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The Islamic University of Gaza

Civil Engineering Department

Traffic Engineering
(Optional Course)
ECIV 5332

Instructor:
Dr. Yahya Sarraj
Associate Prof. in Transportation

Introduction to Traffic Signals

Salter p265

History:
 1st traffic signal was erected in Westminster in 1868 in

London
 It exploded because gas was used for its illumination.
The use of traffic signals stopped.
 In 1918 a traffic signal was installed in New York,
manually operated.
 In 1925 manually operated signals were installed in
London.

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Introduction to Traffic Signals

Salter p265

History:
 In 1926 the first automatic traffic signals were installed
in Britain.
 In 1960’s traffic signals were used in Gaza City,

Egyptian control, but removed after 1967 war.

 In 1994 a new traffic signals was installed at Al Jala’
Road Intersection, after the establishment of the
Palestinian National Authority.

Introduction to Traffic Signals

Salter p265

 The first signal:

 It consisted of only red and green lights.
 It used fixed time periods that were automatically
pre-timed.
 It was not as efficient as manual control.
 It could not respond to changes in traffic flow.

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Introduction to Traffic Signals

Salter p265

Developments:
•Controllers were introduced to vary the timing of the
signals in the morning, midday and evening peak periods.
•Traffic signals coordination was developed. Using this
system, traffic signals on the same major highway were
linked together using a master timing device or
controller. This was used instead of individual timing
devices at each intersection.
•This development allowed a nearly continuous
progression of traffic along the major route (continuous
green).

Introduction to Traffic Signals

Salter p265

Vehicle detection system:

This system started in 1930’s.
It allows signals to:
detect vehicles and to

vary the timing in response to the number of

vehicles at each approach.

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Introduction to Traffic Signals

Salter p265

 Methods used for vehicle detection:

 Sounding the horn
 Pneumatic tube detector, this was used up to
1960’s but was easily damaged.
 Inductance detector cable (using electric field).
 Microwave detectors (lower installation cost and
less delay)

Introduction to Traffic Signals

Salter p265

 Graph (vehicle detectors)

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Signal Control Strategies

Salter p277

Fixed time operation of signals is an unsatisfactory

method of control.
Control strategy is usually flexible and is achieved by one
of the following methods:

a) vehicle actuation: a series of buried loops are

placed on the approaches with the initial detector
about 40m before the stop line.

Signal Control Strategies

Salter p277

b) Cable-less linking of signals: using the coordination

between signals.
c) Cable linked system: This is an older system where
cables are connected between controllers of traffic
signals.
d) Integral time switch: using a central computer. This
method can control a wide area.

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Signal Control Strategies

Salter p277

A minimum green time of 7 seconds is set for each

phase.
This green time can be increased for several reasons;
 pedestrian needs,
 gradient or
 % of heavy vehicles.

The minimum green time can be extended in case of

the detection of more vehicles on the approach.
This extension continues until a maximum pre set
value of green time is reached.

Warrants for the use of traffic signals

 A decision on the installation of traffic signals may be

made on the basis of:
 Traffic flow
 Pedestrian safety
 Accident experience
 And the elimination of traffic conflict.

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Warrants for the use of traffic signals

A Quick guide:
 For traffic flow:
 Traffic signals are justified if the following traffic flow exists
for eight hours on an average day.
 Flow on the major road (1+2)  900 vehicles/hour and
 Flow on the minor road
3
(3) or (4)  100 vehicles/hour.

[The above figures are taken as the average of the 4 busiest hours
over any weekday].
4

Warrants for the use of traffic signals

For Pedestrian safety:

 The Department of Transport in the UK advises that a

pedestrian stage is required:

 If pedestrians across any arm of the junction is  300

ped./hour
 or if turning traffic flow into any arm has an average

headway of < 5 seconds and conflicting with a

pedestrian flow of  50 pedestrian/hour

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Traffic Control Signal Warrant used in the

USA

 A thorough investigation should be made of:

 traffic conditions and

 physical characteristics of the location.

 This investigation is required to:

 determine the need for a traffic signal and

 to provide necessary data for the design and

operation of the signal where it is warranted.

Traffic Control Signal Warrant used in the

USA

The Manual on Uniform Traffic Control Devices (MUTCD)

lists several sets of conditions that warrant the installation
of a traffic signal:
 Traffic volume on intersecting streets exceeds
values specified in the MUTCD.
 The traffic volume on the major street is so heavy
that traffic on the minor intersecting street suffers
excessive delay or hazard in entering or crossing
the major street.

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Traffic Control Signal Warrant used in the

USA

 Vehicular volumes on a major street and

pedestrian volumes crossing that street exceed
specified levels.
 Inadequate gaps
 Peak hour
 School crossing
 Coordinated signal system
 Crash experience

Pedestrian facility

There are two types of pedestrian facility:

 Full pedestrian stage: all traffic is stooped when

pedestrians are allowed to cross all the arms of the

junction. The pedestrian stage is demanded by push
button
Disadvantage: additional delay to vehicular traffic.
 A parallel pedestrian facility: This is a more efficient
form of control from the viewpoint of vehicular
movement. It is achieved by banning some vehicular
turning movements.

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Pedestrian facility

Central island for pedestrians:

Where road layout permits, a central island can be

provided for pedestrians to be able to negotiate the
road in two stages.
The Department of Transport in the UK recommends a
minimum island size of 1.0m (width) by 2.5m (length)

Required studies for Traffic Signals

The decision to install a traffic signal should be based

on a through investigation. The required studies to
gather the necessary data include:
Traffic volume studies: Traffic and pedestrian counts
Approach travel speed: Spot speed studies.
Geometric, channelization, grades,
Physical conditions
sight distance, bus stops, parking
diagram:
conditions, road furniture and land use.
Over a year including type of collision,
Accident history and
vehicle type, time, severity, lighting
collision diagram:
conditions. Weather conditions …
Gap studies: In the major road traffic
Delay studies

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Phasing
Salter p271

Conflicts are prevented by a separation in time by

a procedure called phasing.
Definition:
 A Phase is the sequence of conditions applied to one
or more streams of traffic, which during the cycle
receive simultaneous identical signal indications.
 Examples
 2-phase system
 3-phase system
 4-phase system
 The number of phases should be kept to a minimum
in order to minimize delay.

Signal aspects
Salter p274

 The indication given by a signal is known as the

signal aspect.
 The usual sequence of signal aspects or
indications is the UK is:
 Red
 Red/Amber
 Green and
 Amber

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Signal aspects
Salter p274

 The amber period is given a standard duration

of 3 seconds and the red/amber 2 seconds.
 In some old installations the amber indication is
given a duration of 3seconds one of which is
concurrent with the red/amber on the following
phase.
 In this case the red/amber indication has
duration of 3 seconds as well.

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Signal aspects
Salter p274

 Meaning of traffic signal indications

Color Red Red-Amber Green Amber

Signal
indication

Clear the
Stop & Prepare to go
intersection but
Meaning keep but do not Go
do not cross the
stopping move
stop line

Duration (s) 2 3

Inter-green period
Salter p274

 The period between one phase losing right of

way and the next phase gaining right of way is
known as the inter-green period.
 In other words it is the period between the
termination of green on one phase and the
commencement of green on the next phase,
 Examples of inter-green periods at a two-phase
traffic signal as shown below.

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Inter-green period
Salter p274

Phase 1
4 s inter-green

Phase 2

Phase 1
6 s inter-green
Phase 2

Phase 1
9 s inter-green
Phase 2

Phase 1
3 s inter-green concurrent amber

Phase 2

Minimum inter-green period = 4 s

Inter-green period
Salter p274

 This inter-green period might be increased in

particular circumstance, such as when:
The distance across the intersection is
excessive.
In this case the inter-green period must be
based on the time required to avoid collision
between two vehicles:
The first vehicle is the one which passes over
the stop line at the start of the amber period
and the second is a vehicle starting at the
onset of green of the following phase and
traveling at the normal speed for the
intersection.

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Inter-green period
Salter p274

The Department of Transport in the UK

recommends an inter-green period between 5
to 12 s for a distance of 9 to 74m for straight
ahead movements.
Signals are located on higher speed roads;

in this case a longer inter-green period

provides a margin of safety for vehicles which
are unable to stop on the termination of
green.

Inter-green period
Salter p274

 Advantages of inter-green period:

It provides a convenient time during which left-
turning vehicles can complete their turning
movement after waiting in the center of the
intersection.
 Lost time due to change of phases:
It is the time when all vehicle movement is
prohibited.
Lost time due to change of phases =Inter-
green period - 3 s (amber time)
Thus, this lost time increases as the inter-green
period increases.

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Geometric Factors Affecting the

capacity of a traffic signal approach

 Capacity of a signal controlled intersection is

limited to capacities of individual approaches.

Capacity of an ∑Saturation flows (capacity) of

approach = individual lanes comprising the approach

 Factors affecting capacity of an approach:

 Geometric Factors

 Traffic Factors and

 Control Factors

Geometric Factors Affecting the

capacity of a traffic signal approach

 Definition:
Saturation flow: It is the maximum flow,
expressed in pcu’s, that can be discharged from
a traffic lane when there is a continuous green
indication and a continuous queue on the
approach.
The saturation flow is independent of traffic and
control factors.

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Geometric Factors Affecting the

capacity of a traffic signal approach

Geometric factors affecting lane

saturation flow are:
1. position of the lane (near side or non-near
side)
2. width of the lane
3. gradient
4. radius of turning movements.

Geometric Factors Affecting the

capacity of a traffic signal approach

Formula used to calculate saturation flow:

Recent research in the UK has produced the
following formula to calculate saturation flow of
individual lanes.
For unopposed streams in individual traffic lanes:

( S 0  140 d n )
S1   pcu / h
f
(1  1.5 )
r
where :
S0  2080  42 d g  G  100 ( w  3.25)

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Geometric Factors Affecting the

capacity of a traffic signal approach

 Where:
 dn = 1 for nearside lanes or = 0 for non-nearside
lanes
 f = proportion of turning vehicles in a lane
 r = radius of curvature (m)
 dg = 1 for uphill or = 0 for downhill
 G = gradient in %
 w = lane width
See Salter page 281 for more details about the symbols
and the formula.

Geometric Factors Affecting the

capacity of a traffic signal approach

 Example:
 Find the capacity of a nearside lane of: 2.4 m width,
with a 5% uphill gradient and 25% of vehicles
turning right. The radius of curvature = 20m.
 Answer: 1615 pcu/h.

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Geometric Factors Affecting the

capacity of a traffic signal approach

 For opposed streams:

 For opposed streams containing opposed left-turning
traffic in individual lanes the saturation flow S2 is
given by
 S2 = S g + S c
 Where:
 Sg is the saturation flow in lanes of opposed mixed
turning traffic during the effective green period
(pcu/h)
 Sc is the saturation flow in lanes of opposed mixed
turning traffic after the effective green period
(pcu/h)

Geometric Factors Affecting the

capacity of a traffic signal approach
S0 - 230
Sg =
1 + (T-1)f
T= 1+ 1.5/r + t1/t2
12(X0)2
t1 =
1 + 0.6(1-f)Ns
t2 = 1 – (fX0)2
P(1+Ns) (fX0)0.2 3600
Sc =
λc
q0
X0 =
λ nl S0

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Geometric Factors Affecting the

capacity of a traffic signal approach

 X0 is the degree of saturation on the opposing

arm, that is, the ratio of the flow on the opposing
arm to the saturation flow on that arm.
 Ns is the number of storage spaces available
inside the intersection which left turners can use
without blocking following straight ahead
vehicles.
 λ is the proportion of the cycle time effectively
green for the phase being considered, that is, the
effective green time divided by the cycle time
 c is the cycle time (seconds)

Geometric Factors Affecting the

capacity of a traffic signal approach
 q0 is the flow on the opposite arm expressed as
vehicles per hour of green time and excluding
non-hooking left turners
 nl is the number of lanes on the opposing entry
 S0 is the saturation flow per lane for the opposite
entry (pcu/h)
 T is the through car unit of a turning vehicle in
a lane of mixed turning traffic, each turning
vehicle being equivalent of T straight ahead
vehicles.
 P is the conversion factor from vehicles to pcu
and is expressed as P = 1 + ∑ i ( αi – 1)pi

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Geometric Factors Affecting the

capacity of a traffic signal approach

 Where:
 αi is the pcu value of vehicle type i
 pi is the proportion of vehicles of type i in the
stream
 Most traffic signal approaches are marked out in
several lanes and the total saturation flow for the
approach is then the sum of the saturation flows of
the individual lanes.

See Salter p281 for more details

Solve problem on p282, Salter

The Effect of traffic factors on the

capacity of a traffic signal approach

 Traffic factors have an effect on the capacity of

traffic signal approaches. This is mainly caused
by the different vehicle types. The effect of
traffic factors on capacity is usually allowed for
by the use of weighting factors, referred to as
‘passenger car units’, assigned to differing
vehicle categories.
Passenger car units:
 The saturation flow of a signal approach is
expressed in passenger car units per hour
(pcu/h).

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The Effect of traffic factors on the

capacity of a traffic signal approach

 Constant factors are used to convert all vehicle types

into pcu value. These factors have been determined
using observations of headway ratios.
 How to calculate these constants?
 Details on how to calculate the pcu equivalent for each
vehicle type is explained by Salter p 284-285.
 Values of passenger car equivalent in the UK to be used
for signal design are as follows. These values were
determined as a result of investigations carried out in
1986.

The Effect of traffic factors on the

capacity of a traffic signal approach

Vehicle type Description pcu value

3 or 4 wheeled vehicles
Light vehicles 1.0
including vans
Medium Commercial Vehicles with 2 axles but >
1.5
Vehicles (MCV) 4 wheels
Heavy Commercial
Vehicle with > 2 axles 2.3
Vehicles (HCV)
Buses with more than 10
Buses & coaches 2.0
passengers
Motor cycles 0.4
Pedal cycles 0.2

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Determination of the effective

green time.

 The number of vehicles crossing the stop line

depends on:
 Traffic composition

 Saturation flow

 The effective green time.

 Definitions:
 Effective green time is the time during which the
signal is effectively green.
 A cycle is a complete sequence of signal indications,
green, red and amber.

Determination of the effective

green time.

Maximum no. of vehicles Saturation flow x effective green time

=
crossing the stop line per hour Cycle time

 The concept of effective green time was

introduced as a means of determining the
number of vehicles that could cross a stop line
over the whole of the cycle.
 In practice flow cannot commence or
terminated instantly.
See Figure 35.1 p 288, Salter

Note: During amber time vehicles may cross

the stop line!!.

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Determination of the effective

green time.

Definition:
 Lost time

 Starting lost time: the time interval

between the commencement of green and
the commencement of effective green.
 End lost time: the time interval between
the termination of effective green and the
termination of the amber period.

Determination of the effective

green time.

 In practice:
lost time per phase = starting lost time + end lost time
 2 seconds
Amber time = 3 seconds

Actual green time + amber period = Effective green time + lost time
Effective green time = Actual green time + amber time - lost time
Effective green time = Actual green time + 3 s. - 2s.

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Determination of the effective

green time.

 Problem:
 The lost time due to starting delays and end of
green time on a traffic signal approach = 2s. The
actual green time = 25s.
 Find the effective green time.

 Solution:
Effective green time = Actual green time + amber time -
lost time
= 25 + 3 - 2
= 26 seconds

Optimum Cycle Time for an

Intersection (Co)

The O.C.T. depends on traffic conditions.

The cycle time is longer when the intersection is heavily
trafficked
 Degree of trafficking
 The degree of trafficking of an approach (y)

The flow on the approach

y =
Saturation flow of the approach

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Cycle time and delay

The duration of the cycle time affects delay to

vehicles passing through the intersection.
 If cycle time is too short:

The proportion of lost time in the cycle time

is high making the signal control inefficient
and causing lengthy delays.
 If cycle time is too long then:

Waiting vehicles will clear the stop line

during the early part of the green period

Cycle time and delay

Minimum cycle time = 25s. for safety

considerations
Maximum cycle time = 120s. to minimize delay
and driver frustration
See Figure 36.1 Salter, p292.
This Figure is obtained by computer simulation of
flow at traffic signals. This was carried out the
Road Research Laboratory in UK. The figure
shows the variation of average delay with cycle
time at any given intersection when the flows on
the approaches remain constant.

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How to determine the optimum

cycle time (Co)?

The Road Research Technical Paper 39 showed

that the optimum cycle time (Co) can be
determined by an empirical equation at a
sufficient degree of approximation.
1.5 L + 5
Co = seconds
1 - Y
Where:
L is the total lost time per cycle.
Y is the sum of the maximum y value for all
phases comprising the cycle as explained
above.
See Table 36.1 (Salter p 292) for examples of calculating the
optimum cycle time.

Calculating the optimum cycle time

step by step:
This can be illustrated by the following flow chart.
Select design hour traffic flows

Consider traffic flows to determine

the number of phases

Determine suitable value of:

• Inter-green periods
• Lost times and
• Saturation flows

Convert traffic flows into

passenger car units

Determine ymax values

for each phase

Calculate optimum cycle time

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Calculating the optimum cycle time

step by step:

Problem:
Optimum cycle times for an intersection
Solve the problem in Salter p 293

The Timing Diagram

After selecting the inter-green period

And calculating the optimum cycle time
It is required to calculate the duration of the green
signal aspects (red and green periods).
This can be done in two steps:
First:
Calculate the amount of effective green time available
during each cycle.
Total effective green per cycle = cycle time – total lost time per cycle
Total lost time per cycle = total lost time due start and end of
all phases + total all red time of all
phases

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The Timing Diagram

Second:
Divide the available effective green time between the
phases in proportion to the ymax value for each phase.
Example:
At a given intersection it was decided to have a 3-phase
system for the traffic signals. The following values were
determined:
Co = 82s.
Total lost time per cycle = 12s.
ymax for phase 1 = 0.21
ymax for phase 2 = 0.26
ymax for phase 3 = 0.25
Find the required actual green time for each phase.

The Timing Diagram

Solution:

Available effective = cycle time – total lost time

green time per cycle per cycle
= 82 – 12 = 70 s.
Summation of ymax = 0.21 + 0.26 + 0.25
for all phases
= 0.72

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The Timing Diagram

 The 70 s. are to be divided as follows:

Effective green Actual green
Phase Ratio
time (s.) time* (s.)
1 0.21/0.72 20 19
2 0.26 / 0.72 25 24
3 0.25 / 0.72 25 24
Total 70 67
* Actual green time = effective green time – amber time
+ lost time per phase (due to start &
end of green)
Actual green time = effective green time – 3 sec. + 2 sec.
Actual green time = effective green time – 1

Timing Diagram

The actual green time calculated above is the required

green time when using fixed –time signals.
It can be also employed with vehicle-actuated signals
as the maximum green times at the end of which a
phase change will occur regardless of any demands for
vehicle extensions.

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Timing Diagram
 Early Cut-off and late-start facilities
If the number of left-turning vehicles is not
sufficient to justify the provision of a left turning
phase, an early cut-off or a late start of the
opposing phase is employed.
 Early cut-off facility:
This facility allows left-turning vehicles to
complete their traffic movement at the end of
the green period when the opposing flow is
halted.
Using this facility sufficient room should be
provided for left turning vehicles to wait.

Timing Diagram

 Late-start facility:
This facility allows the discharge of the left-
turning vehicles at the commencement of the
green period by delaying the start of green time
for the opposing flow.
Using this facility a storage space is not as
important as in the early cut-off facility.

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