0.256 34.985 1.000 885 0.500 8.452 43.4 D 52.6 D
Intersection Delay = 50.3 s/veh Intersection LOS = D

Chapter 16 - Signalized Intersections 16-78

Example Problems
 Highway Capacity Manual 2000

EXAMPLE PROBLEM 5
The Intersection The intersection of Eighth Avenue (EB/WB) and Main Street (NB/SB)
is located in a rapidly growing semirural community. Eighth Avenue is a four-lane
roadway, and Main Street is a two-lane roadway. No turning lanes exist. The existing
intersection geometry and projected volumes are shown on the Input Worksheet.

The Question Will projected demand exceed the existing intersection capacity? If so,
what countermeasures should be implemented?

The Facts
√ PHF = 0.90,
√ Cycle length = 80 s to 120 s,
√ Movement lost time = 4 s, and
√ Non-CBD.

Steps
1. Run 1—Exclusive left turn for westbound approach: For the westbound approach,
one lane is assigned as an exclusive left-turn lane, and the other is assigned as a shared
lane. This assignment is appropriate for the volumes. The initial solution for signal
phasing is to use protected-only left-turn treatment for the westbound approach and
permitted treatment for all other approaches.
The quick estimation method is used to assess traffic operations. The results show
that critical lane volumes are high, and the critical v/c ratio is computed as 1.077,
indicating operations over capacity.
2. Run 2—Right-turn lane added on eastbound approach: The eastbound through
and right-turn movement is identified as the critical lane group largely because of the high
right-turn volume. An exclusive right-turn lane is added to the eastbound approach as a
countermeasure. The traffic operation is reassessed, and the results show that the critical
v/c ratio is reduced to 0.962. The intersection operates at capacity.
3. Run 3—Split phase operation for northbound and southbound approaches:
Although the intersection status is satisfied, northbound and southbound left turns merit
further consideration. Significant left-turn volumes in a pair of opposing single-lane
approaches should be avoided. Split phase signal phasing is introduced to provide a
complete directional separation between the northbound and southbound traffic.
The results show that the critical v/c ratio is increased to 1.138, which is over
capacity. The split phasing is not appropriate. Although northbound and southbound per-
lane volumes have been reduced, the critical sum is increased as the reduced volumes
are added into the critical sum because northbound and southbound movements operate
in different phases.
4. Run 4—Exclusive left-turn lane added on northbound and southbound
approaches: In order to provide a protected phase for the northbound and southbound left
turns while satisfying the operational requirement, an exclusive left-turn lane is added. As
shown in the results, northbound and southbound per-lane volumes decrease
substantially. The critical v/c ratio is computed as 0.933, which is near capacity.

16-79 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Example Problem 5
QUICK ESTIMATION INPUT WORKSHEET

General Information Site Information

Analyst CJM
________________________ Intersection Eighth Ave. and Main St.
__________________________
Agency or Company CEI
___________________________ Area Type " CBD X Other
"
Date Performed 5/13/99
___________________________ Jurisdiction Fairfax, VA
___________________________
Analysis Time Period 4:30 - 5:30 pm
___________________________ Analysis Year 1999
_____________________________

Intersection Geometry

Main St.
Street
Show North
= Through

= Right

= Left

= Through + Right

= Left + Through

Eighth Ave. = Left + Right

Street
= Left + Through + Right

Volume and Signal Input

EB WB NB SB
LT TH RT1 LT TH RT1 LT TH RT1 LT TH RT1
Volume, V (veh/h) 120 690 280 170 360 110 80 150 60 120 230 170
Proportion of LT or RT (PLT or PRT)2 - - - -

Parking (Yes/No) No No No No
Left-turn treatment (permitted, protected,
not opposed) (if known)
0.90
Peak-hour factor, PHF ________
Cycle length 80 s
Minimum, Cmin ______ 120 s
Maximum, Cmax ______ or Given, C ______ s
Lost time/phase 4
________s
Notes
1. RT volumes, as shown, exclude RTOR.
2. PLT = 1.000 for exclusive left-turn lanes, and PRT = 1.000 for exclusive right-turn lanes. Otherwise, they are equal to the proportions of turning
volumes in the lane group.

Chapter 16 - Signalized Intersections 16-80

Example Problems
 Highway Capacity Manual 2000

Q UICK ESTIMATION LANE VOLUME WORKSHEET (RUN 1)

EB WB NB SB Example Problem 5

Right-Turn Movement
Lane type Shared Shared Shared Shared
RT volume, RV 280 110 60 170
Number of exclusive RT lanes, NRT 1 1 1 1
RT adjustment factor, fRT 0.85 0.85 0.85 0.85
RT volume per lane, VT 329 129 71 200
Left-Turn Movement
Lane type Shared Exclusive Shared Shared
LT treatment Perm Prot Perm Perm
LT volume, VS 120 170 80 120
Opposing volume, Vo 470 1090 400 210
Cross-product, VL Vo 56400 185300 32000 25200
Number of exclusive LT lanes, NT 0 1 0 0
LT adjustment factor, f LT 0.95 0.95 0.95 0.95
LT volume per lane, VT 0 179 0 0
Through Movement
Through volume, V T 690 360 150 230
Parking adjustment factor, f p 1.000 1.000 1.000 1.000
Number of through lanes, NHT 2 1 1 1
Total approach volume, Vtot 1019 489 221 430
Through volume per lane, VHT 721 489 287 592
Critical lane volume, VCL 721 489 287 592
Sneaker Left-Turn Check
Permitted left sneaker capacity, cLS N/A N/A N/A N/A

Q UICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET (RUN 1)

East-West Phasing Plan
Phase 1 Phase 2 Phase 3
Selected plan 2a
Movement codes WBTHLT EBWBTH
Critical phase volume, CV 179 721
Lost time/phase, tL 4 4
North-South Phasing Plan
Selected plan 1
Movement codes NBSBLT
Critical phase volume, CV 592
Lost time/phase, tL 4
Intersection Status Computation
Critical sum, CS 1492
Lost time/cycle, L 12
Reference sum flow rate, RS 1539
Cycle length, C 120.0
Critical v/c ratio, Xcm 1.077
Intersection status Over capacity
Green-Time Calculation
East-west phasing Phase 1 Phase 2 Phase 3
Green time, g 17.0 56.2
North-south phasing Phase 1 Phase 2 Phase 3
Green time, g 46.9

16-81 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Q UICK ESTIMATION LANE VOLUME WORKSHEET (RUN 2)

Example Problem 5 EB WB NB SB
Right-Turn Movement
Lane type Exclusive Shared Shared Shared
RT volume, VR 280 110 60 170
Number of exclusive RT lanes, NRT 1 1 1 1
RT adjustment factor, fRT 0.85 0.85 0.85 0.85
RT volume per lane, VRT 329 129 71 200
Left-Turn Movement
Lane type Shared Exclusive Shared Shared
LT treatment Perm Prot Perm Perm
LT volume, VL 120 170 80 120
Opposing volume, Vo 470 1090 400 210
Cross-product, VLVo 56400 185300 32000 25200
Number of exclusive LT lanes, NLT 0 1 0 0
LT adjustment factor, f LT 0.95 0.95 0.95 0.95
LT volume per lane, VLT 0 179 0 0
Through Movement
Through volume, V T 690 360 150 230
Parking adjustment factor, f p 1.000 1.000 1.000 1.000
Number of through lanes, NHT 2 1 1 1
Total approach volume, Vtot 690 489 221 430
Through volume per lane, VHT 488 489 287 592
Critical lane volume, VCL 488 489 287 592
Sneaker Left-Turn Check
Permitted left sneaker capacity, cLS N/A N/A N/A N/A

Q UICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET (RUN 2)

East-West Phasing Plan
Phase 1 Phase 2 Phase 3
Selected plan 2a
Movement codes WBTHLT EBWBTH
Critical phase volume, CV 179 488
Lost time/phase, tL 4 4
North-South Phasing Plan
Selected plan 1
Movement codes NBSBLT
Critical phase volume, CV 592
Lost time/phase, tL 4
Intersection Status Computation
Critical sum, CS 1259
Lost time/cycle, L 12
Reference sum flow rate, RS 1539
Cycle length, C 80.0
Critical v/c ratio, Xcm 0.962
Intersection status At capacity
Green-Time Calculation
East-west phasing Phase 1 Phase 2 Phase 3
Green time, g 13.7 30.4
North-south phasing Phase 1 Phase 2 Phase 3
Green time, g 36.0

Chapter 16 - Signalized Intersections 16-82

Example Problems
 Highway Capacity Manual 2000

Q UICK ESTIMATION LANE VOLUME WORKSHEET (RUN 3)

EB WB NB SB Example Problem 5

Right-Turn Movement
Lane type Exclusive Shared Shared Shared
RT volume, VR 280 110 60 170
Number of exclusive RT lanes, NRT 1 1 1 1
RT adjustment factor, fRT 0.85 0.85 0.85 0.85
RT volume per lane, VRT 329 129 71 200
Left-Turn Movement
Lane type Shared Exclusive Shared Shared
LT treatment Perm Prot Nopp Nopp
LT volume, VL 120 170 80 120
Opposing volume, Vo 470 1090 0 0
Cross-product, VLVo 56400 185300 0 0
Number of exclusive LT lanes, NLT 0 1 0 0
LT adjustment factor, f LT 0.95 0.95 0.95 0.95
LT volume per lane, VLT 0 179 80 120
Through Movement
Through volume, V T 690 360 150 230
Parking adjustment factor, f p 1.000 1.000 1.000 1.000
Number of through lanes, NHT 2 1 1 1
Total approach volume, Vtot 690 489 301 550
Through volume per lane, VHT 488 489 301 550
Critical lane volume, VCL 488 489 301 550
Sneaker Left-Turn Check
Permitted left sneaker capacity, cLS N/A N/A N/A N/A

Q UICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET (RUN 3)

East-West Phasing Plan
Phase 1 Phase 2 Phase 3
Selected plan 2a
Movement codes WBTHLT EBWBTH
Critical phase volume, CV 179 488
Lost time/phase, tL 4 4
North-South Phasing Plan
Selected plan 4
Movement codes NBTHLT SBTHLT
Critical phase volume, CV 301 550
Lost time/phase, tL 4 4
Intersection Status Computation
Critical sum, CS 1518
Lost time/cycle, L 16
Reference sum flow rate, RS 1539
Cycle length, C 120.0
Critical v/c ratio, Xcm 1.138
Intersection status Over capacity
Green-Time Calculation
East-west phasing Phase 1 Phase 2 Phase 3
Green time, g 16.3 37.4
North-south phasing Phase 1 Phase 2 Phase 3
Green time, g 24.6 41.7

16-83 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

Q UICK ESTIMATION LANE VOLUME WORKSHEET (RUN 4)

Example Problem 5 EB WB NB SB
Right-Turn Movement
Lane type Exclusive Shared Shared Shared
RT volume, VR 280 110 60 170
Number of exclusive RT lanes, NRT 1 1 1 1
RT adjustment factor, fRT 0.85 0.85 0.85 0.85
RT volume per lane, VRT 329 129 71 200
Left-Turn Movement
Lane type Shared Exclusive Exclusive Exclusive
LT treatment Perm Prot Prot Prot
LT volume, VL 120 170 80 120
Opposing volume, Vo 470 1090 400 210
Cross-product, VLVo 56400 185300 32000 25200
Number of exclusive LT lanes, NLT 0 1 1 1
LT adjustment factor, f LT 0.95 0.95 0.95 0.95
LT volume per lane, VLT 0 179 84 126
Through Movement
Through volume, V T 690 360 150 230
Parking adjustment factor, f p 1.000 1.000 1.000 1.000
Number of through lanes, NHT 2 1 1 1
Total approach volume, Vtot 690 489 221 430
Through volume per lane, VHT 488 489 221 430
Critical lane volume, VCL 488 489 221 430
Sneaker Left-Turn Check
Permitted left sneaker capacity, cLS N/A N/A N/A N/A

Q UICK ESTIMATION CONTROL DELAY AND LOS WORKSHEET (RUN 4)

East-West Phasing Plan
Phase 1 Phase 2 Phase 3
Selected plan 2a
Movement codes WBTHLT EBWBTH
Critical phase volume, CV 179 488
Lost time/phase, tL 4 4
North-South Phasing Plan
Selected plan 3b
Movement codes NBSBLT SBTHLT NBSBTH
Critical phase volume, CV 84 42 388
Lost time/phase, tL 4 0 4
Intersection Status Computation
Critical sum, CS 1181
Lost time/cycle, L 16
Reference sum flow rate, RS 1539
Cycle length, C 90.0
Critical v/c ratio, Xcm 0.933
Intersection status Near capacity
Green-Time Calculation
East-west phasing Phase 1 Phase 2 Phase 3
Green time, g 15.2 34.6
North-south phasing Phase 1 Phase 2 Phase 3
Green time, g 9.3 2.6 28.3

Chapter 16 - Signalized Intersections 16-84

Example Problems
 Highway Capacity Manual 2000

EXAMPLE PROBLEM 6
The Intersection A two-lane through movement at one approach to a signalized
intersection has a cycle length of 90 s with a g/C ratio of 0.50. The arrival type is currently
3 (random), but this could be improved by altering the progression.

The Question What is the maximum service flow rate that could be accommodated
at LOS B (20 s/veh delay) on this approach?

The Facts
√ Cycle length = 90 s,
√ g/C = 0.50, and
√ s = 3,200 veh/h.

Comments This calculation is intended to illustrate the potential for alternative

computational sequences using the basic operational analysis format. Only one lane
group is addressed. The computations become far more complex when multiple lane
groups are addressed simultaneously. Nevertheless, the procedure is capable of
determining service flow rates or geometric or signal parameters based on a desired LOS.

Steps
1. Delay is a function of the v/c ratio, X; the green ratio, g/C; the cycle length, C; the
lane group capacity, c; and the progression factor, PF. The lane group capacity is the
product of a saturation flow rate, s, and a g/C ratio.
c = s * g/C = 3200 * 0.50 = 1600 veh/h
2. At the LOS B threshold of 20.0 s/veh, the delay equation is expressed as follows:
20.0 = d1PF + d2 + d3

where
0. 5(90)(1− 0. 50)2
d1 =
(1− 0. 50X)
  X 
d2 = 225 (X − 1) + (X − 1)2 +  
  100  

d3 = 0

3. Two tables are generated based on the equations above. The first table provides
delay as a function of arrival types and v/c ratios, X. The second table provides v/c ratios
and service flow rates as a function of delay and arrival types. In this problem, the second
table is more appropriate because service flows are the direct output.
4. Service flow rates, SF, are computed as X * c, where c = 1,600 veh/h. Thus, at
LOS B, the approach can carry a maximum service flow rate of 1,126 veh/h at existing
Arrival Type 3. The maximum flow rate increases to 1,491 veh/h at Arrival Type 5 and to
1,571 at Arrival Type 6.

16-85 Chapter 16 - Signalized Intersections

Example Problems
Highway Capacity Manual 2000

SERVICE FLOW RATE SOLUTIONS FOR EXAMPLE PROBLEM 6

Example Problem 6 Delay
X Flow d1 d2 AT 1 AT 2 AT 3 AT 4 AT 5 AT 6
Rate
0.0 0 11.250 0.000 18.8 14.0 11.3 8.6 3.7 0.0
0.1 160 11.842 0.125 19.9 14.8 12.0 9.2 4.1 0.1
0.2 320 12.500 0.281 21.1 15.8 12.8 9.9 4.4 0.3
0.3 480 13.235 0.481 22.5 16.9 13.7 10.6 4.9 0.5
0.4 640 14.063 0.748 24.2 18.2 14.8 11.5 5.4 0.7
0.5 800 15.000 1.119 26.1 19.7 16.1 12.6 6.1 1.1
0.6 960 16.071 1.672 28.5 21.6 17.7 14.0 7.0 1.7
0.7 1120 17.308 2.576 31.4 24.0 19.9 15.9 8.3 2.6
0.8 1280 18.750 4.295 35.6 27.5 23.0 18.7 10.5 4.3
0.9 1440 20.455 8.514 42.6 33.9 29.0 24.2 15.3 8.5
1.0 1600 22.500 22.500 60.0 50.4 45.0 39.8 30.0 22.5
AT 1 AT 2 AT 3 AT 4 AT 5 AT 6
LOS Max SF max X SF max X SF max X SF max X SF max X SF max X
Delay
A 5 513 0.32 1307 0.82
10 348 0.22 1241 0.78 1457 0.91
15 191 0.12 663 0.41 1046 0.65 1429 0.89 1514 0.95
B 20 177 0.11 824 0.51 1126 0.70 1318 0.82 1491 0.93 1571 0.98
25 707 0.44 1164 0.73 1333 0.83 1448 0.91 1546 0.97
30 1043 0.65 1342 0.84 1450 0.91 1500 0.94
C 35 1259 0.79 1451 0.91 1500 0.94 1551 0.97
40 1381 0.86 1499 0.94 1550 0.97
45 1462 0.91 1548 0.97 1600 1.00
50 1508 0.94 1596 1.00
D 55 1554 0.97
60 1600 1.00
65
70
75
E 80

V. REFERENCES
1. Signalized Intersection Capacity Method. NCHRP Project 3-28(2). JHK &
Associates, Tucson, Ariz., Feb. 1983.
2. Signalized Intersection Capacity Study. Final Report, NCHRP, Project 3-28(2).
JHK & Associates, Tucson, Ariz., Dec. 1982.
3. Messer, C. J., and D. B. Fambro. Critical Lane Analysis for Intersection Design.
In Transportation Research Record 644, TRB, National Research Council,
Washington, D.C., 1977.
4. Berry, D. S. Other Methods for Computing Capacity of Signalized Intersections.
Presented at the 56th Annual Meeting of the Transportation Research Board,
Washington, D.C., Jan. 1977.
5. Berry, D. S., and P. K. Gandhi. Headway Approach to Intersection Capacity. In
Highway Research Record 453, HRB, National Research Council, Washington,
D.C., 1973.
6. Miller, A. J. The Capacity of Signalized Intersections in Australia. Australian
Road Research Bulletin 3. Australian Road Research Board, Kew, Victoria,
Australia, 1968.

Chapter 16 - Signalized Intersections 16-86

Example Problems